*@DATE(15)* SOUTHERN PACIFIC LINES In Texas and Louisiana --------------- TEXAS AND NEW ORLEANS RAILROAD COMPANY --------------- MECHANICAL and AIR BRAKE EXAMINATION STUDY GUIDE ----- Third Year Examination Questions and Answers ----- 1. Q. What are the duties of an Engineer from the time he reports to the enginehouse to begin a trip until he has the locomotive coupled to the train? A. They are to register out, compare his watch, know that he has the correct Timetable and Supplements, if any, consult Bulletins and Circulars affecting the current Timetable, try Gauge Cocks and Water Glasses to determine water (level) in Boiler, start Air Pump and know that it is properly lubricated; inspect his engine for all defects such as loose bolts, Pins, Wedges; see that Brasses and Bushings are properly fitted, made tight and lubricated, and that Tires have no flat spots; know that Firebox is dry and clean, and that all appliances such as Injectors and Feed Water Pumps, Air Pumps, Communicating Signal, Air Brakes, and Reverse Gear are in proper condition; and know that engine is fully supplied with all supplies such as fuel, water, tools, sand and flagging equipment; also grease gun and grease, Boiler Compound, and full supply of Engine Oil and Valve Oil. 2. Q. What special attention should be given new Bearings? A. They should be known to be in proper place (and watched closely en route to insure they are running cool?). 3. Q. How does pressure affect the temperature at which water boils? A. At atmospheric pressure, water boils at 212 Degrees Fahrenheit; however, temperature must be increased as pressure is increased. At 200 pound Boiler pressure, temperature would be 388 degrees. 4. Q. Approximately what quantity of water should be evaporated in a locomotive Boiler for each pound of fuel oil burned? A. From seven to nine pounds of water. 5. Q. What is the source of power in a steam locomotive? A. Heat. 6. Q. What are the duties of an Engineer on arrival at terminal with a freight train to facilitate inspection of train by Car Forces? A. Before engine is detached, train should be stretched and brakes left applied by making at least a 20 lb. (Brake Pipe) reduction. 7. Q. What are the duties of an Engineer on completion of trip or day's work with reference to inspection of locomotive? A. He should inspect engine thoroughly for all defects such as broken Frame, hot Bearings, loose nuts and bolts, broken parts; note Brake Cylinder travel and inspect Firebox for leaks; then make full report on prescribed form. 8. Q. Trace the steam from the Boiler through the Cylinders to the atmosphere; explain how it transmits power. A. When the Throttle is opened, steam enters the Stand Pipe and flows through Dry Pipes to Header, then to the Steam Pipe, then to the Steam Chest; the Valves admit it to the Cylinders; after it is expanded, it is exhausted back through the Valves, through the Exhaust Nozzle and Petticoat Pipe, and then through the Smoke Stack. Power is transmitted by the Pistons being forced back and forth (by the expansive action of the steam) that are connected to the Crank Pins on the Wheels which cause them to turn. 9. Q. What is the most important duty of an Engineer in the care of the locomotive Boiler? A. He must work the engine with as short a cutoff as conditions will permit and see that a bright fire is kept in Firebox at all times; see that no more water is being put into Boiler than is being used; see that proper water level is being maintained by frequent test at Gauge Cocks and watching Water Glass closely. 10. Q. What train and other signals should be looked for prior to starting, and how should the locomotive be started to avoid jerks? A. Proper Proceed Signal should be given, and all other signals should be in Proceed Position before starting. Place engine in Full Gear, open Throttle Gradually so as to start the train one car at a time, and then look back to see if all of the train has started. 11. Q. In placing locomotive on turntable, or at water column and similar places, what should be done? A. Close Throttle far enough in advance to allow steam to be worked out, set Independent Brake, place Reverse Lever on Center, and open Cylinder Cocks. 12. Q. After locomotive has been started, how may it be operated most economically? A. Work engine with wide open Throttle admitting steam to the Cylinders with Reverse Lever, working engine with as short a cutoff as conditions will permit; thereby, using steam expansively. 13. Q. What is meant by working steam expansively? A. Placing Reverse Lever toward Center gives Valve a shorter travel and closes Live Steam Port when Piston has made only part of its stroke. This cuts off supply of live steam coming from Steam Chest (early in the stroke). The expansion of steam already in the Cylinder pushes Piston to end of stroke without use of a full cylinder of live steam. 14. Q. Explain the purpose and operation of the Back Pressure Gauge and how the locomotive should be operated to obtain best results. A. The Black Hand indicates Steam Chest Pressure, and the Red Hand indicates Back Pressure. The Reverse Lever should be worked with as short a stroke as possible, with the Back Pressure not more than 10 to 12 lbs. 15. Q. What is the maximum Back Pressure at which economical operation at full power of the locomotive can be maintained? A. 10 to 12 lbs. 16. Q. If Back Pressure Gauge does not register properly, what would you do? A. Would work engine at as short a cutoff as conditions will permit for remainder of trip, and report condition of Back Pressure Gauge on prescribed form or Work Report. 17. Q. What is the difference between Priming and Foaming in a locomotive Boiler? A. Priming is caused by carrying the water at too high a level. Foaming is caused by dirty and alkaline water or the accumulation of solids, which is known as concentration in a locomotive Boiler. 18. Q. What danger is there when the water Foams badly? When it Primes badly? A. For Foaming, danger of knocking out Cylinder Head, cutting the Valves and Packing Rings, losing lubrication and stalling on grades (and of having water level get too low account unable to accurately tell level of water in Boiler). For Priming, danger of breaking Cylinder Packing, knocking out Cylinder Head, cutting the Valves, and losing lubrication (due to working water in the Cylinders). 19. Q. What should be done to prevent Priming? A. By carrying water level at a safe level to prevent it from being drawn over into the Dry Pipe; if it should get too high, would blow it down at Blow Off Cock to desired level. 20. Q. What damage is done by working water through the Cylinders? A. Lose all lubrication, cuts the Valves, danger of knocking out Cylinder Heads, and stalling. 