When it is anticipated that a work extra may be where it can not be reached for orders, it may be directed to report for orders at a given time and place, and a meeting order issued with other extra. To enable a work extra to work upon the time of a regular train, the following form may be used: (b) No. fifty-five 55 engine 342, Jones, will wait at Berne until six 6 p. m. for work extra 292, King. A work extra receiving this order will work upon the time of the train mentioned in the order as per rule 89. A train receiving this order must not pass the designated point before the time given unless the work extra has arrived. It will be seen that this, unlike the other forms and rules, is shorter than the Standard. It makes no provision for a work train to protect against any other train, but requires a meeting order with other extras and a time order to work on the time of a regular train. Schedule for Delayed Trains. This form of order, which is not authorized by the Standard Code, is, we think, growing in favor. It was described in the MAGAZINE for August, 1901, page 414, and August, 1902, page 220. We are informed that it is used by the Canadian Pacific in the following words: We are not informed whether a subsequent order directing the train to run so much later than the time mentioned in the first order may be issued or not. We consider that this second provision is quite as essential as the first. Aside from the system mentioned we understand that such a form is in use on the Union Pacific under slightly different wording. Are there any others? We shall be glad to hear from our readers if they can give any information along this line. The Gelegraphone. This invention, by which a telegraph wire may be used for telephone purposes, is to be installed on an important Eastern road. Baggage cars, cabooses and engines are to be supplied with instruments so that the regular telegraph wire can be tapped at any point on the road and communication with the dispatchers' office or some telegraph office be obtained. We are glad to hear of any device which will avoid delay to trains and it would seem that this invention, if a success, would more than pay for its cost on divisions where there are not many night offices and where long delays to trains are frequent. Questions and Answers The Westinghouse Air Brake. Answers by F. B. Farmer. 136. Equalizing Reservoir Leakage Report."Kindly inform us through the MAGAZINE which is the proper 'term' or way to report the following defect of a D-8 brake valve. "The brake valve in question will not equalize while coupled to three or more cars, due to a slight leak in the equalizing connections, which acts the same as preliminary exhaust when brake valve is placed on lap position. "'A' claims that this brake valve 'will not lap,' while I claim that any brake valve will lap when one places the valve on lap position, providing the rotary and gasket 32' are known to be tight, as they were in this case. "I claim that this defect should be stated: Equalizing piston will not seat. Examine equalizing connections for leaks.' Who is right?"-M. E. S. Answer. Your suggested report is the better of the two and should make the character of the defect clear to any well informed repairman. At the same time, if "A" will add to the report he proposed, "Examine equalizing connections for leaks," it would also serve the pur pose. It is true that any valve is on lap when the handle is on the position so named, but as lap is where all ports should be closed, including the service exhaust port after the train pipe pressure has fallen to what the equalizing reservoir pressure was reduced to, then so far as correct operation is concerned, the valve will not lap. Yet this bare statement would be too little and indefinite; for, as you imply, such a report might, mean a leaky rotary. It would also be indefinite if the report merely stated, "Equalizing piston will not seat," as the fault considered, a leak from the equalizing reservoir pressure, would not prevent the piston from seating with the valve in either release or running position. It would be better yet to locate the leak (in the brake valve gasket to the black hand, the pipe to the equalizing reservoir or in the latter) and report just where it existed if not possible to remedy on the road. There are two rare locations generally difficult to determine. One is a cracked train pipe pressure gauge tube and the other is where the leakage past the leather gasket in the brake valve escapes around one of the four bolts. The writer has never known the latter to exist ex and the writer is inclined to favor a maximum of 60,000, or, at the most, 70,000 cubic inches. 138. Triple Leaks at Exhaust with Brake Fully Applied.-"Westinghouse quick action triple valve works perfect in service stop, but when pressure in train line gets lower than auxiliary pressure, it blows through the exhaust. What is the defect?"-S. Answer. The travel or movement of the slide valve of both this and the plain triple is less up to the point of full application than it is when this is exceeded, in this being similar to the valves of a locomotive when a 12-inch cut-off is compared with the reverse lever in the "cor ner." As comparatively few stops require full cept with the brake valves following the application, the most wear on the slide D-8 style. 137. Difference Between G-24 and F-25 Triple Valves.-"Please explain what difference there is between Plate G-24 and Plate F-25 triple valves. Both seem to be the same size valves. Also, explain what size auxiliary reservoir and main reservoir should be used with these valves to give the best results."