*@DATE(15)* SOUTHERN PACIFIC LINES In Texas and Louisiana --------------- TEXAS AND NEW ORLEANS RAILROAD COMPANY --------------- MECHANICAL and AIR BRAKE EXAMINATION STUDY GUIDE ----- Second Year Examination Questions and Answers ----- 1. Q. Describe a Locomotive Boiler. A. It is cylindrical in form; It usually has a rectangular shaped Firebox at one end and a Smoke Box at the other, and Flues extending through cylindrical part, and like Firebox, are surrounded by water. 2. Q. How are the Crown and Side Sheets of the Firebox supported in the Boiler? A. Side Sheets are supported by Staybolts screwed through Inside and Outside Sheets with their ends riveted over. Crown Sheet is supported by Crown Bars or Radial Staybolts. 3. Q. How is a locomotive Boiler supported on the Frames? How is expansion provided for between Boiler and Frames? A. By Cylinder Saddle and bolts, Belly Braces, Expansion Pads and Plates. Expansion Pads. 4. Q. What are the advantages of a Wide Type Firebox over a Narrow Type? A. The Wide Firebox type of Boiler is built above Frame and extends out over Driving Wheels or Trailing Wheels, the advantages of this are to obtain larger Grate Area in same length of Firebox and to give a slower rate of combustion per square foot. The Narrow Firebox is limited in width to distance between the Frames. 5. Q. Why are locomotive Boilers provided with a Steam Dome? A. To furnish more steam space and to obtain dryer steam and to provide place for Safety Valves, Steam Pipes, Throttle Valve and Whistle. 6. Q. What must be the condition of a Boiler in order to obtain the best results? A. It must have good circulation and be clean and free from mud or scale. 7. Q. What is meant by circulation in a Boiler? A. The free movement of water, so that it may come in contact with Heating Surface and after being converted into steam, be immediately replaced by a fresh supply of water. 8. Q. Define the Heating Surfaces of a locomotive Boiler. A. Heating Surface of Boiler includes all parts of Boiler and Tubes that are directly exposed to fire or heat from fire and are surrounded by water. 9. Q. What would result if the Crown Sheet became overheated? A. It would be weakened and forced off Staybolts and explosion would occur. 10. Q. What would you do on finding the Crown Sheet overheated? A. Put out fire and notify proper authority. 11. Q. What would indicate the Water Glass or connections are becoming obstructed and preventing free circulation of water? A. The up and down movement of water in Glass would become slow and inactive or it would not register correctly with Gauge Cocks. 12. Q. What is the most common cause of leaky Flues? A. Too much variation in Steam Pressure, too much Blower, failure to feed water evenly to Boiler causing (excessive) expansion and contraction, fire cut too low while drifting. 13. Q. Where are Boiler Checks usually placed? Why? A. As far as possible from Firebox, to introduce water into the Boiler at as great a distance as possible from Firebox. This permits water to become heated to high temperature before it comes in contact with Firebox Sheets and also improves circulation. 14. Q. Name the appliances in the Smoke Box of an oil burning locomotive by which the draft may be regulated. A. The Exhaust Nozzle, Nozzle Tip and the Draft Pipes or Petticoat Pipe. 15. Q. What is the reason for having the exhaust from the Cylinders pass through the Smoke Stack? A. To create a draft through the Tubes and Firebox (which automatically regulates itself when the locomotive is working to increase the draft as the locomotive is worked harder, enabling the locomotive to burn more fuel and produce more work). 16. Q. What will cause the exhaust from the Stack to be heavy on one side? A. The Stack, Exhaust Pipe or Petticoat Pipe are out of plumb. 17. Q. What are the effects of steam leaks inside of Smokebox, or air leaks into Smokebox? A. The engine will not steam freely (owing to the fact these leaks reduce the draft and amount of air passing through the Firebox). 18. Q. What effect does steam lost by Safety Valve blowing off, have on fuel consumption? A. It results in the loss of approximately two gallons of fuel oil per minute. 19. Q. What should be done to prevent black smoke when the Throttle is closed? A. Regulate your fire according to requirements in advance of closing of Throttle, use Blower lightly and don't adjust fire too low. 20. Q. How should water be fed to prevent damage to the Boiler? A. Evenly and no faster than it is evaporated into steam, unless just before a hard pull, or when shutting off with heavy bright fire in Firebox, to prevent waste of steam at Pops (Safety Valves). 