21. Q. How does water in Gauge Glass react to foaming of water in Boiler? A. It would be irregular and would be unable to determine the exact water level, and it is generally out of sight in top of glass. 22. Q. How can Foaming of water be avoided? A. By proper use of BlowOff Cocks, blowing out the Boiler and replacing it with clean water and using Compound or Boiler Oil when provided. 23. Q. What is the proper quantity of Boiler Compound to be used per 1000 gallons of water? How should it be mixed, and when should it be put into the water Tank. A. Not more than one pint to 5000 gallons of water for extremely bad water, or one pint to 10,000 gallons of water when water is moderately bad. It should be thoroughly dissolved in hot water and added each time when water is taken with proportion of water that is taken. 24. Q. What is the purpose of the hand operated Blow-off Cock, and how should it be used? A. Its purpose is to blow out the mud, scale, alkaline or concentration from the Boiler. It should be opened from seven to ten seconds and closed for the same period, continuing this procedure for four or five times or until desired amount of water has been blown from Boiler. 25. Q. What is a Foam Meter? A. A device in the cab of the locomotive to indicate the Foaming or Priming in the Boiler. 26. Q. Why should the Headlight Generator be in operation continuously on a locomotive equipped with a Foam Meter? A. The Foam Meter being operated with electricity; it is necessary to operate the Headlight Generator to furnish electricity. 27. Q. What is indicated when the yellow light is displayed on Foam Meter? When red light is displayed? A. The yellow light indicates a safer water level but that Foam or high water is filling a portion of the steam space; the Automatic Blowoff Cock will open and allow Foam or water to be blown from the steam space. The red light indicates that the Foam or water is filling the steam space and should be avoided by use of the hand-operated Blowoff Cock when it appears. 28. Q. Should the hand operated Blow-off Cock be used in addition to the Foam Meter Blow-off when the red light is displayed? Explain fully. A. Yes. It should be used to blow out the mud and scale from the bottom of the Boiler as the Foam Meter takes the film and concentration from the top of the Boiler. 29. Q. How is test made to determine whether Foam Meter is operating properly? A. This test is made by holding the Test Switch down from 20 to 30 seconds; the bottom light will light, will burn, and the Electromatic Blowoff Cock will open, then release the Switch. 30. Q. What should be done if Foam Meter Automatic Blow-off Cock fails to close? A. Turn off the Foam Meter Switch to break the switch current. 31. Q. If the water disappears from the Water Gauge Glass immediately after closing the Throttle, what should be done? A. Open the Throttle immediately to endeavor to raise the water (again to point where it registered before Throttle was closed), and put on both Injectors until water is at a safe level before closing the Throttle again. 32. Q. What do you consider abuse of the Boiler and the Firebox? A. Careless supply of water to the Boiler, improper firing and permitting the steam pressure to vary too much, which causes expansion and contraction which is very injurious to the Firebox and Flues and causes them to start leaking. 33. Q. What is a Valve Pilot? A. A speed and cut-off indicator and recorder. 34. Q. What does the Valve Pilot Red Hand indicate? A. It indicates the speed in terms of Miles Per Hour. 35. Q. What does the Valve Pilot Black Hand indicate? A. It indicates the point of cut-off. 36. Q. What should the relation of the two Valve Pilot Hands be to each other when maximum tractive effort of the locomotive is desired? A. The closeness of the two Hands should be governed according to the ability of the locomotive to maintain speed, steaming quality, prevent hard riding and pounding. 37. Q. What should the relation of the two Valve Pilot Hands be to each other when full power is not required and maximum efficiency is to be secured? A. They should be separated as far as steaming and riding qualities of the locomotive will permit and maintain schedule. 38. Q. What should be done in case a Steam Safety Valve sticks open or a spring breaks? A. The steam pressure should be reduced, screw the parts down solid, place a scantling across top of valve, then fasten each end to the handrail. 39. Q. How should locomotive be operated if a severe pound develops when drifting and is not noticeable when working steam? Where would you look for the trouble? A. Would work enough steam to prevent it from pounding and working with as short a cutoff as possible. Would look for loose Main or Side Rod Bushings or Brasses, loose Side Rod Connection, worn Crosshead, Wrist Pin, broken Frame, loose Cylinder Key, Rod loose in Crosshead, and examine Wedges. 40. Q. How can it be known when Wedges are set up too tight and the Driving Box sticks, and it what manner can Wedges be pulled down? A. Engine rides hard, Box will run hot. Loosen nuts on Wedge Bolts and pull them down; if Wedge is stuck very tight, it may be necessary to run wheels over a block to get it down. 41. Q. Name the various causes for pounds. A. Wedges improperly adjusted, worn Crossheads, loose or worn Main or Side Rod Brasses, broken Frame, or loose Cylinder Key. 42. Q. How can pounds in Driving Boxes or Rod Brasses be located? A. Place engine on Quarter on side to be tested and move Reverse Lever from Forward to Backward Gear under steam, noting movement of Axle in Boxes, Driving Boxes and Wedges, Rod Brasses and Pins, and movement of Crossheads between Guides. 43. Q. Describe a Piston Valve. A. A Piston Valve is a cylindrical spool-shaped valve constructed with Packing Rings; the valve has two pistons connected by a center rod working in a Bushing of equal diameter. Steam and Exhaust Ports are cut through this Bushing, also a port for live steam from Boiler. 44. Q. Explain the difference between the Outside and Inside Admission Valves. A. With the Inside Admission Valve, steam is admitted from between the two heads to the cylinder; but with the Outside Admission Valve, the steam is admitted from the outside or ends of the heads of the valves. A Piston Valve can be either Outside or Inside Admission; while with a Slide Valve, it is always Outside Admission. 45. Q. How can you detect between a blow in Valve or Piston Packing? A. Place engine on Top Quarter on right side, apply brakes fully, place Reverse Lever in Full Forward Gear, open Throttle sufficiently to set Rings against the Walls, then move the Reverse Lever slowly towards Center; if blow ceases, it is in the Cylinder Packing; if it continues, it is in the Valve Packing. 