the volume for each brake cylinder at 8inch piston travel it will be noted that the volume of the auxiliary reservoir is close to three and one-half times the standard volume of its accompanying brake cylinder.

817. Volumes of Supplementary Reservoirs. "What are the actual cubical contents of the supplementary reservoirs as used with LN passenger brake equipment when applied to cars requiring 10, 12, 14 and 16-inch brake cylinders respectively. Also, give a comparison of the cubic capacity of the supplementary and the auxiliary reservoirs as applied when different sizes of brake cylinders are used, corresponding to weights of cars, and disregarding clearance space between the brake cylinder and the triple valve?"-C. W. of

C. & N. W.

Answer. As with the auxiliary reservoirs, exact figures are not available, but close approximations are, in the order to accompany the brake cylinders as specified-16-inch by 33-inch 5300, 16-inch by 48-inch 8500, 201-inch by 36-inch 10400, and 201-inch by 48-inch 14200, these volumes being cubic inches. Comparing these volumes with those given for auxiliary reservoirs it will be seen that the supplementary reservoir has practically two and one-half times the volume of the auxiliary reservoir it accompanies. This is as it is usually stated and has doubtless been confused with the relation between auxiliary reservoir and brake cylinder volumes, as mentioned in the previous question.

818. Brakes Release in Application Position of Brake Valve.-"We have a G-6 brake valve which when put in service or emergency position will let the brakes off, and the gauge shows 80 pounds. Please tell me where the leak is?"-T. E. D.

Answer.-More detailed information would permit of more accurate judgment, but it is assumed that the brakes that release are the driver and tender brakes. If so, the brake valve is not at fault, but the probable cause of the trouble is excessive brake cylinder leakage. This leakage may be past the brake cylinder piston packing leathers, past the joints between the cylinders and their pressure heads (opposite the piston rod end) or from the pipes connecting the triple valves and the brake cylinders. It will be well to look for leakage from auxiliary reservoirs also, as such would have a similar effect. Any good air brake repairman should be able to locate the cause of the brakes releasing and to make needed repairs if he

has the time and the repair material required.

819. Dead Engine without Dead Engine Feature.-"When hauling in a train a locomotive fitted with Westinghouse No. 6 ET brake equipment but having no 'dead engine feature,' how should one be governed so as to have the brakes operative on this engine? Would it make any difference whether or not there was an independent brake valve on the engine in the above case?"-Member No. 446.

Answer.-Don't attempt to operate When the brakes on the dead engine.

it is a matter of no air brakes on the train, unless some unusual and more or less complicated change is made in a part of the brake apparatus, it is worth while considering it carefully, but to get the brakes working on a dead engine not properly equipped for this purpose does not warrant taking the time and chances of trouble it would involve.

To operate ET equipment brakes requires that pressure be maintained in the main reservoir. The dead engine feature provides for this with an engine in tow by allowing brake pipe pressure to flow in slowly and reduced about 20 pounds. The choke opening in the combined strainer and check valve prevents it from being drawn from the brake pipe so rapidly as to interfere with the operation of the train brakes and the spring above the check valve reduces the pressure. This reduced pressure is desirable as a means of lessening the liability of sliding wheels on the dead engine, as it is not unusual for same to be without water. Furthermore, the distributing valve safety valve should be set at 25 pounds as a further safeguard.

Another very important requisite is that the main reservoir pressure shall not flow back into the brake pipe during a brake application because of the tendency, if it did, to delay the application and to release the brakes prematurely. The reduced main reservoir pressure aids in this, but a further safeguard is the check valve, protected from dirt by the strainer portion.

This answer applies as well where the dead engine in question is fitted with Westinghouse No. 5 ET equipment.

820. Broken Pipes with ET Brake Equipment. "What should be done in case the following pipes were broken with Westinghouse No. 6 ET brake equipment: (a) Release pipe between the automatic and the independent brake valve? (b) Re

ducing valve pipe near the independent brake valve? (c) Application cylinder pipe near the automatic brake valve?"Member No. 446.

Answer. (a) If the section of the release pipe between the automatic and the independent brake valves is broken simply go on with the understanding that the holding feature in release and holding positions is now inoperative. Otherwise

the results will be as usual. If it is desired to hold the locomotive brakes while the train brakes are being released it can be accomplished by moving the handle of the independent brake valve to lap position before releasing the train brakes, moving it back to running position when it is desired to release the locomotive brakes.

In explanation of the foregoing, bear in mind that an application with the independent brake valve cuts off this section of the release pipe until the valve handle is returned to running position, and that when an automatic application is made the equalizing slide valve of the distributing valve cuts off the connection between the application cylinder and the release pipe until, by releasing the train brakes, it is returned to release position.