-E. J. H. Answer. The general appearance of the G-24 and F-25 triple valves is the same inside and outside, but the F-25 valve is the larger of the two, as it is intended for use with larger auxiliary reservoirs and triple valves than is the G-24 triple. The following gives the diameter of cylinder, with accompanying style of triple and size of auxiliary reservoir for use with ordinary driver and tender brakes: Diameter Style Size of of of Auxiliary Cylinder. Triple Valve. Reservoir. F-24 or G-24 F-24 or G-24 8 in. 10 in. 12 in. F-25 F-25 14 in. 16 in. *10 in. x 24 in. 12 in. x 33 in. 14 in. x 33 in, 16 in. x 33 in. F-25 16 in. x 42 in. The 10-inch by 24-inch reservoir with F-24 or G-24 triples is also used with two 6-inch driver brake cylinders. Two 8-inch driver brake cylinders use either of these triples, but a 10-inch by 33-inch reservoir. The size of main reservoir which should be used ought to be determined by the largest number of air brake cars ordinarily handled in one train. Speaking generally, there should be at least 1,000 cubic inches of main reservoir for every ten air brake cars. However, the grade worked on has much to do with this. Also the minimum for any locomotive should be at least 14,000 cubic inches, valve seat is with the short travel. The resultant high spots lift the slide valve at full travel and cause the blow at the exhaust port, as described. This, again, is similar to a locomotive which, after long service in, say, the 6-inch notch, blows when the lever is dropped to 10 inches cut-off. 139. Silent Brake Release.-"I was running an engine fitted with plain triples on both engine and tender. I set the brakes, and as long as I kept the brake valve blanked the brake would stay set, but as soon as brake would release, but no air would I would put handle in release position, escape from exhaust port in triple. Where did the air go from brake cylinder?”—A. A. B. Answer. If the engine was one fitted with the Combined Straight Air and Automatic Driver and Tender Brake and you were using the straight air brake valve the brake cylinder pressure escaped through it. If not, and the triples had no pressure retaining valves connected, such carrying the discharge from the exhaust ports to the retaining valves, would say that the brake cylinder pressure had leaked down so low before release as to make comparatively little noise when the remaining pressure escaped. 140. Peculiar Equalizing Discharge Action.-"I had a train that when I made the first reduction I would get a long train line exhaust. The second I would get no train line exhaust, but brakes did not go into emergency. All reductions after the They did that clear over the division. second had a good train line exhaust. Please explain what was the cause."A. A. B. Answer. The most probable explanation of this peculiar action seems to be that there was considerable train pipe leakage, that the equalizing piston packing ring was a good fit and that between the time of making the first and second reduction the train pipe pressure had leaked sufficiently below that in the equalizing reservoir that the second reduction did not reduce this latter pressure below that in the train pipe. Similar failure to discharge following subsequent reductions can only be explained on the grounds that the fall in pressure from leakage was less rapid with lower pressure, the time between reductions was not as great and the amount of such reduction was greater. With the first of the modern brake valves a leakage can develop from main reservoir pressure into the space above the equalizing piston, but is rare and results from slack bolts on the main reservoir side of the valve. If such leakage existed it could at least aid in causing the action described. sents the diameter of cylinder in inches: 'S' the length of stroke in inches; 'P' mean effective pressure in pounds (usually taken as 85 per cent. of boiler pressure), and 'D' the diameter of driving wheels in inches," etc. 53. Moran Flexible Joint.-"How does the automatic drain valve in the Moran steam heat joint operate?"-W. F. B. Answer. By referring to Fig. 1 it will be seen that the automatic drain valve is 141. Small Air Motor.-"I would kindly ask through the columns of your very valuable MAGAZINE for a design of very simple constructed air motor, light enough to C use by hand; one that will revolve very rapidly. I have seen several illustrated, but none but what would require considerable expense and rather complicated. The power desired would be equal to that necessary to drive an ordinary wood screw." J. A. J. Answer. The writer regrets being unable to give advice about such a motor as desired or where the information might be obtained, but it is hoped that by publishing the request some reader will supply you with the desired information. NOTE.-Owing to delay in obtaining some necessary information, a few questions received could not be answered this month, but will be in the March number. Fig. 1. Moran Flexible Joint. composed of a cap, "A," a spring, "B," and a ball, "C." When no pressure is in the pipe the spring "B" lifts the ball "C" from its seat on the upper end of cap "A," allowing all moisture which may have collected in the pipe to pass by the ball valve and to the atmosphere through the small hole "D" in the lower part of cap "A." When steam pressure is again admitted in the pipe, valve "C" is forced to its seat on cap "A" and prevents the escape of steam from the pipe to the at Locomotive Running and Repairs. mosphere. 54. Detecting a Blow Due to Valve Strips.-"I would like to know if it is possible to tell which valve strip is blowing and how to on."-W. H. M. find out which side of the engine it is Answer. It is not possible to tell just which valve strip is causing the blow, but it is possible to detect a blow due to worn or broken valve strips, and also to tell which side the defect is on. I will ask W. H. M. to read the answer given to question 34 in the November is sue of the MAGAZINE, together with the correction as outlined in the December number. By so doing I think he will get the information he desires. 55. Power of an Engine to Turn the Wheels When on Dead Center.-"How much power has the piston and crosshead to turn the crank pin when the centers of the wrist pin, crank pin and main driving axle are in one and the same straight line?"