46. Q. How would you place locomotive to locate broken Admission Steam Ring on an Inside Admission Piston Valve? A. Would place engine on Quarter, Reverse Lever on Center so as to cover port, then open Throttle and steam will blow out of Cylinder Cock at end of Cylinder where broken Valve Ring is located. 47. Q. How would you locate broken Exhaust Ring on Piston Valve? A. Watch Crosshead when engine is working steam as there will be three normal and one light exhaust; it can be determined on which side of the engine the light exhaust takes place. 48. Q. What is meant by Steam Lap? A. The distance that the Valve overlaps the Steam Edges of the Port when it is in the center of its travel over seat. 49. Q. What is meant by Exhaust Lap? What is meant by Exhaust Clearance? A. Exhaust Lap is the distance that Exhaust Edge of Valve overlaps Exhaust Edge of Steam Port when Valve is in centrical (?) position. Exhaust Clearance is opening between Exhaust Edge of Valve and Exhaust Edge of Steam Port with valve in centrical (center or central?) position. 50. Q. What is meant by release? What is meant by compression? A. Release is the point in the travel of the Piston when Exhaust Port is opened. Compression is the distance the Piston travels after Exhaust Port closes before Live Steam Port opens. 51. Q. What effect would changing the length of the Eccentric Rod have on the Lap and Lead of Valve? A. A change in the Eccentric Rod would not affect it, but would widen the port opening at one end of the travel and reduce it on the other end. Improper length of Eccentric Rod varies the port opening at the beginning of the stroke at both ends. 52. Q. If one side of a locomotive is disabled, what would you do to make it possible to use steam on the opposite side? A. Disconnect enough parts to allow for turning of Wheels and for reversing of opposite side without moving of Valve on disabled side. 53. Q. What would you do if a locomotive in your care became completely disabled on the road? A. First see that the train is protected. Examine engine and see what is necessary to do to move it and if possible, move the train. If impossible to make repairs at once, I would advise exact condition of engine and ask for help. But in the meantime, would endeavor to move the train so as to allow other trains the use of Main Track. 54. Q. What should be done if a locomotive Blow-off Cock breaks off or will not close? A. Kill the fire at once, get the train on siding if possible, or between switches (on Main Track). If unable to make repairs or stop Blow-off Cock, make locomotive ready to be towed in. 55. Q. If Throttle Valve becomes disconnected leaving Valve open, what should be done? A. Notify Train Dispatcher, reduce steam pressure, and handle train with Reverse Lever and brakes. 56. Q. When a Valve Yoke or Stem breaks inside of Steam Chest, how can the breakage be located? A. Open Cylinder Cocks and Throttle; steam will blow from the back Cylinder Cock on the disabled side and cannot be changed by changing position of the Reverse Lever. 57. Q. What would you do with Piston Valve if Stem broke inside of Valve Chamber? A. Remove the broken parts; but first take off the Valve Head and push Valve back against Stem, then center Valve and secure Valve Stem to hold it in place, then place a block to fit between Valve and Head and put the Valve Head back on, and proceed on one side. 58. Q. If Reverse Shaft or Arm breaks, what should be done? A. Remove the broken parts, block between top of Link and Link Block, having disabled Link blocked down nearly in Full Stroke. For safety, both top and bottom of disabled link should have blocks in its slots. 59. Q. If Reverse Lever or Reach Rod breaks, what should be done? A. If either breaks, place iron bar on suitable piece of material across top of Frames, then fasten Arm of Tumbling Shaft to bar. Engine will work at about Half Stroke. 60. Q. What should be done if the Piston, Piston Rod, Crosshead, Main Rod or Main Crank Pin become broken or bent? A. Would remove broken parts, disconnect Valve Stem, secure Valve in centrical (?) position, take down Main Rod and block Crosshead to rear of Cylinder, then proceed on one side. 61. Q. If the Frame breaks back of the Main Driver, how would you handle the locomotive? A. Would not try to handle heavy train; would come in with light tonnage or light engine. 62. Q. In case of broken Side Rods, what should be done? A. Take down broken Rods and corresponding Rod on opposite side. 63. Q. If one of the Forward, Main, Intermediate, Back, or Trailer Tires break, what should be done to bring the locomotive in? A. For Main, Intermediate, or Back Tire, would run the Wheel up on block or incline to clear the rail, block between the top of Frame and Spring Saddle, remove Grease Cellar, and insert block between Pedestal Brace and Journal. For Trailer Tire, raise Wheels to clear the rail, remove Grease Cellar, and insert block between Journal and Binder Brace, then block up on Back Drivers. 64. Q. Explain method of raising a locomotive Wheel when jacks are not available. A. Run the Wheel up on any kind of incline. 65. Q. What would you do if a Driving Axle breaks? A. Raise the Wheel, block between top of Frame and Spring Saddle, remove Grease Cellar, and insert block between Pedestal Brace and Journal. Take down Rods. 66. Q. What would you do if an Engine Truck Axle or Wheel breaks? What would you do if a Trailing Axle breaks? A. Raise Wheels to clear rail and chain them to Main Frame and block on top of Front Driving Boxes. Raise Trailer Axle Wheel to clear rail and chain to Frame and block on Back Driver and proceed at reduced and safe rate of speed. 67. Q. What would you do if an Engine Truck Center Pin breaks? A. Jack up the end of Long Equalizer high enough for it to be clear of the Engine Truck Axle, and then place a tie or short piece of rail across Frame on front end of engine and chain the end of the Long Equalizer to it. If the engine is not equipped with a jack, use the incline of rerailing frog to raise engine. 68. Q. What would you do if a Spring Hanger on Equalizer to Trailer Truck breaks? A. Would raise back of engine, then chain or block Equalizer up to its proper position. 69. Q. Name the parts of the Stephenson Valve Gear. A. Reach Rod; Tumbling Shaft; Link Hangers; Links; 4 Eccentric Blades, 2 Go-ahead and 2 Back-up; 4 Eccentrics; 4 Straps; 2 Saddle Pins; 2 Rocker Boxes and Arms. A. Eccentrics Go-ahead and back (?? - This would seem to refer to the "4 Eccentrics above, though there was no specific question asking for such, nor a "B" part of the question to be answered. This was as it appeared on the answer sheet supplied?). 70. Q. How can it be determined when an Eccentric has slipped on the Axle? How should it be reset? A. Engine will go lame. For Go-ahead Eccentric, would place engine on Forward Center, place Reverse (Lever) in back, position, mark Valve Stem at Gland and place Reverse Lever in Forward Motion, move slipped Eccentric until mark on Valve Stem comes even with Gland again, and fasten Eccentric. 