Q.-339. Frequently quick-action triples will be found where there is a continuous blow out of the exhaust port, the same as was cited with the plain triple valve. What could cause this? A.-Sometimes it is dirt under the slide valve or on the seat of the emergency valve. This can often be remedied by jarring the triple valve lightly around the emergency valve. Should this not stop the blow, apply the brakes in quick action by parting the hose and opening the angle cock quickly, then releasing the brakes and repeating the operation if necessary, will sometimes stop it. This serves to dislodge the dirt, allowing the valve to seat properly. Q.-340. Should neither of these remedies prove effectual, where could the leak be? A.-It might be due to a defective gasket on the emergency valve, a leaky slide valve, a defective check valve case gasket, a defective gasket between the triple valve and brake cylinder in passenger service or auxiliary in freight service, or a leaky tube through the freight auxiliary. Q.-341. How could the defective part be located without taking the triple valve down? A.-The leaky emergency valve and check valve case gasket produce the same result and are reached by taking the same parts down. To ascertain if it is either of these parts, charge the car up fully and then close the cut-out cock in the branch pipe. If either of these parts mentioned are leaking they reduce train pipe pressure, and as soon as the cut-out cock is closed the reduction will be sufficiently rapid to apply the brake. If the brake applies and the blow stops, the trouble lies in either the emergency valve or the check valve case gasket. If the blow continues and the brake does not apply, it indicates that these parts are all right. The cut-out cock should then be opened and the car recharged, after which the brake should be applied lightly in service application. If the blow continues after the brake is applied, the trouble lies in the slide valve, as it should close the exhaust port at this time. If the blow stops when the brake is applied, it is reasonably certain to be in the gasket between the triple and brake cylinder or auxiliary, as the case may be. The bursted tube through the freight auxiliary would act this same way, and exceptional cases of leaky slide valves have been known where they are tight in the application position. Q.-342. In replacing the worn out seat of the emergency valve with a new one, what material should be used for the new seat? A.-Only solid rubber. Leather should not be used, as it is too hard. The ordinary sheet rubber, that is composed of alternate layers of rubber and canvas, should not be used either, as the outside layer of rubber soon wears off, leaving the canvas to form a joint, something it will not do satisfactorily. Q.-343. In handling a train of fifteen air-braked cars, the engineer starts to make an application of the brakes with about a five pound reduction. The brakes apply lightly and are felt on the engine to be doing their work. A few moments later the engineer makes a further reduction of about three pounds, and as soon as he does so the brakes take hold viciously, as though quick action had ensued, accompanied by a further falling of the black pointer and a stoppage of the train pipe exhaust. Presumably quick action did occur, what could cause a quick-action application in the service stop position as stated? A.-Evidently on one or more cars the auxiliary reservoir pressure had not reduced from the initial pressure on the first reduction. This could occur through the graduating valve not opening, due to a broken graduating pin. The auxiliary reservoir pressure on this car not reducing on the first train pipe reduction, left the auxiliary pressure five pounds higher than train pipe pressure. As soon as the second reduction was made, the auxiliary pressure was sufficiently stronger than train pipe pressure to overcome the resistance of that pressure, and the graduating spring, forcing the triple valve to the quick action position. This one car going into quick action caused the rest of the train to go into quick action, hence the jerk and the fall of the black pointer. Q.-344. How would the defective car be located? A.-By applying the brakes with a five-pound reduction and then examining the brakes to see which one is not applied. If more than one is found, place a man to watch each car not applied, and then follow up with another light reduction. When the defective car applies in quick action, the man watching it will readily recognize the fact. The defective car should then be cut out by closing the cutout cock in the branch pipe, and the auxiliary drained of all air. If on a passenger train the release valve should should be left open. Q.-345. In repairing such a triple valve, how should the graduating pin be replaced? A. It should fit tight in the piston stem, should not be long enough to catch on the slide valve, and should be soldered in place. The graduating valve should work freely on it after it is in place. Q.-346. An engineer, starting with a train of five cars, attempts to make a reduction in service position of about five pounds. Immediately all brakes apply in quick action. They pick up five more cars, making a total of ten cars, and all brakes work nicely. The train proceeds to a junction, where the last five cars picked up are set out. When the engineer attempts to make a service application of five pounds with the original five cars, quick action again ensues. cause such a trouble? What could A.-A broken or very weak graduating spring in one of the original five cars. Q.-347. Why does it not do the same when more cars are coupled up, the defective car being still retained? A.