-W. F. B. Answer. On that side of the locomotive with the wrist pin, crank pin and driving axle in the relative position outlined above, there is no power or tendency whatever to revolve the crank pin. On the opposite side, however, where the crank pin is either on the top or bottom quarter, full power is exerted to revolve same. 56. Getting an Engine to the Terminal with the Valve Yoke on One Side and Cylinder Head on Opposite Side Broken.-"If the valve yoke on the right side of an engine should be broken and the front cylinder head on the left side blown out, how would you arrange to get the engine to shops?"-W. G. D. Answer. There are two ways of preparing an engine disabled as above in order that same may be brought to the shops under its own steam. The first, and preferable, way of handling such a breakdown would be to block the valve on the right side in a central position, covering all ports, at the same time disconnecting the valve rod from the upper end of rocker arm, Then remove the cylinder head from right cylinder and apply it to the left, taking the place of the one blown out. With this arrangement the engine could be taken to the terminal and shops under its own steam, and with about one-half the original tonnage. This method, of course, assumes that the cylinder studs were not broken when the head was blown out. Should the studs be found broken in the left cylinder the right head could not be transferred, and we would have to resort to method No. 2, which is as follows; Transfer the left valve yoke to right valve, blocking left valve centrally, covering all ports, and proceed to destination with right side working, hauling about half tonnage. 57. Description of Piston Valves.-"Describe the piston valve and state how it differs from the ordinary slide valve."-W. F. B. Answer. The piston valve is essential ly a spool with enlarged ends, each end being provided with two packing rings. One of these rings regulate the flow of steam to and the other the exhaust from the cylinder. Thus the packing rings perform the same work as the exhaust and steam edges of the slide valve. As the name implies, piston valves are circular in form and work to and fro in a bushing inserted at each end of the steam chest. Piston valves differ from ordinary slide valves in form only, and not in function. They are provided with packing rings, but no balance strips, which is the reverse with slide valves. No valve yoke is used in connection with the piston valve; a staight rod passing through the body of the valve makes suitable connection to the ordinary valve rod. Slide valves will lift from their seats when excessive pressure is applied from beneath, which is not possible with piston valves; hence the difference in effect upon engine equipped with piston valves when compression is developed. 58. Working of Piston Valves.-"Do all piston valves work the same?"- W. F. B. Answer. All piston valves do not work the same. They are divided into two general classes, one of which is designated as the internal and the other as the external admission type. Each class or style derives its name from the manner in which steam is admitted to and exhausted from the cylinder. With internal admission valves the live steam is confined between the two heads and is admitted to the cylinder by the inner rings, and exhausted from it by the outer rings; the reverse being the case with external admission valves. It will be seen, then, that the operation of the external admission type more nearly corresponds to that of the ordinary slide valve than does the working of the internal admission valve, 59. Locating the Trouble when Cars do not Heat Properly and Steam-Heat Gauge on Engine Shows Proper Pressure.-"If the steamheat gauge on engine registers the proper pressure and cars are not being heated properly, how would you proceed to locate the trouble?"-W. F. B. Answer. It being assumed that the steam-heat gauge is in good working condition, go to the rear of tender and examine train pipe valve in same to see that it is wide open, as it should be, and that steam is being delivered to the coaches at that point; then examine each coach separately from front to rear to see that Steam a steam-tight chamber of "D." from the boiler enters the valve at "A," passing under the valve seat to chamber "X" and to train line "B." At the same time steam passes to chamber "X" it also passes to chamber "D" through the small port "E" and to the under side of diaphragm "F" "F." When steam has accumulated in the train line and chamber "D" to the proper pressure, diaphragm "F" "F" is forced upwards, partially seating valve "H," reducing the supply of steam just enough to maintain the desired pressure and quantity of steam for heating purposes. As the pressure in the pipe "B" is reduced again spring "S" forces the diaphragm down again and with it M M MI к designate parts, etc. Fig. 2 shows a type of valve in common use for reducing pressures, not only steam, but other gases as well. It serves to illustrate in general the principles upon which reducing valves work. Valve "H" is in its normal position when off its seat, as shown in the figure, being held in this position by pressure applied through spring "S" and a system of levers as illustrated, the desired tension being given spring "S" by screwing down on thumb piece "K." A diaphragm, "F" "F," is secured to the stem of valve "H," the outer edge of which is clamped between cap "T" and body "O," making valve "H," unseating same, permitting the flow of steam to increase. 61. The Blow-Off Cock.-"Explain the construction and operation of the blow-off cock." - W. F. B. Answer. The different types of blowoff cocks are many and varied, ranging from an ordinary plug valve to a pneumatic affair with some considerable mechanism. Not knowing what particular kind of blow-off cock the questioner wishes information concerning, his question may not be answered to his entire satisfaction. It is more than likely the pneumatic type is intended. |