71. Q. What should be done in case of a broken Eccentric Strap or Rod? A. Remove broken parts, center Valve and disconnect Valve Stem, provide for lubrication, proceed on one side. 72. Q. What should be done when an Eccentric runs hot? A. Would try to run it on Valve Oil; but if it would not run on Valve Oil, would loosen Strip (Strap?) Bolts and insert a thin shim so as to loosen Strap on Eccentric. 73. Q. How should the locomotive be disconnected if the Lower Rocker Arm breaks? If Link Block Pin breaks? A. Remove the broken parts, disconnect the Valve Stem, provide for lubrication, and proceed on one side. (Center and block Valve?). 74. Q. If one of the bolts connecting the two parts of Link breaks or is lost, how could you proceed? A. Substitute the lost bolt and proceed. 75. Q. Can a train be handled by a locomotive having a broken Link Lifter, Pin or Saddle? Explain. A. Yes. Block the Link in position to handle train. 76. Q. What should be guarded against when one Link is blocked up? A. Reversing the engine on the opposite side. 77. Q. What would you do in case of a Broken Relief Valve, or blown out Relief Valve Shut Off Bonnet? A. Would use anything that would substitute the broken valve and stop the flow of steam, or would insert a blind gasket if studs could be used; if not, would place the blind gasket to cover and place a block of wood against it and use a jack to make tight joint. 78. Q. Name the parts of the Walschaert Valve Gear. A. Eccentric Crank, Eccentric Rod, Link, Reach Rod, Lifting Arm, Lifting Link, Reverse Shaft and Arm, Radius Bar, Union Link, Combination Lever, Crosshead Arm, Valve Stem and Guide, and Valve Spindle. 79. Q. Is any motion imparted to the valve when the Link Block is in the center of the Link? If so, from what source is this motion derived? A. Yes. From the Lap and Lead Lever or Combination Lever. 80. Q. What should be done is an Eccentric Crank, Eccentric Rod, or Link Foot breaks? A. Remove the broken parts, block the Radius Rod in the center of the Link and disconnect the Lifting Rod on that side; if no Lifting Rod is used, take out the bolt that connects the Radius Rod to the Reverse Shaft Arm and proceed, working both sides of engine. 81. Q. What should be done if a Lifting Link or Reverse Shaft Arm breaks? A. Place Reverse Lever in direction of desired movement and in such position as to be confident that engine will start train. If both sides are alright, then notice the height of the Link Block in the Link on the good side, then block up the Link Block on the opposite side to correspond with the good side; if reverse movement is made, blocks must be changed to reverse movement first. 82. Q. What should be done if Radius Rod breaks? A. If the Radius Rod breaks ahead of the Link, remove the broken parts, clamp the Valve Stem with the Valve so as to slightly open the Back Steam Port to provide lubrication, and proceed on one side. 83. Q. If a Combination Lever, Union Link, or Crosshead Arm breaks, what should be done? A. Remove the broken parts, place Combination Lever in center position, secure bottom end with strong wire, proceed. If possible, would connect Radius Rod direct to Valve Stem and proceed with full train. 84. Q. How is the Lead affected by movement of the Reverse Lever in the Stephenson, and Walschaert Valve Gear? A. With the Stephenson Gear, lead increases as Reverse Lever is hooked toward center, in both forward and back motion. With Walschaert Gear, lead is same in all positions of the Lever; Lever is used to reverse engine or adjust the cutoff. 85. Q. On locomotives equipped with Power Reverse Gear, how would you handle the Gear if there was no air supply available? A. Close air connections tight and open steam connection to operate. 86. Q. When steam has been used in the Air Reverse Cylinder, what should be reported on arrival at terminal? A. Report on proper form that steam has been used to reverse engine. 87. Q. What precaution should be taken before moving a locomotive equipped with Power Reverse Gear away from the ready track? A. Be sure that maximum (Main) Reservoir pressure has pumped up. 88. Q. On locomotive equipped with Power Reverse Gear, what is indicated if Valve Cut Off varies while Lever remains stationary in Quadrant? A. Defective Cylinder Packing, Slide Valve leaking, Piston Rod Packing leaking. 89. Q. If Piston in Power Reverse Gear breaks, how would you proceed with train? A. Block Links or Link Blocks in position to start train and handle with Throttle. 90. Q. What does continual blowing at Exhaust Port of Power Reverse Gear indicate? A. Slide Valve leaking or defective Cylinder Packing. 91. Q. Do you understand that before starting trip or day's work, you should familiarize yourself with location of Steam Valve to Air Reverse Cylinder so that it may be quickly operated in case of emergency? A. Yes. 92. Q. In what position should Reverse Lever be when steam is shut off and locomotive drifting? A. About 65% cut off. 93. Q. Describe proper procedure when testing for blows in Valve Rings and Cylinder Packing. A. For testing Valves, engine should be placed on Top Quarter and Reverse Lever on Center. For testing Piston Packing, engine should be placed on Top Quarter with Reverse Lever in forward motion. 94. Q. If Mechanical Lubricator Pipe to Steam Chest breaks, or joint leaks badly and repairs cannot be made on road, how would you supply the Cylinder and Valve with sufficient oil? A. Close Feed and lubricate engine through Relief Valve on Steam Chest. 95. Q. Should a broken Oil Feed Pipe be plugged on a Mechanical Lubricator? Explain. A. No. If plugged, pressure would build up in Pipe and either burst Pipe or damage Lubricator. 96. Q. How can you determine that the Mechanical Lubricator is operating? A. See that the Ratchet and Ratchet Arm are working and notice if there is a good film of oil on Piston (Rod?) and Valve Stem. 97. Q. What is the purpose and function of the Terminal Check Valve? A. To prevent steam from Steam Chest and Cylinders from going to Lubricator, and to prevent the draining of the Oil Pipes when engine is drifting. 98. Q. Name the principal causes for Mechanical Lubricator failing to function properly. A. Leaky Check Valves, leaky or broken Pipes, Gaskets, lost motion in mechanism, or improper degree of heat in oil. 99. Q. If the Mechanical Lubricator fills with water, what could be the cause, and what would be the effect on lubrication? A. Possibly leaky Terminal Check Valve allowing steam to blow back down; this would prevent Lubricator from working. 