21. Q. For what purpose are Cylinder Cocks provided? A. To relieve (clear) the Cylinders of condensation accumulated while standing or otherwise. 22. Q. Describe the Superheater, and its functions. A. The Header is a casting divided by partition walls into Saturated and Superheated Steam Passages, and is located between Dry Pipes and Steam Pipes same as Niggerhead in a saturated locomotive. The Dry Pipe is in communication with Saturated Steam Passages and the Steam Pipes with Superheated Steam Passages and these are in communication with each other through Superheated Units, which extend from Header to Flue Sheet with Return Bends. On opening Throttle, the saturated steam passes through the Dry Pipe into the Saturated Steam Passage of Header Casting, from this passage it goes into one end of the Unit, passing backward toward the Firebox, forward through one of the Straight Pipes and the Front Return Bend, and backward through the other Straight Pipe to the Back Return Bend and forward through the Bent Pipe and upward into the Superheater Steam Passage of the Header, from which it enters the Steam Pipes and Steam Chest. 23. Q. What are the advantages of Superheated over Saturated Steam? A. It does away with condensation in the Cylinders, (improves) economy of water consumption, economy of fuel, increases Boiler capacity and (makes for) a more powerful locomotive. 24. Q. What should be the position of the Throttle Valve while a Superheated Locomotive is handling train? A. With as wide open a Throttle as conditions will permit, regulating the steam admission to the Cylinders (with the Reverse Lever?) in accordance with the work to be performed. 25. Q. What should be the position of the Throttle while drifting a Superheated Locomotive, and one with blocked Relief Valve? A. The Throttle should be left slightly open while drifting, so as to let a small quantity of steam in Valve Chamber and Cylinder above atmospheric pressure to prevent inrush of hot air and gases which destroy lubrication and also to prevent excessive wear to Valve, Cylinder and Piston Rod Packing. (If Cylinders and/or Valves are lubricated with Hydrostatic Lubricator, this also allows for the small amount of steam carrying with it the necessary oil for lubrication!?). 26. Q. How should water be carried in the Boiler of a Superheated Locomotive? Explain the effect of water carried over into the Superheated Units. A. As low as conditions will permit. This practice reduces the tendency to work water into Dry Pipe and Units. Keep in mind steam cannot be superheated while in contact with water, therefore, keep water out of Superheated Units. 27. Q. Describe the types of Lubricators used on our locomotives, naming the principal parts of each type and state parts they lubricate. A. Mechanical Force Feed and Hydrostatic. Mechanical Force Feed most principle parts are: the Pumps, Oil Chamber, Connecting Rod, Ratchet Arm, Oil Chamber Terminal Check Valves and Strainer - lubricates the Air Pumps, Feedwater Pump, Valves and Cylinders. The Hydrostatic principal parts are the Oil Chambers, Condenser, Sight Feeds, Oil Valve, Water Valve, Steam Valve and Equalizing Tubes - (lubricates???). 28. Q. How should a Hydrostatic Lubricator be filled? A. Close Main Steam Valve and all other valves, open drain; when Lubricator ceases draining, remove Filling Plug and fill Lubricator. 29. Q. What should be done if you do not have sufficient oil to fill the Hydrostatic Lubricator? A. Use the required amount of water out of Squirt Hose. 30. Q. After filling the Hydrostatic Lubricator, what should be done to start it feeding? A. Open Steam and Water Valve and Condenser Valve, allow time for condensation (??) and then open Regulating Valve. 31. Q. If a Lubricator Sight Feed becomes stopped up, how should it be cleaned out? How would the Chokes be cleaned out? A. Close all Feed Valves but the one affected, close the Water Valve, then open the Drain Plug and steam from the Equalizing Tube will force the obstruction into the body of the Lubricator; close Drain Plug, close Regulating Valve until Feed Glass fills with water, open Water Valve and start all Feeds. To clean out Chokes, close Water and Steam Valve, open Drain Cock to Sight Feed draining a little water out of Sight Feed Chamber, open Throttle and steam coming back through Oil Pipe will blow out obstruction. Put Reverse Lever on Center. 