(b) If the reducing valve pipe is broken there will be no pressure with which to make an independent brake application, nor any to hold the rotary valve to its seat when an automatic application admits application cylinder pressure beneath it. However, as it requires considerable pressure beneath this rotary valve to unseat it, the probabilities are that the average brake application would not do so. If it does the locomotive brakes will release in part or entirely. While placing a rubber washer of the right thickness under the washer that makes the joint around the stem of the rotary valve key will hold the rotary valve to its seat, the better plan is to make no delay to do this where the train is of any considerable length so long as there is little or no use required of the engine brakes only. Bearing in mind the two requisites, safety first and expedition next, the engineer must determine what is best in each case.

(c) The application cylinder pipe branches, one to the independent brake valve and the other to the automatic brake valve. A break in any part of it will prevent use of the locomotive brakes. The section between the tee and the automatic brake valve is for the "pressure

maintaining feature" of the ET equipment. When the handle of the automatic brake valve is placed in emergency position the rotary valve admits main reservoir pressure to this pipe, therefore to the application cylinder, through a small port. This aids in obtaining and maintaining against any possible, ordinary leakage an application cylinder pressure, hence a brake cylinder pressure a trifle above the adjustment (68 pounds) of the distributing valve safety valve. Therefore, the right action is to close the end of this branch toward the tee in case of breakage in it. Obviously, the only effect will be to lose the "pressure maintaining feature" if emergency is used.

As with any other defect, on arrival at the terminal make a clear and definite report of the fault.

Train Rules and Train Practice.

Answers by G. E. Collingwood.

559. Right of Extra Train Under Form C.--"The following order issued here has caused a great deal of discussion: 'Engine 82 run extra B to D, engine 74 run extra D to A, with right over extra 82 south. Extra 74 north wait at C until 4.40 a. m. for extra 82 south.'

"The question arises as to which extra will take siding at B. Also, does the right of track held by extra 74 north extend as far as its running order, or only to the initial station of extra 82, which is B? Our book of rules explains Form C, by stating that the order gives the first named train right over the second named train between the points named, and if the trains meet at either of the designated points the first named train must take the siding unless otherwise provided. Rule 127 states that unless

otherwise ordered trains terminating at any point, whether by schedule or special order, will have no right to the main track beyond the first switch of the siding which is reached. If necessary to pass that switch on the main track the train must be protected. Rule 72 states that south-bound trains have absolute right of track over all north-bound trains of the same class."-Member 401.

Answer. The order quoted is a combination of Forms C, G and E. In my opinion the order is entirely proper, although it is well to state that the Standard Code does not authorize, by example, Form C to be used between extra trains, but it does authorize one extra train to be given right over another extra train under the third example of Form G, when a schedule is given the extra train having right.

Under the terms of the order the right of extra 74 extends from D to A, because it has been directed to run extra from D to A with that right, and, while it has knowledge in the order that extra 82 does not exist beyond B, it is not concerned with that fact but must proceed to fulfill its own instructions.

If extra 82 makes C on the time order it must take the siding at that point, but if it fails to make C then it must remain clear at B for two substantial reasons. First, extra 74 is moving from D to A with right of track over extra 82 and, second, extra 82 originates at B, and it therefore has no authority to use the main track at B except under flag protection. That is, an extra train has no authority, by reason of its orders to run extra, to use the main track at the point where it originates or where it terminates. The authority given is only from B to D, but not at B or D. A station is a place designated on the time table by name, at which a train may stop for traffic; or to enter or leave the main track; or from which fixed signals are operated. In connection with this Rule 5 states that the schedule time of a train applies to the switch where an inferior train enters the siding; where there is no siding it applies to the place from which fixed signals are operated; where there is neither siding nor fixed signals it applies to the place where traffic is received or discharged. From this it will be seen that when the name of a station is used in a train order the exact point which the order refers to is indicated by Rule 5. Thus it will be seen if engine 82 is directed to run extra from B to D, B must be considered as being the entrance switch to the siding at B in the direction of C, and D must be considered as being the entrance switch of the siding in the direction of C. This same idea is followed in Form C. The example used states that No. 1 has right over No. 2, G to X. The explanation states that the order gives right to the train first named over the other train between the points named, and if the trains meet at either of the designated points the first named train must take the siding unless the order otherwise prescribes. In the example and explanation it is, of course, expected that the second named train will be the superior train by time table. By keeping this point in mind the interpretation of train orders becomes easier and

the exact meaning of the different forms of orders becomes more apparent.