100. Q. How can you test for water in the Lubricator? A. By opening Drain Cock to Lubricator (and noting if there appears to be a presence of water). 101. Q. How can you test for a leaking Terminal Check Valve? A. Feel of Pipe about 2 feet from Check Valve; and if Pipe is hot, Check Valve (is) leaking; (the) Pipe between Check Valve and Lubricator will get hot. 102. Q. When Driving Box is lubricated with grease, how can you determine if a sufficient quantity is in the Grease Receptacle? A. Grease in the Cellar is determined by the position of the Indicator as grease Feed Plates raise with Auxiliary Cellar. By Telltale Bolt in Receptacle. 103. Q. What action should be taken to avoid damaging the Journal if Driving Box becomes hot? A. Block up weight off that Box. Run Journal on water to completion of trip. 104. Q. What is a Spring Pad Lubricator, and how does it function? A. A Spring Pad is provided for engine Axle and Boxes; the Pad is inserted in an oil containing receptacle, which is held up to the Axle by a spring. 105. Q. What attention should be given Cellar in case a Spring Pad lubricated Bearing runs hot? A. Relieve weight on Cellar. (That's all?) 106. Q. Explain the purpose of Mechanical Lubrication to Bearings equipped with Spring Pad Lubricators, as used on some locomotives? A. The purpose is to give double lubrication to the Bearings on top and bottom of Journal. 107. Q. If Spring Pad Lubricators are in good condition but Mechanical Lubrication to Bearings has failed, can locomotive continue to run? A. Yes. By closely watching Bearing to see that it doesn't run hot; if necessary, run Bearing on water or take weight off of Bearing. 108. Q. Is it permissible to use Valve Oil on Journals equipped with Spring Pad Lubricator? A. No. Special oil should be used. 109. Q. If, when steam is turned on, the Turbo-Generator fails to start, what may be the cause, and how would you proceed to start it? A. Defective Governor or Screen stopped up, or badly worn Bearings. (Start it?) 110. Q. Should the Turbo-Generator be allowed to run if the electric wiring is short circuited? Why? A. No. Because the current will flow to the point of least resistance than is offered for its usefulness. Also will cause a heavy laboring sound at exhaust and cause lights to dim or burn out. (If condition goes uncorrected, the Generator will overheat and eventually burn out). 111. Q. If the lamps burn excessively bright, what is the probable cause, and what should be done to prevent burning them out? A. Governor sticking and failing to regulate machine; Throttle should be regulated to reduce speed of the generator. (Steam should be controlled to Turbo-Generator manually by regulating steam supply down to give safe Generator speed?). 112. Q. What precaution should be taken to prevent Turbine freezing? A. Leave Throttle slightly open. 113. Q. If the Turbo-Generator is running at proper speed and Lamps do not burn, what may be the cause? A. A loose or broken Wire, short circuit in Wiring, burned out Bulbs, Brushes badly worn, or burned (blown) Fuse. 114. Q. What is meant by a short circuit? A. A course (path) to which electricity may flow with least resistance. 115. Q. What is frequently the cause of a short circuit? A. Insulation worn off, broken wire in Light Circuit, crossed Wires. 116. Q. If the cab Lamps burn with proper brilliancy and the Headlight Lamp fails to burn, what may be the cause? A. Bulb burned out, break in Wiring leading to Headlight or Wires disconnected, Bulb not screwed in tight enough. 117. Q. What will cause Lamps to burn dimly? A. Generator running too slow, Brush tension too weak, dirty Commutator, or a short circuit. 118. Q. What is indicated if the cab Lamps burn with normal brilliancy when the Headlight is cut in, and become brighter when Headlight is cut out? A. Generator is speeding on light load due to non-sensitiveness of Governor. 119. Q. Where Generator speed varies to the extent of affecting the brilliancy of the Lamps, what should be done? A. The Governor should be cleaned and oiled. 120. Q. If Lamps fail to burn, how can it be determined whether the trouble is in the Wiring or in the Generator? A. Place a piece of metal across Binding Posts, at the Generator; if there is not a flash, trouble is in the Generator. 121. Q. If the voltage becomes too high, what will be the result? What would you do to overcome this condition? A. It would probably burn out the Bulb; reduce the steam to the Governor to overcome this condition. 122. Q. What is an electrical "ground" and will one "ground" interfere with the flow of current through the Circuits? A. Wiring worn and touching parts of the engine. A ground will stop the flow of current. 123. Q. When an Automatic Application of the Brakes is made from the engine, will the Brakes start to apply throughout the train at the same time, or will they start to apply on the car next to the engine first, and then in sequence to rear of train? A. The head Brakes will apply first, and then in sequence to rear of train. 124. Q. Unless controlled, what effect would this tend to have on the slack in the train? A. It would cause the slack to run in rapidly. It tends to bunch the train and compress the Draft Gears. 125. Q. When Brakes are released on the train, which Brake will start to release first? A. The head Brakes are released by the time the rear Brakes start to release. 126. Q. Unless controlled, what effect would this tend to have on the slack in the train? A. It would cause the slack to run out rapidly. It would depend on how heavy the Brakes are applied and how slow the train is moving (as to how severe the resulting slack would be). 127. Q. How should the Brakes on freight trains be handled to avoid a run-in of slack while an Automatic Application is being made with the intention of braking with the slack stretched? A. Keep the Engine Brakes kicked off. By making a light Initial Reduction (six pounds), then closing the Throttle to a drifting Position, and keeping the Engine Brakes released. 128. Q. How should the brakes on freight trains be handled to avoid a run-out of slack when brakes are being released while braking with the slack bunched? A. Engine Brakes must be kept applied until it is known that the brakes on the train have released; additional steam must not be used (worked) until slack has had time to adjust itself, then gradually increasing it while slack is being stretched. 129. Q. Under what circumstances should brakes be handled with the slack stretched? A. When makeup of train or grade conditions tends to stretch the slack in the train, brakes should be handled with the slack stretched. 130. Q. Under what circumstances should brakes be handled with the slack bunched? A. When makeup of train or grade conditions tends to bunch the slack in the train, brakes should be handled with the slack bunched. 