32. Q. What attention is necessary to the Hydrostatic Lubricator while the locomotive is standing idle, and also when the run is completed? A. Close all Feed Valves. When run is completed, close Water Valve, Steam Valves and all Sight Feed Valves. 33. Q. With a Hydrostatic Lubricator, how many drops of oil per minute are required for the proper lubrication of: (a) Cylinders? (b) Valves? (c) Feedwater Pump? (d) Air Compressor? (e) Booster? A. (a) Cylinders - 5 drops. (b) Valves - 4 drops. (c) Feedwater Pump - 3 drops. (d) Air Compressor - 2 drops. (e) Booster - 1 drop. 34. Q. How is the Mechanical Force Feed Lubricator filled? A. Clean around Filling Plug so no dirt or foreign substance will get into Oil Reservoir, remove Filling Plug and fill to Top Indicator which is designated in pints. 35. Q. Should water be placed in a Mechanical Force Feed Lubricator? A. No. 36. Q. How is the oil in a Mechanical Force Feed Lubricator heated in cold weather? What is the atmospheric temperature below which Heater should be used, and how should the temperature of the oil be regulated? A. By a small Heater Line from Steam Turret, the Oil Container is fitted with a Tube, steam flowing through same and warming oil. Steam should be turned on when temperature is 40 degrees or lower and regulated from cab by Steam Valve. 37. Q. How often should Hydrostatic Lubricator be blown out? A. Before each trip or shift, and at anytime in your judgment it needs to be. 38. Q. What is the difference between a Lifting and Non-lifting Injector? A. A Lifting Injector will create enough vacuum to raise water from level of Tank to Injector. The Steam Tubes in Non-lifting Injectors are different and it will not raise water but merely forces it into the Boiler. A Non-lifting Injector must be placed below level of water in Tank so water will flow to it by gravity. 39. Q. How should the Hose, Feed Pipe and Delivery Pipe be protected from freezing? A. Steam Valve at Turret should be slightly open to permit circulation of steam through Feed and Branch Pipe. Heater Cock should be closed and Drip Cock under Boiler Check or on Branch Pipe should be opened to insure circulation of steam through Branch Pipe. 40. Q. If the Injector primes properly but breaks when steam is turned fully on, where would you look for the trouble? A. Insufficient water supply due to Tank Valve being partly closed, stopped up or kinked Tank Hose, Injector Tube out of line of limed up, or Delivery Pipe cut, or wet steam from Throttle. 41. Q. Name the kinds and types of Feedwater Heaters in use on our locomotives. A. Elesco - Closed Type. Worthington BL, S, and SA are Open Types. 42. Q. Explain how saving fuel and water is accomplished by use of Feedwater Heater. A. The saving of fuel and water is accomplished due to the fact that the water is heated to higher temperature before entering Boiler and the exhaust steam from the Cylinder is used to heat the water where it otherwise would go out the Stack to the atmosphere. 43. Q. What precautions should be taken with Feedwater Heater equipped locomotive before starting trip? A. See that Exhaust Steam Valve from Cylinder is open; see that Pump is getting lubrication, that water line is open and that Pump is working properly by the pulsation of the needle on Feedwater Pump Pressure Gauge until shows up, then close it. Open Steam Valve to Pump one half turn or more, then regulate as required. 44. Q. Explain method of operating the Feedwater Heater under the varying conditions of service. A. The Feedwater Heater should be operated so as to provide an even water level at all times and adjusted in accordance with the change of Throttle and Reverse Lever, and where Pumps are not equipped with Drifting Control Valve, the Injector should be worked when Throttle is shut off. 45. Q. When the Feedwater Heater Pump fails to start, where would you look for the trouble? A. See that the Pump Turret Valve and Pump Emergency Valve located near Pump are wide open. If these are open, the Steam Gear Reversing Valve may be dry. Increase Lubricator Feed of oil heavy for a few minutes. 