-The volume of air in the train pipe is increased by the additional number of cars, causing a more gradual reduction of pressure. The opening through the brake valve remains constant at all times, and the reduction is made fast enough to cover the leakage grooves on long trains. This reduction would be too rapid for short trains were it not for the graduating spring. With long trains the graduating valve reduces auxiliary reservoir pressure as fast as the brake valve reduces train pipe pressure, thus preventing quick action in the service stop position. With short trains the graduating port is not large enough to do this, and the graduating spring assists in preventing quick action. The absence of this spring will cause quick action in the service stop position on short trains. Q.-348. Why not increase the size of the graduating port then and avoid the use of the spring entirely? A.-Because it would make the triple valve less sensitive to a quick action application. These ports are all proportioned one to the other and to the size of the auxiliary reservoir. That proportion must be maintained. Q.-349. An engineer on a passenger train had occasion to use the emergency application, the train being equipped with quick-action triple valves, and after stopping, when the brake valve handle was placed in release position, the brakes at first released, but the hands on the guage kept falling, and in a few minutes all brakes were applied again, the handle remaining in release position. Upon inspecting the train to ascertain the cause, one car was found where there was a terrific blow through the exhaust port of the triple all the time while the brake remained applied. How would such a trouble be located? A. It is evident that when the handle was placed in release position, the train pipe pressure was momentarily strong enough to release the brakes on at least a part of the train. Then a constant decrease in train pipe pressure caused those brakes that were released to apply again. The blow through the exhaust port, being the only noticeable defect, must have come from the train pipe. The only way that such a case could occur would be through the emergency valve remaining open, thus permitting the air to pass from the train pipe into the cylinder and thence out through the exhaust port. This valve might be held open by the emergency piston sticking in the guide in the emergency valve seat, when it came down in quick action. The emergency valve might also be held open by sticking in the emergency check valve. [TO BE CONTINUED.] G. H. A., El Paso, Texas, says: Employed on the Atlantic system of the Southern Pacific, where we have 90 per cent air. I think the air brake lessons in THE CONDUCTOR are a good thing and very valuable to trainmen, and should prove of great interest to all. The Atlantic system of the Southern Pacific has a splendid instruction car, that used to visit us about every two months, and every train and engine man was compelled to go to one or more lessons. But for some reason we have not had the car with us for many months. I would like to have the following question answered in THE CONDUCTOR when in order. What do you consider the surest way to find a dirty triple, broken or weak spring, or whatever else it is that causes the air to set in the emergency, when a stop is made, breaking train in two or three pieces at every stop, yet not setting the air in the emergency when used on a descending grade. What is probable defect? Difference of piston travel could hardly cause it. Will explain just what I mean, then, perhaps, above question can be put in better shape to answer for the benefit of others beside myself, as the above is of common occurrence. A few weeks ago I had a fast train of transcontinental freight-forty cars, two engines. Air was tested by inspector at terminal and supposed to be O. K. On a heavy up grade in making stop at first station, air when applied set in the emergency, breaking train in three places. Engineers claimed dirty triple, and said the application almost threw them out of the window. I stationed my men along the train and caused air to be set, but could find no defect. As the breakage had caused a serious delay, as well as two Janney drawheads and the engineers were loud in complaint of dirty triple, and I had cars chained up, I made another test. I will not say what, but it robbed me of 25 per cent of my air brakes, but I suppose I found the alleged dirty triples, as I had no more trouble. Ans. to G. H. A., El Paso, Texas-We would not expect that excessive long and short piston travel would enable triple valves to operate in quick action, but same may be partially responsible for results that followed. The fact that train parted at several places when brakes applied in quick action would prove that irregularities of some kind were present. It is more satisfactory to answer questions of this character in a general way, as the answers can be made more comprehensive and deductions made to suit the varying circumstances that may arise. It is very rare that all important facts relating to cases of this kind are submitted. On account of the many complications that may enter into a difficulty of this character, it is important that all the facts connected therewith be carefully given. Purposed omissions are not necessary. We are answering questions, not revealing secrets. It is experiences fully related that will be a direct help to our readers and make this page an interesting one. I will mention some important omissions. Were triple valves all of one kind, and style Westinghouse or New York? All quick action, or some plain? Any cars with train pipe only, or brakes inoperative? What kind of brake valve was used? Speaking in a general way, would say that all standard triple valves on cars have two distinct operations, service for ordinary braking, quick