560. Rule 218 Includes All Sections.-"Order No. 420: 'No. 21, engine 2730, will meet No. 98 at E.' The above order is given to No. 21 at A. When No. 21 reaches B it receives the following order: 'Order No. 435, No. 21, engine 2730, will meet first No. 98 at C and second No. 98 at D instead of E.' When No. 21 arrives at D it finds second No. 98 there with signals. What must No. 21 do?"-C. H. that

Answer. Rule 218 provides when a train is named in a train order by its scheduled number alone, all sections of that schedule are included and each must have copies delivered to it. From this it will be seen that all three sections of No. 98 held a copy of order No. 420 and that all three sections were included in the order. That is to say, 1st, 2d and 3d No. 98 held an order to meet No. 21 at E. When order No. 435 was issued it superseded the meeting point at E for first and second No. 98, but did not in any way change the meeting point at E with third No. 98, therefore after No. 21 meets second No. 98 at D it will proceed to E and meet third No. 98 in the manner provided in the rules.

The rules provide that any part of an order specifying a particular movement may be either superseded or annulled, which indicates that because that part of order No. 420 which included first and second No. 98 has been superseded, it does not necessarily affect that part of the order which includes third No. 98.

561. A Meet Within Yard Limits.-"Engine 199 will run extra A to H and will meet extra 190 at D.' When extra 199 arrived at D, extra 190 was not there and the conductor asked the engineman to proceed to E, a flag station which is located within the yard limits at D. Conductor claimed it was all right to do this, although the extra would be a mile east of D train order board."-C. B. R.

Answer. The extras had orders to meet at D, and if there was an entrance switch to the yard at D, where inferior trains take siding, then extra 199 had no authority to proceed to E, even though E was located within the yard limit. If it was the intention that the trains should meet at E the order should so state. However, if the entrance switch to D yard is located at E and inferior trains moving toward A use such entrance switch to enter D yard, then there could be no serious objection to extra 199 going

to E, although the order does not permit such action.

Generally speaking, when one train is directed to meet another at any particular point within a yard it should be strictly observed. My understanding of the case is that D, as used in the order, did not refer to any other point except the one at which the train order signal was located and where inferior trains enter the yard. It being understood that E is the easterly portion of the yard with different siding connections.

562. Superseding Part of An Order.-"Order No. 25: Engine 258 run extra A to H, meet extra 1464 at A, No. 261 at C and No. 623 at E. Engines 1369 and 1465 run as first and second No. 623 H to A.' Order No. 26: 'Extra 258 south meet first No. 623 at C instead of E.' Where will extra 258 go for second No. 623? Is order No. 26 correct?"-Member 301.

Answer. Under the two orders named extra 258 has a perfect right to go to E for second No. 623. Order No. 26 is fully authorized by the Standard Code and is clearly defined thereby.

Rule 218 authorized both first and second No. 623 to meet extra 258 at E, under order No. 25, by stating that when a train is named in a train order by its schedule number alone, all sections are included. The rule also provides that such an order must be delivered to all sections of that train. Therefore, we have the assurance of the rules that order No. 25 was delivered to both sections of No. 623 and that both sections must obey the meeting point. When order No. 26 was issued, it was issued only to first No. 623, as it affected only the first section. Order No. 26 superseded the meeting point at E between first No. 623 and extra 258, but it did not in any way change or modify the right of extra 258 to go to E for second No. 623.

Rule 218 authorizes the schedule number of a train to include all sections, but it must be remembered that each section is a separate and distinct train and that the dispatcher is at liberty to supersede the order to any one or all of the sections if he so desires. Otherwise Rule 218 would be a farce. If the sections of a schedule were connected together like the Siamese Twins, then it would probably be impossible to supersede the orders held by the first section without also changing those of the second section, but, fortunately, they are not so connected.

563. Reissuing Order.-"Extra 49 received order No. 21 at E reading, 'No. 50 of July 11th is annulled A to Z.' Extra 49 is only running from E to C. When extra 49 arrived at C it received an order to run extra C to E. Does the extra require to have the annulment of No. 50 repeated to it?"-A Reader.

Answer. The rules require that train orders must be addressed to those who are to execute them, naming the stations at which they are received. Order No. 21 received at E was clearly intended for the use of extra 49 with initial station at E and terminal station at C. When extra 49 reached its terminal station all orders which it held became void under the principle of train operation in use.

It is true that when a schedule has once been annulled it can not be again restored, but such fact does not permit of this order being exempt from the principles of practice which govern the use of all orders. Unless your rules specially state that a Form K order need not be re-issued under such circumstances, it must be re-issued. I do not see that any accident could result from not re-issuing the order, but if the principle is violated in this case it would be as reasonable to have the crew hold a run late order, or meet order and retain rights under it for a subsequent run which might lead to serious trouble. For this reason persons should not be permitted to hold over orders after the train for which such orders were issued has ceased to exist.