46. Q. When the Pump fails to pick up water, what is generally the cause? A. Tank Valve may be closed or Strainer stopped up. Boiler Check may be leaking badly causing water in Suction Pipe to get too hot for Pump to lift. 47. Q. How can it be determined when the Pump is supplying hot water? A. Open Squirt Hose Valve and see if water is hot or cold. 48. Q. What defects cause the Feedwater Pump to supply cold water? A. Exhaust Check Valve closed, or Feather Valve defective, or closed so steam cannot get to Heater. 49. Q. What will cause excessive pressure to register on Hot Water Pump Gauge? A. Boiler Check leaking or stuck open. 50. Q. With an Open Type Heater what causes water to be thrown from Stack? A. It is an indication that Exhaust Check Valve Seats are leaking if engine is not working water or foaming. 51. Q. Of what do the Worthington Feedwater Heaters Types S and SA consist? A. A Cold Water Centrifugal Pump, a Feed Water Heater Mixing Chamber and a Hot Water Pump with the necessary valves, piping and cab gauge. 52. Q. Where are Worthington Feedwater Heaters Types S and SA located? A. In top of Smokebox. 53. Q. How is cold water supplied to Worthington Types S and SA Feedwater Heaters? A. By a Centrifugal and Reciprocating Pump. 54. Q. If a Worthington Feedwater Heater Type S or SA is equipped with a Drifting Control Valve, will Pump deliver maximum quantity of water to the Boiler when locomotive is standing or drifting? A. No. 55. Q. How does the Drifting Control Valve affect the quantity of water supplied to the Boiler when locomotive is standing or drifting? A. This valve is in the closed position and Pump will run at only one-half full speed. 56. Q. If a Worthington Feedwater Heater Type S or SA is equipped with Drifting Control Valve and Injector will not operate and it is necessary to increase supply of water to Boiler while locomotive is standing, or if it is desired to make use of the Feedwater Heater as a water pump in event of fire, what would you do to increase speed of Pump? A. Place Reverse Lever on Center, apply brakes and crack Throttle open enough to throw the Drifting Control Valve to open position. 57. Q. What would cause the Worthington Type S or SA Feedwater Pump to furnish insufficient water to the Heater thereby preventing the Hot Water Pump from supplying the Boiler? Could this occur with Cold Water Pump appearing to operate normally? A. A defective Float in Heater or Rod connecting Float to Steam Valve bent, or Steam Valve not allowing enough steam to get to Cold Water Pump causing it not to pump enough water to Hot Water Pump. Tank Hose or Strainer stopped up or Tank Valve partly closed. Yes. 58. Q. What would cause Worthington Feedwater Heaters to flood and discharge water continuously through the Air Vent Pipe? A. Usually interference with Water Control Valve in Heater, possibly caused by a hole in the Float, which allows same to fill with water and prevents Control Valve from closing. 59. Q. What comprises the Steam Heat Equipment on a locomotive? A. Main Steam Valve at Fountain, Pressure Regulating Valve, Steam Gauge in cab, Flexible Metallic Connections between engine and Tender and Steam Hose. 60. Q. If steam fails to pass through the Steam Heat Regulating Valve, how would you proceed to get it open? A. Remove Regulating Valve Spring and block valve open, regulate pressure from Fountain Valve. 61. Q. Give a general description of the Locomotive Booster. A. The Booster is a horizontal two-cylinder steam engine; it is mounted on the Trailer Truck and connected directly to the Trailer Axle of the locomotive through suitable gearing by which it may be engaged or disengaged at will. 62. Q. What valves in connection with Booster should Engineer know are open upon taking charge of a locomotive? A. Preliminary Throttle Shot-off Valve at Steam Turret is open wide. Booster Heater Valve, Turret Valve in Booster Throttle Valve is open, Booster Air Line Valve, Booster Lubricator Feed are set to feed 2 drops per minute to Cylinders and Valves; open Feeds about 2 minutes before cutting in Booster. 63. Q. On what occasions should Booster be idled on the road? A. Booster should always be idled before cutting in and especially before coming to grades, on which Booster must be used and where speed will be reduced to 12 MPH. 64. Q. What is necessary to idle the Booster? A. Place Idling Valve to Idling Position; this permits steam from the Preliminary Throttle to go to Booster and idle it. Booster should be idled 2 or 3 minutes before using. 