action for emergencies. Ample provision has been made to insure getting the former and prevent the latter or additional quick action when operating brakes on trains composed of 40 air cars. Provision has been made, not only in triple valve, but also in engineers' brake valves. When partial quick action follows a service application, it is due to some defect in the triple valve, train pipe, brake valve or manipulation of same, increasing or obstructing the natural flow of air under pressure from one point to another. A diminished volume in equalizing reservoir will also contribute to the above defective action. Previous to the application of brakes, air pressure in train pipe and auxiliary reservoir are always supposed to be equal, train pipe pressure exercising an influence on train line side of triple piston, auxiliary reservoir on opposite side of same. In order to apply brakes in service, train pipe pressure is reduced, gradually, below reservoir pressure. In response to this inequality of pressures triple piston starts to move towards train line or weaker pressure. One of the results of this movement is to open a passage-way from reservoir to brake cylinder, thereby reducing reservoir pressure, or power, that moved piston. When latter pressure has become equal with train pipe, piston movement ceases in the above expressed direction. If reservoir pressure was not reduced, or train pipe pressure reduced to some extent faster than the former, piston would continue to move towards end of cylinder, compressing graduating spring, and operating the quick action parts in this particular triple valve; which would be communicated to all quick action triple valves connected to same train pipe and within reach. The inequalities due to variable piston travel, partial quick action application of brakes, retarding power developed in proportion to load carried, etc., is usually responsible for resultant damage to equipment. Weak, or broken springs being mentioned, we will assume that the graduating spring in West inghouse quick action valve is referred Ito; las this spring assists in arresting the triple piston in its movement, preventing quick action when same is not desired. However, in a train composed of 40 operated air cars, it is very rare that springs in question are called upon to perform the above duty. Referring directly to the case in question it would seem, judging from the damage done, coupled with the effort on the part of the engineer to get out at front window, that the defective triple valve was near rear of train. The question as presented is divided into three inquiries: First, What was defective? Second, Why at station stops and not when descending grades? Third, The surest, and perhaps the quickest way to find a dirty or defective triple valve? If triple was defective, the most satisfactory solution is to open same, observing condition of internal parts, and thus reach a definite conclusion. The second inquiry contains information that would lead to the conclusion that some triple valve was dirty and gummy. Transcontinental freight trains are usually run on comparatively short time; therefore, stops are made in as short a distance as possible. The amount of pressure reduced from train line for station stops, may be about the same as for checking speed when descending grades, but the interval of time between subsequent reduction would naturally be longer when on grade than for station stops. This difference would be a very important factor if triple was dirty. Triple piston would not move in response to train pipe reductions, the additional power on reservoir side of piston not being sufficient to overcome dirt surrounding piston, piston packing ring, and on face of slide valve. If sufficient time elapsed between reductions, the reservoir pressure would be reduced, not by flowing into brake cylinder, but by leaking back into train pipe, consequently piston would not move; therefore, brake would not be applied. Whereas when station stop was made, the second reduction followed the first so closely that reservoir pressure did not have time to equalize with train pipe pressure; therefore, the second reduction developed ample power on reservoir side of piston to start same, driving piston to extreme end of cylinder, operating quick-action parts, giving results mentioned in question presented. Answer to third inquiry: Charge reservoirs to same pressure as train pipe, have engineer make several light reductions with an interval of time between each. If brake is found with Westinghouse triple not applied, cut same out; recharge as before, then apply lightly, followed quickly by a heavy reduction, if brakes do not apply in quick action. You may say, "Eureka." With some brake valves, excessive train line leakage will contribute to quick action when same is not desired. We would conclude from remarks in latter portion of question that ten rear cars were not used after damage was done, possibly defective triple valve was on one of said ten cars. Would suggest to G. H. A. that all events con nected with similar experiences be fully given. The more we get places us in a position when we can give causes definitely. The above question being a practical one, it is a pleasure to answer same. J. C. R., Boston, says: (1) I think every conductor should have a good general idea of the air brake and its mechanism, but I do not believe it necessary to be an expert or have the same knowledge that an engineer should have. (2) I don't think it necessary for a conductor to know all about the internal workings of an air brake. (3) A conductor should certainly be competent to report intelligently any ordinary defects that may occur in the service of the air brake, but I do not think he should be required to know the internal