131. Q. When conditions permit, why is it desirable to make a light Initial reduction when freight train brakes are being applied? A. To keep the slack from running in and preventing severe jerks due to slack running in and running out when the rear brakes become effective. 132. Q. Why is it important to make a Final Reduction while stopping freight trains, and when should it be made? A. To build up a greater retarding force to prevent the slack from running out on head end of train; this Final Reduction should be made beginning within 40 feet of stopping point. 133. Q. Under what circumstances should a Final Reduction not be made on freight trains? A. When application has been divided into several reductions, and if necessary using the Independent Brake (?). 134. Q. Why is it advisable to use Sanders for the last eight or ten car lengths while stopping freight trains? A. To increase the holding power of the head brakes and to prevent Wheels from sliding (when stopping) and slipping when starting. 135. Q. Why is it advisable to use Sanders for the last fifty feet while stopping passenger trains? A. To increase the holding power of the Engine and Train Brakes and prevent Wheels from sliding while stop is being made and avoid slipping of Wheels of engine when starting. 136. Q. If sand is to be used to avoid Wheel sliding during a Service Application of the brakes, should Sand be started before or after the brakes are applied? A. It should not be used until after the brakes have been applied so as to avoid Sand from getting between the Wheels and the Shoes (which would increase the braking friction and increase the likelihood of the Wheels sliding). 137. Q. Is it advisable to use Sanders if it is known that Wheels are sliding? A. No. As it will (add to the friction already there and increase the wear that) cause flat spots on the Tires. 138. Q. When making an ordinary reduction in speed of passenger trains, how should brakes be handled to avoid slack action? A. The brakes should be applied at a sufficient distance to reduce the speed to approximately 8 Miles Per Hour when train brakes must be graduated off, keeping the Engine Brake applied, which will gradually bunch the slack against the engine. 139. Q. To make accurate stops with passenger trains at water or fuel oil spout, etc., how should brakes be handled? A. Initial Reduction of from 6 to 10 lbs. must be made followed by additional reduction to accomplish the stop; when the speed is reduced to approximately 15 MPH, Automatic Brake Valve must be placed in Release Position long enough to release brakes. 140. Q. When making Service Stops with passenger trains having 75 percent or more Graduated Release equipment, how should brakes be handled? A. One application is necessary keeping Engine Brake released. When speed is reduced, partly release the brakes on the train by moving the (Automatic) Brake Valve Handle to Release, Running, or Holding Position, then back to Lap. Repeat the graduations as necessary as the speed reduces and complete the stop with as little or no pressure in the Brake Cylinders. 141. Q. Are trainmen on freight trains required to advise the Engineer how the train is made up before departure from terminals and at points where cars are picked up enroute? A. Yes. 142. Q. How should brakes and Throttle be handled on freight trains when it is intended to make a Service Stop with the slack bunched? A. Engineer must gradually close Throttle and maintain drifting Position allowing slack to adjust itself; then make Brake Pipe reductions which will not be enough to stop train at the desired point, making Final Reduction beginning within 40 feet of stopping point and with Brake Valve exhausting when completing stop, with engine brakes applied. 143. Q. How should brakes and Throttle be handled on freight trains when it is intended to make a Service Stop with the slack stretched? A. Steam should be worked to the stopping point or where time will not permit adjusting of slack: apply brakes in Service or Emergency, as conditions require, keeping Engine Brakes released and continue to work steam, gradually closing Throttle and maintaining drifting position until train is stopped. 144. Q. What is the lowest speed that which it is permissible to release the brakes after a Service Application without stopping when trains consist of - (a) More than 100 cars? (b) 75 to 100 cars? (c) 50 to 75 cars? (d) Any number of cars when Retaining Valves are in use? A. (a) 20 MPH. (b) 20 MPH, unless stretched. (c) 15 MPH. (d) Speed above 8 MPH. 145. Q. When making stops with freight trains having one or more helper engines on rear of train, how should brakes and Throttle be handled? A. Lead Engineer must gradually close Throttle to a drifting position. The Engineer of each helper must continue to work steam, gradually closing Throttle until stalled. 146. Q. When making stops with freight trains while backing, how should brakes and Throttle be handled under the following circumstances - (a) Moving on level track with one or more engines on head end of train? (b) Moving on ascending grade with one or more engines on head end of train? (c) Moving on any grade with one or more helper engines on rear of train? A. (a) Lead Engineer must make a light application of Engine Brake to prevent the slack from running out harshly, and keep it stretched. (b) Keep the slack bunched by working steam. (c) Lead Engineer must prevent Engine Brake applying and helper Engineers must hold the slack in by use of Engine Brakes. 147. Q. When a freight train with engine attached is to stand on a grade for an indefinite period, how should it be secured? A. (Engine) Brakes on all engines must be fully applied and Hand Brakes set on sufficient cars in train with air brakes released. 148. Q. When a freight train with engine attached is to stand on a grade for a short period, how should it be secured? A. The train brakes, when necessary, may be applied and released once every two minutes to assist Engine Brakes to hold the train. 149. Q. What is the purpose of Retaining Valves and how do they function? A. Their purpose is, so that speed can be safely controlled by the Engineer (when descending steep or long grades), holding the brakes applied (on the cars that have them set) while the Brake Pipe system is being recharged. 150. Q. How should Brake Pipe reductions be made while descending light grades? A. By making light Brake Pipe Reductions consistent with grade, speed and weight of train. 