65. Q. What is the maximum locomotive speed at which Booster may be safely idled? A. 12 Miles Per Hour. 66. Q. What is the maximum locomotive speed at which Booster may be operated? A. No. (??) 21 Miles Per Hour. 67. Q. What is the maximum locomotive speed at which Booster may be cut in? A. No. (??) 12 Miles Per Hour. 68. Q. Should the Booster be left in gear or idled when locomotive is backing up? A. No. 69. Q. Should the Booster be cut out before bringing locomotive to a stop? A. Yes. 70. Q. If Booster will idle at high speed when locomotive Throttle is open and Booster Latch disengaged, what is the probable cause? A. Booster Throttle Valve may be stuck open or may not be seating properly. 71. Q. If Booster Latch is down when locomotive is in motion but Gears do not disengage, even though little or no pressure is registered on gauge, what should be done? A. This indicates that either Preliminary Throttle Valve or Booster Throttle may be stuck open or leaking. If Preliminary Throttle Valve, close Shut-off at Steam Turret Valve. If Booster Throttle Valve, close Turret Valve. 72. Q. If locomotive is brought to a stop with Booster cut in and it is necessary to back up, what must be done to disengage Gears? A. Knock down Latch, move ahead a few feet, and Gears will disengage. 73. Q. What is the purpose of the Booster Gauge in the cab? A. It indicates steam pressure in Cylinders (of Booster). 74. Q. What means are permissible for holding down the Brake Valve Handle or Foot Pedal on an engine or motor equipped with Safety Control Feature? A. By the Engineer and no other means. 75. Q. If a freight train is difficult to control, is it permissible to increase the Brake Pipe Pressure above 70 pounds, and to what pressure may it be increased? A. Yes, to 90 pounds. 76. Q. When a stop is made with light Brake Pipe Reduction, should a further reduction be made before brakes are released? A. Yes. 77. Q. Under the above circumstances, how much reduction should be made before releasing? A. A total of 15 pounds. 78. Q. When brakes are released on freight trains, what is the maximum time Brake Valve Handle should be left in Release Position? A. Not to exceed 25 seconds; 1/2 second for each car in train. 79. Q. When brakes are released on passenger trains, to what pressure should Brake Pipe be charged with Brake Valve Handle in Release Position? A. To not less than 5 pounds below standard pressure. 80. Q. Why is it necessary to make two short releases on freight trains, and one short release on passenger trains, by moving Brake Valve Handle momentarily to Release, then back to Running Position after Brake Pipe has been recharged while releasing brakes? A. To release any brake that may have re-applied and to assure the Distributing Valve goes to release position, which might have released and then became slightly overcharged. 81. Q. When Tail Hose Cock is used for back-up movement, how should air brake test be made? A. Engineer must charge brake system to not less than 5 pounds below standard pressure, make reduction of 10 pounds, Lap Brake Valve, give one sound of Whistle. Additional Service Reduction must then be made with Tail Hose Cock; when Engineer notes the Brake Pipe pressure falling, he must answer with two sounds of the Whistle, release brakes, and keep Brake Valve Handle in Running Position. 82. Q. If brakes have been placed in Emergency by the Engineer, should he release them before the train stops if the cause for the emergency has been removed? A. No. 83. Q. If the train brakes are applied by any means other than by the Engineer, what action should the Engineer take? A. He must Lap Brake Valve and leave it there until train stops. If working steam, he must gradually close Throttle and maintain drifting position until train stops, then allow sufficient air to pass to Brake Pipe to enable trainmen to locate cause. 84. Q. If Air Compressor is inoperative or train brakes cannot be controlled from the engine, with train standing on grade, what precautions should be taken to insure safety of the train before attempting to make repairs? A. Train must be stopped and proper flag protection given and Hand Brakes set. 85. Q. If trains cannot be satisfactorily controlled with air brakes, what should be done? A. They should be stopped. If on grade, Hand Brakes must be secured (applied). 86. Q. What action should be taken if complete air brake failure occurs? A. Train must not be moved unless it can be done with safety and then only to the first available point of communication with Chief Train Dispatcher, where authority must be received before proceeding. 