workings of the different valves. (4) In my opinion, providing defects were remedied, it would lead to an increased efficiency of the train crew throughout, and if so it would increase the efficiency of the service in general, and that would elevate the employes in the eyes of their employers, as their efficiency or inefficiency is certain to be noticed. R. H. R., Pemberton, N. J., says-In answer to your questions on the air brake in THE RAILWAY CONDUCTOR for September. (1) While it may not be absolutely necessary for conductors of passenger and freight trains to have a general knowledge of various parts of the air brake, it would be a benefit to the company they work for in this way, for instance if something should get the matter with the triple valve on the road he should be able to locate it, and at the end of his run make his defect slip accordingly. This would help the car inspector very much, and you will find the conductor that does this, the cars he runs will not be out of service so long, or so long being repaired. He should have such a knowledge of the triple valve as to find out what is the matter with it in short order. In reference to the train signal, he should have a thorough knowledge of this so he may be able to locate a leak clear from the reducing valve to the rear cock on the last car in the train. This is for passenger conductors. If he does not have a thorough knowledge of the train air signal he will find a good many of the defects will be laid on the cars, when it would belong to the engine, when we consider that nine out of every ten defects so proven are on the engine. (2) Conductors should be thoroughly familiar with the internal operating parts of valves on the cars. Your question speaks of the different valves. Had you said the different valves on the cars I would have answered yes. A conductor may not take the time to get posted thoroughly on the engineer's brake valve. However, I find it sometimes a good thing to be well posted on all the internal parts of the different valves. We have conductors on this division that are able to, and did pass a first-class examination on the pump, pump governor, en gineer's brake valve, high speed brake, triple valve and retainer, in fact we call it an engineer's examination. (3) My answer to your first question, I think, answers this one. (4) If a conductor did understand these different valves, he would make his defect slip accordingly, and it certainly would lead to a betterment of the brake conditions, and it would also increase efficiency of the service. *Philosopher Jim's Christmas Hymn. Philosopher Jim was an express messenger. Everybody knew him along the road on which he held down a run for many years, and they liked him. Faithful and true to his duty, he saw the years come and go and he was happy and contented. Often when he was asked why he did not ask for a promotion, he would answer in a voice that contained no ring of regret: "A promotion generally means more money. Money is not everything in this life. Promotions bring responsibilities. Responsibilities bring gray hairs. Our superintendent is grayheaded and he is a younger man than I. Look at these sun-kissed locks," Jim would say, and remove his hat. "Nary a silver thread among the gold there. That comes from settling yourself down early in life at a good steady pace, with no change of time card or crew. A man tackling a promotion is like a train of cars going round a curve-don't know what's ahead of them. If I was to be made president of this company, would it make me any happier? Not by a long sight. I make enough to keep my family fat, healthy and happy; and that's more than the salary of an insurance company's president can do. They can't avoid dyspepsia!” Jim's quaint ideas were received with great respect by his friends along the road. Full well all these humble people knew the meaning of his forcible remark, "Money is not everything in this life." Their clothes were worn and faded, but their faces happy; and so all these good people along the road called him "Philosopher Jim." It was late the night before Christmas, and Jim was hurrying through the city *By Will Waters in The Express Gazette. streets to the express office. He was thinking of his wife and three children at a little station way down the road. He was preparing a merry Christmas for them. In his mind's eye he could see a happy scene around the fireside. Dimpled little hands were sending beseeching letters up the chimney to dear old Santa Claus, while childhood's eye of faith watched these precious missives as they were borne upward. Yes, upward to the never-sleeping eye of Him who watches the sparrow and the lilies of the field. Jim's arrival at the depot office put an end to his revery. He was walking along the platform toward the office. He passed the Pullman coaches in the rear of the train and had just reached the first of the three passenger coaches, which appeared to be an emigrant car, and a glance at the window showed him that the car was crowded. He was just about to divert his attention to the express car, when he noticed a little white face protruding from an open window. Why should a child's face attract his attention? An ordinary man would just have given the child a glance and passed But Jim was no ordinary man; he did not skim the surface. on. Jim could read the pathos of everyday life. The ragged, forlorn people who met his eye daily often went through wonderful experiments and operations in the laboratory of his mind. He weaved romances about them. He imagined he was a millionaire. In fancy he placed a large coin in their hands just to see the rippling smile drive the haunted look of privation from their features. He went up to ragged little urchins who stood in the cold and looked |