151. Q. How should Brake Pipe reductions be made while descending heavy grades when Retaining Valves are in use? A. The one application method must be made when using Retaining Valve on heavy descending grades (which is???) 152. Q. How much slack should be taken, when necessary, to start passenger trains? A. Slack should be taken between Engine and Tender and between Tender and first car only. 153. Q. If necessary to take slack to start freight trains on level track where there is no danger of train rolling back, is it advisable to take considerable slack or just five or six feet? A. Take all slack needed. And then start each car separately. 154. Q. Under the above circumstances, explain how much slack should be taken with a 75-car train, and why? A. Take considerable slack, and then start each car separately, avoiding harsh jerks. (Why?) 155. Q. If necessary to take slack to start a freight train standing on ascending grade where there is danger of train rolling back, how should slack be taken? A. Five or six feet of slack should be taken to start train; but, if it cannot be started, slack should be bunched using Automatic Brake Valve. 156. Q. When starting with two or more engines on head end of train, which Engineer should take the initiative and how should other Engineers be governed? A. Leading Engineer should take the initiative; following Engineers should start when they know that all slack is stretched. 157. Q. When starting with one or more helper engines back in train, which Engineer should be first to use steam? A. Helper engines should be the first to use steam. They should push all the slack to the lead engine or push until they are stalled before lead engine begins to work steam. 158. Q. What controls the Brake Pipe pressure with the Automatic Brake Valve Handle in Release Position? When in Running Position? A. In Release Position --- The Main Reservoir. In Running Position --- The Feed Valve. 159. Q. What are the various positions of the Automatic Brake Valve Handle and what are their purposes? A. Release, Running, Holding, Lap, Service and Emergency Positions. Release -- Direct opening from Main Reservoir to Brake Pipe. Running -- Maintaining Brake Pipe pressure through Feed Valve. Holding -- To hold Engine Brakes applied while recharging Brake Pipe. Lap -- To hold both Engine and Train Brakes applied. Service -- To make gradual Brake Pipe reductions. Emergency -- Causing a quick, heavy reduction in Brake Pipe, causing all Valves to assume emergency position. 160. Q. What are the various positions of the Independent Brake Valve Handle and what are their purposes? A. Release, Running, Lap, Slow Application and Quick Application. Release -- To release Locomotive Brakes when Automatic Brake Valve is in other than Running Position. Running -- Proper position for Brake Valve (Handle) when not in use. Lap -- To hold Locomotive Brake applied following an Independent Application. Slow Application -- A gradual or light application of Engine Brakes. Quick Application -- To apply Engine Brakes quickly. 161. Q. What controls the pressure to the Independent Brake Valve and the Communicating Signal System? A. The Reducing Valve. 162. Q. What limits the maximum Brake Cylinder pressure on the engine? A. A Safety Valve on the Application Chamber of Distributing Valve. 163. Q. When a 10 pound reduction is made from an original 70 pound Brake Pipe pressure, what pressure will then be in - (a) The Brake Pipe? (b) The Distributing Valve Pressure Chamber? (c) The Distributing Valve Application Chamber? (d) The Distributing Valve Application Cylinder? (e) The Brake Cylinders? A. (a) 60 pounds. (b) 60 pounds. (c) 25 pounds. (d) 25 pounds. (e) 25 pounds. 164. Q. If Brake Valve Handle is placed in Holding Position after a 10 pound service reduction has been made from an original 70 pound Brake Pipe pressure, what will the pressure then be in - (a) The Brake Pipe? (b) The Distributing Valve Pressure Chamber? (c) The Distributing Valve Application Chamber? (d) The Distributing Valve Application Cylinder? (e) The Brake Cylinders? A. (a) 60 pounds. (b) 60 pounds. (c) 25 pounds. (d) 25 pounds. (e) 25 pounds. 165. Q. When an Emergency Reduction is made from an original 70 pound Brake Pipe pressure and Brake Valve Handle left in Emergency Position, approximately what will the pressure on engine then be in - (a) The Brake Pipe? (b) The Distributing Valve Pressure Chamber? (c) The Distributing Valve Application Chamber? (d) The Distributing Valve Application Cylinder? (e) The Brake Cylinders? A. (a) 0 pounds. (b) 68 pounds. (c) 0 pounds. (d) 68 pounds. (e) 68 pounds. 166. Q. If Brake Valve Handle is placed in Holding position after an Emergency Reduction has been made from an original 70 pound Brake Pipe Pressure, what will the pressure on engine then be in - (a) The Brake Pipe? (b) The Distributing Valve Pressure Chamber? (c) The Distributing Valve Application Chamber? (d) The Distributing Valve Application Cylinder? (e) The Brake Cylinders? A. (a) 70 pounds. (b) 70 pounds. (c) About 12 or 15 pounds. (d) About 12 or 15 pounds. (e) About 12 or 15 pounds. 167. Q. If the Brake Cylinder Packing on the engine is leaking moderately, will this cause the brakes to leak off? A. Leakage is controlled and replenished by the Distributing Valve. 168. Q. Name the 3/4 inch iron pipe connections to the Distributing Valve. A. Brake Pipe Branch Pipe, Brake Cylinder Pipe, Supply Pipe from the Main Reservoir. 169. Q. Name the copper pipe connections to the Distributing Valve. A. Application Cylinder Pipe, Release Pipe. 170. Q. If any of the following Distributing Valve pipes break, what repairs should be made and what will the effect then be on the brakes - (a) Application Cylinder Pipe? (b) Release Pipe? (c) Main Reservoir Supply Pipe? (d) Brake Pipe Branch Pipe? (e) Brake Cylinder Pipe? A. (a) Application Cylinder Pipe: Plug the opening from the Distributing Valve. The Engine Brake cannot be operated with the Independent Brake Valve, but it must be carried in Running Position and pressure maintaining feature is lost. (b) Release Pipe: Proceed, the holding feature of Automatic Brake Valve is lost, and it will be impossible to keep Engine Brakes fully applied with Independent Brake Valve; however, full application of Engine Brake can be made with Automatic Brake Valve. (c) Main Reservoir Supply Pipe: Close Cutout Cock or plug pipe from Main Reservoir. Engine will be operative (?). (d) Brake Pipe Branch Pipe: Close Cutout Cock or plug pipe from broken pipe. Automatic Brakes on engine will be inoperative. If Independent Brake application is made, the Independent Brake Valve must be placed in Release Position to release Engine Brakes. (e) Brake Cylinder Pipes: If broken between either the engine or tender Brake Cylinders, and Cutout Cocks, cut out defective brake. If broken between the Cutout Cocks and "T" near the Distributing Valve, plug the pipe from the Distributing Valve and use remaining brake. If broken between the "T" and Distributing Valve, close the Cutout Cock in the Main Reservoir Supply Pipe to Distributing Valve, in which event brakes will be inoperative. 