87. Q. If Automatic Brake Equipment on lead engine of a doubleheader fails, what should be done? A. A train must be stopped, Automatic Brakes left applied, and sufficient Hand Brakes set to insure safety of train. Engineer on lead engine must signal Engineer on second engine by two shorts and one long sound of Whistle to take control of the brakes; then close Doubleheading Cock (Brake Pipe Cut Out Cock) . When the Engineer on the second engine has control of brakes, he must repeat the signal. 88. Q. If Automatic Brake Equipment on lead engine fails and the second engine is not immediately behind the lead engine, what should be done? A. A verbal understanding must be had between the Conductor and Engineer before train is moved. When descending a grade, sufficient Hand Brakes must be set on head end to control slack and insure safety while train is being moved. 89. Q. After helper engines are coupled to or detached from the head end of trains at intermediate points, how should Air Brake Test be made? A. Helper Engineer must release brakes. (??) This procedure must be followed in reverse order when helper engines are detached. In such instance, trainmen must note the rear brakes have applied and released. (More complete answer from SP AB Book of 1939: Before helper engines are coupled to the head end of trains, incoming Engineer must apply the Train Brakes and close Doubleheading Cock . After the Helper is coupled on, helper Engineer must release brakes. This procedure must be followed in reverse order when helper engines are detached. In each instance, trainmen must note that the rear brakes have applied and released). 90. Q. When a train is operated with power or train brakes, what is the minimum number of cars in such train that shall have their brakes used and operated by the Engineer of the engine drawing the train? A. Not less than 85 percent. 91. Q. Is it a requirement that air brake system of trains be tested before departure from terminals? A. Yes. 92. Q. When Terminal Test of air brakes is being made, to what extent should the brake system be charged before brakes are applied? A. Not less than 5 pounds below Standard Pressure. 93. Q. What Initial Reduction should be made when test is made of air brakes? A. Fifteen pounds. 94. Q. After making the Initial Reduction while testing the air brakes, is the Engineer required to note the amount of Brake Pipe leakage? A. Yes. 95. Q. What is the maximum Brake Pipe leakage allowed for freight trains? A. Must not exceed 3 pounds in 30 seconds. 96. Q. What is the maximum Brake Pipe leakage allowed for passenger trains? A. Must not exceed 2 1/2 pounds in 30 seconds. 97. Q. After the Brake Pipe leakage has been noted, how much should the Brake Pipe reduction be increased. A. To a total of 20 pounds. 98. Q. To whom should the amount of Brake Pipe leakage be reported? A. To car inspector. 99. Q. If test is made with helper engine in train, from which engine should the brakes be operated? A. (From the) To lead engine. 100. Q. If test is made from a Yard Test Plant and the train is not kept charged until engine is coupled on, is it a requirement to again test the air brakes? A. A regular test must be made, with the exception of noting Piston Travel and whether Brake Rigging binds or fouls. 101. Q. If test is made from a Yard Test Plant and train is kept charged, what procedure should be followed in disconnecting the Yard Test Plant and coupling the engine on freight train? A. It must be connected to the head end. Before Test Plant is detached, a reduction of 15 pounds must be made. After coupling engine on and opening Angle Cock and before proceeding, it must be known that pressure is being restored as indicated by caboose gauge and that rear brakes are released. 102. Q. If test is made from a Yard Test Plant and train is kept charged, what test should be made after the engine is coupled to passenger train? A. After coupling engine to passenger equipment, before proceeding an Application and Release Test must be made from the engine. The Inspector must note that the rear brakes apply and then signal for a release, noting that the rear brakes release. 103. Q. Should defects be corrected before cars are permitted to leave a yard? A. Yes. 104. Q. How should test of Air Brake System on trains be made when engine, engine crew and/or train crew is changed at intermediate points? A. The Engineer must charge the brake system to not less than 5 pounds below Standard Pressure and make a reduction of 15 pounds, note Brake Pipe leakage which must exceed 3 pounds in 30 seconds, then increase reduction to 20 pounds. Trainmen must examine each brake to see that it has applied and report condition to the Engineer. 105. Q. What disposition should be made of cars in train found with air brakes inoperative at non-maintenance points?: (a) Freight trains? (b) Passenger trains? A. Should be switched to rear of train ahead of caboose. (Passenger too?). 106. Q. When visibility permits transmission of signals between the rear of train and head end of train, how should the Air Brake System of freight trains be tested after Angle Cock has been closed and engine detached, or train uncoupled, recoupled and Angle Cock opened? A. The Engineer must place Brake Valve Handle on Lap while couplings are being made and Angle Cocks opened, after which he must note Brake Pipe pressure as indicated by gauge; and if it has not been reduced at least 15 pounds, he must reduce it that amount and release brakes. 107. Q. When the visibility does not permit transmission of signals between the rear end of train and engine at head end of train, how should the above test of freight trains be made? A. The Engineer must charge the Brake System to not less than 10 pounds below Standard Pressure, made a reduction of 10 pounds; as soon as the Brake Valve Exhaust closes, signal the trainmen by one sound of the Whistle. The Angle Cock at the rear of the train must be opened gradually, allowing enough air to escape to cause the Brake Pipe Gauge Hand on engine to indicate Engineer will signal the trainmen by 2 sounds of the Whistle. When he notes pressure falling, the Angle Cock must then be closed; when pressure has stopped falling, the Engineer must release the brakes. 108. Q. How should the Air Brake System of freight trains be tested when coupling or detaching one or more helper engines ahead of the road engine, or immediately ahead of or at the rear of caboose, or when caboose only is added or detached? A. The brakes must be fully applied before the Angle Cock is opened or closed. After coupling and opening the Angle Cock and while release is being made, trainmen must observe caboose gauge and not give proceed signal until it has been noted that the pressure is being restored and rear brakes have released. 109. Q. How should the Air Brake System of passenger trains be tested when engine is detached, or an Angle Cock closed, except for cutting off one or more cars from the rear of train? A. The brakes must be applied. After recoupling and opening the Angle Cock and before proceeding, an Application and Release Test must be made from the engine. Inspector or trainmen will note that the rear brakes of train apply and then signal for a release, noting that rear brakes release. 110. Q. How should Communicating Signal on passenger trains be tested before leaving a terminal, or if Cut Out Cock in Signal Pipe has been closed? A. By the cord from the rear car. Pull cord one second for each intended sound of the Whistle and allow at least 4 seconds between each operation. 111. Q. How, and under what circumstances, should Running Air Brake Test be made with passenger train? A. As soon as speed permits. After engine and/or engine crew has been changed, helper engine added or detached, or Angle Cock closed, train brakes must be applied with sufficient force to determine whether they operate properly. Steam or power must not be shut off unless conditions require. During test, a trainman must station himself at Retaining Valve of last car so equipped; and if air escapes from it while brakes are being released, he must signal the Engineer to increase speed using Communicating Signal and give 5 sounds of Whistle. 112. Q. How should test be made to locate Valve or Valves causing Undesired Emergency Action? A. The Engineer must keep Automatic Brake Valve Handle in Running Position, and sufficient Hand Brakes must be set to insure safety of train before starting the test. Commencing at the rear of train, trainmen or Inspectors will station themselves so that each man can observe the brake operation on 2 cars. The Angle Cock must be closed ahead of these cars and Hose left uncoupled. One man will be stationed at the rear of train; Angle Cock will be opened gradually, and when pressure has been depleted, will be closed. This procedure will continue until the entire train has been tested. Before train proceeds, rear end test must be made. Hand Brakes must not be released until instructed by the Engineer. 