171. Q. If any of the following pipes break at or near the Automatic Brake Valve, what repairs should be made and what will the effect then be on the brakes - (a) Main Reservoir Pipe? (b) Brake Pipe? (c) Feed Valve Pipe? (d) Equalizing Reservoir Pipe? (e) Equalizing Reservoir Gauge Pipe? (f) Low Pressure Governor Operating Pipe? (g) Release Pipe between Automatic and Independent Brake Valves? A. (a) Main Reservoir Supply Pipe: Plug both ends of broken pipe, close Cutout Cock to Low Pressure Governor Head at Brake Valve. Release Position of Automatic Brake is then inoperative. (b) Brake Pipe: Block the broken pipe and use Independent Brake Valve to operate Train Brakes by cutting out the Engine Brakes and crossing the Brake Cylinder Hose and the Brake Pipe Hose. Then adjust the Reducing Valve to 70 lbs (if in freight service) or to 90 lbs if in passenger service, and set Safety Valve on Distributing Valve to correspond. Then manipulate the brakes with the Independent Brake Valve by placing the Handle in application Position to release and charge the brakes, and in Release Position to apply the brakes, in this case Engine Brakes will be inoperative (except as applied same and alike as the Train Brakes?). (c) Feed Valve Pipe: With B and M type Feed Valves, slack off on Adjusting Nut, and with F type Feed Valves, slack off on Adjusting Nut and plug the pipe from the Feed Valve to avoid loss of air. Plug the pipe from the Brake Valve if time will permit. Set the High Pressure Top of the Governor to stop the Compressor at 70 lbs, if in freight service, or 90 lbs if in passenger service, then carry the Automatic Brake Valve Handle in Release Position. (d) Equalizing Reservoir Pipe: Plug the broken pipe from the Brake Valve. Before making application of brakes, close the Doubleheading Cock (Brake Pipe Cut Out Cock), place Automatic Brake Valve Handle in Service Position and open the Doubleheading Cock (Brake Pipe Cut Out Cock) until the required reduction is made. To release brakes, place Automatic Brake Valve Handle in Release, open Doubleheading Cock (Brake Pipe Cut Out Cock), then return it (the ABV Handle) to Running Position. (e) Equalizing Reservoir Gauge Pipe: Plug the broken pipe (with loss of the use of the gauge only). (f) Low Pressure Governor Operating Pipe: Close Cutout Cock at the (Automatic) Brake Valve. (Effect?). (g) Release Pipe between Automatic and Independent Brake Valves: Proceed holding feature of Automatic Brake Valve is lost; Independent Brake Valve operation is not interfered with. 172. Q. If the Reducing Valve Pipe breaks at or near the Independent Brake Valve, what repairs should be made and what will the effect then be on the brakes and Communicating Signal System? A. Back off on Regulating Nut of Reducing Valve. This will cause loss of Main Reservoir air (??), the Independent Brake and Air Signal will be lost. By plugging broken pipe and Exhaust Port of Independent Brake Valve, Automatic Brake may then be applied and released in usual manner. 173. Q. What pressure is in the High Pressure Governor Operating Pipe? What should be done if this pipe breaks? A. Main Reservoir pressure. If it breaks, throttle the Pump to carry the desired pressure. 174. Q. Name the different types of Feed Valves and Reducing Valves in use on T&NO engines. A. F-1, F-3, H-6, N, and M-3-A. 175. Q. Name in groups, the Feed Valves and Reducing Valves that will operate on the same Pipe Bracket. A. F-1 and F-3; H-6 and M-3; M-3-A, H-6 and B-6. 176. Q. If the Feed Valve fails and the Reducing Valve will fit the Feed Valve Bracket, can the Reducing Valve be used as a Feed Valve? A. Yes. 177. Q. If the Remote Control Pipe to an F-3 Valve breaks, what should be done? A. Shut off pressure to Feed Valve by closing cock at Main Reservoir. Remove brass plug from front of F-3 Feed Valve and disconnect rubber seated Check Valve from spring, replace plug and open cock. 178. Q. In the event of a broken Feed Valve or Reducing Valve Pipe, is it possible to shut off the air by backing off the Adjusting Handle on all types of Feed Valves and Reducing Valves in use on T&NO engines? A. Yes. 179. Q. If the Tender Brake Pipe breaks on an engine equipped with Communicating Signal System, what should be done? A. Couple the Signal Hose on back of Tender to Brake Pipe hose on car and Signal Hose on front of Tender to Brake Pipe Hose on Engine, close Cutout Cock to Signal System near Reducing Valve. 180. Q. If the Brake Pipe on an engine equipped with Communicating Signal System breaks near hose connection under deck of engine, what should be done? A. Plug the broken pipe on engine, couple the Brake Pipe Hose on front of tender to Signal Hose on engine, then couple the Brake Pipe hose and Signal Hose at pilot of engine, close Cutout Cock to Signal System near Reducing Valve. Signal System will then be inoperative. 181. Q. If Equalizing Piston in Automatic Brake Valve will not seat or will not remain seated with Automatic Brake Valve Handle in Lap Position, what is usually the cause, and what should be done? A. This is due to dirty Seat or foreign matter under Rotary Seat, close Automatic Brake Valve Doubleheading Cock (Brake Pipe Cutout Cock), apply brakes in Emergency and release. 182. Q. What is the function of the Master Controller on "HSC" equipment? A. An electro-pneumatic device, which is pneumatically operated from the Brake Valve to electrically relay brake operation to Magnets on each car. 183. Q. What is the function of the No. 21-A Magnet Assembly on "HSC" equipment? A. A Bracket connected to the Pressure Chamber of the Distributing Valve for the purpose of reducing pressure in this Chamber to prevent movement of the Equalizing Piston of the Distributing Valve from Release Position during an electro-pneumatic brake application. It also builds up pressure in the Straight Air Pipe from the Pressure Chamber during an electro-pneumatic brake application. 184. Q. What is the function of the No. 15 Double Check Valve? A. During an Independent Locomotive Brake application, the Double Check Valve closes the Distributing Valve connection to the Self-Lapping Brake Valve to prevent loss of pressure through the Brake Valve Exhaust and opens communication between the Independent Brake Valve and Distributing Valve to provide normal operation of the ET equipment. 185. Q. Where is the "E" Brake Application Valve located and what are its functions? A. This device is attached to the Brake Pipe and is also connected to the Self-Lapping Brake Valve. It functions to reduce Brake Pipe pressure at an Emergency Rate and positively cause a pneumatic Emergency Brake Application when the Handle of the M-36 Brake Valve is placed in Emergency Position. SP/T&NO Circa 1940 Combined & retyped 04-01-92 RJM