113. Q. When not coupled to another Hose, how should Brake Pipe and Signal Hose Couplings be protected to prevent accumulation of dirt or injury? A. It must be coupled to the Dummy Coupling when provided. 114. Q. When an Emergency Application occurs on a train having one or more cars equipped with AB Brakes, where should the Automatic Brake Valve Handle be placed, and how long should it be kept there before attempting release? A. In Lap Position and left there for 70 seconds (to allow time for Vent Valves to reseat - to attempt a release earlier would just waste air and tax the Air Pumps). 115. Q. If Air Brake System on freight train has been unintentionally overcharged 10 pounds or over, what should be done? A. He (??) must have Reservoirs on the cars drained. 116. Q. When the Brake System of a passenger train has been unintentionally overcharged while running, what action should be taken by the Engineer? A. The Engineer must carry the Automatic Brake Valve Handle in Release Position to maintain the over pressure until the next stop. 117. Q. When necessary to change to a lower Brake Pipe pressure on passenger equipment, what procedure should be followed? A. Brake Pipe pressure must be reduced to 60 pounds with Automatic Brake Valve, the Supplementary Reservoir on LN and Emergency Reservoir on UC Equipment drained, Drain Cock left open for approximately 10 seconds, then brakes released. This must be done with the train standing and the brakes examined to see that all release. 118. Q. If an 8 1/2 inch Air Compressor stops or will not start, state in proper order the tests which should be made to locate the cause. A. First see that Lubricator is feeding oil to steam end; second, shut off Compressor Steam Throttle, tap the Compressor Head lightly, then turn steam on quickly. 119. Q. How much higher than the desired air pressure must the Boiler steam pressure be to operate the Compressor properly? A. 40 pounds. 120. Q. What controls the Main Reservoir pressure? A. When the Brake Handle is in Release, Running or Holding Position with H-6, and Release or Running with G-6 and H-8, by a Governor Top connected to the Brake Valve, known as the Low Pressure Top; when the Brake Valve Handle is in Lap, Service or Emergency Position, by a Governor Top connected direct to the Main Reservoir, known as the High Pressure Top. 121. Q. Where must the Automatic Brake Handle be placed when adjusting; (a) Low Pressure Governor Top? (b) High Pressure Governor Top? (c) Single Pressure Governor Top? (d) Feed Valve? A. (a) Low Pressure Governor Top - In Running Position. (b) High Pressure Governor Top - In Lap Position. (c) Single Pressure Governor Top - It does not matter where Brake Valve Handle is placed. (d) Feed Valve - In Running Position. 122. Q. What is the purpose of the "Dead Engine Feature", and what should be done if the "Dead Engine Feature" pipe breaks? A. To enable the Compressor on a live engine to charge the Main Reservoir on a dead engine so its brakes may be operated with the other brakes in the train. (The break??) 123. Q. How can a broken copper pipe be quickly plugged? A. By pressing together at end of broken pipe. (Or by a short close bend). 124. Q. How can a broken iron pipe be quickly plugged? A. By a wooden plug. 125. Q. When Doubleheading with passenger train, should Communicating Signal Pipe be coupled to both engines? Which engine should supply the air for the Signal System? A. Yes. The second engine. 126. Q. When Doubleheading, will the Whistles on both engines sound if air is vented from Signal Pipes? A. Yes. 127. Q. When Communicating Signal is used, for what length of time should air be vented from Signal Pipe for each intended blast, and what length of time should be allowed between each operation? A. Pull cord 1 second for each intended blast, allowing at least 4 seconds between each operation. 128. Q. If Communicating Signal System becomes inoperative while on the road and repairs cannot be made, what must be done? A. Trainmen must be so advised and arrangement made for Hand Signals. Defects must be reported as soon as run is completed. SP/T&NO Circa 1940 Combined & retyped 03-03-92 RJM