Chapter II: Part 2

74. Q. Which is easier and more satisfactory on a long run, to stop and clean the fire if necessary or to continue to the end of a long, hard trip with a dirty fire?

A. Stop and clean the fire if necessary. It will save fuel and labor during the remainder of the trip and may also save an engine failure.

75. Q. Should you examine the flues to see if they are stopped up and leaking, and inspect the grate and grate rigging carefully before leaving the engine at a terminal?

A. Yes, so they can be reported if necessary. Clean flues and grates working well make a vast difference in the success of a fireman, and a great many engine failures could be avoided by keeping the flues and grates in proper condition.

76. Q. How should cab lamps, signal lamps, oil cans and lanterns be cared for?

A. They should be kept clean, free from leaks and always filled and ready for service before leaving terminals.

77. Q. About how many drops in a pint of valve oil when fed through a lubricator?

A. About 4,500 drops.

78. Q. Assuming that five drops per minute are fed to each of two valves and one drop per minute to the air pump, how many hours would be required to feed one pint of valve oil?

A. About eight hours.

79. Q. Assuming that the engine is running twenty-miles per hour, how many miles per pint would be run?

A. About 160 miles per pint.

80. Q. How many drops per minute should ordinarily be fed?

A. This will vary with the size of the locomotive and the work to be performed. On small yard engines one drop per minute for each cylinder is usually sufficient and one drop for the air pump every two or three minutes. This depends on the condition of the pump and the service being performed. For large engines in slow freight service four to five drops per minute, and for large engines in heavy fast passenger service from five to seven drops per minute should be fed. Air pumps in freight service where the brake pipe is in moderately good condition can usually be run with one or two drops per minute when handling long trains of cars equipped with air brakes.

81. Q. Will any bad results ensue from filling the lubricator full of cold oil?

A. Yes; when the oil gets hot it will expand and may break the glass or bulge or burst the lubricator.

82. Q. If a sight feed gets stopped up, how could you clean it out?

A. Close the water valve and the regulating valves to the other feeds. Open drain cock and draw out a small quantity of water so as to bring the oil in top part of lubricator below the top end of oil pipe leading to feed arm, then open wide the regulating valve to feed that is stopped up and the pressure from the equalizing tube will force the obstruction out of the feed nozzle and up into the body of the lubricator. Next, close this regulating valve until the feed glass fills with water, then open water valve and start feeds.

83. Q. How would you clean out chokes?

A. First, shut off boiler pressure and condenser valve; next, remove feed valve bonnet, then open main throttle valve, when the steam from steam chest will blow back through the choke plug, clearing it of any obstruction.

84. Q. What is superheated steam?

A. It is the saturated steam separated from the water from which it is generated with more heat added, increasing its temperature from 100 degrees to 250 degrees Fahrenheit above the saturated steam temperature.

85. Q. What is the advantage of superheating or increasing the temperature of the steam?

A. By increasing the temperature of the steam the volume of a given weight of steam is increased and all losses due to cylinder condensation are eliminated, which result in a reduced steam consumption, a saving in coal and water and increased boiler capacity.

86. Q. How is the increased temperature obtained by the use of the superheater?

A. By admitting the saturated steam into a partitioned receiver which has a number of 1-1/2-inch pipes attached to it. These are located in and extend nearly the full length of the large flues, the steam having to pass through these 1-1/2-inch pipes on its way back to the receiver, absorbs the heat from the gases passing through the large tubes, causing its temperature to rise, or in other words, become superheated.

87. Q. How much is the volume of steam increased by superheating?

A. For each 100 degrees of superheat added to saturated steam, at temperatures ordinarily used in locomotive practice, the volume of a given weight is increased roughly from sixteen to seventeen per cent.

88. Q. Why is the superheated steam so much more economical on coal and water than the saturated steam?

A. Because for a given amount of water evaporated you can increase the volume of steam 33 per cent. by superheating. It is readily seen that the coal does not have to be burned if the steam used has 33 per cent. more volume for filling space, or in other words, only so much steam can be admitted to the cylinders for every movement of the valve, and what can not be used must remain in the boiler, so if the engine can not use all of the steam that the boiler is capable of generating, the saving must show in coal and water. If you can not use all of the steam you do not have to burn coal to make it.

89. Q. Which is the better practice, to close the feed valves or water valve while waiting on sidings, etc.?

A. Close the feed valves; the water valve may leak.

90. Q. How can you tell if equalizer tubes become stopped up or broken?

A. If they were stopped up the equalization would be destroyed, and when the steam-chest pressure was less than the boiler pressure the feed would work too fast, the oil would enter the feed glass in a stream instead of forming into drops. If they were broken, the lubricator could not be used. The auxiliary oilers would have to be used to lubricate the cylinders.

=AIR BRAKE QUESTIONS=

1. Q. Explain how an air compressor should be started.

A. A compressor should be started slowly, with the drain cocks open to allow the water of condensation to escape; and as no provision is made in the steam end to cushion the pistons at the end of their stroke, it should be allowed to work slowly until a pressure of thirty or forty pounds has accumulated in the main reservoir; the piston, having to work against this pressure, will be cushioned at the end of each stroke. After the compressor is warm, the drain cocks should be closed and the throttle opened sufficiently to run the compressor at the proper speed. The lubricator should then be started and allowed to feed freely until eight or ten drops have passed, when the feed should be reduced to an amount sufficient for proper lubrication.

2. Q. What kind of oil should be used to lubricate both the steam and air cylinders of the compressor?

A. Valve oil.

3. Q. Where does the main reservoir pressure begin and end?

A. Begins at the discharge valves in the compressor and ends at the engineer's brake valve.

4. Q. Where does the brake pipe pressure begin and end?

A. The brake pipe pressure begins at the feed valve and ends at the brake pipe side of the triple piston, conductor's valve and at the rear angle cock.

5. Q. What is meant by excess pressure, and where is this pressure carried?

A. Excess pressure is carried in the main reservoir and is the pressure above that in the brake pipe.

6. Q. Why is excess pressure necessary?

A. To insure the prompt release of all brakes and quick recharge of the brake pipe and auxiliary reservoirs.

7. Q. How is the amount of excess pressure regulated?

A. By the compressor governor.

8. Q. Name the different parts of the air brake as applied to a car.

A. The triple valve, auxiliary reservoir, brake cylinder, brake pipe, angle cocks, cut-out cock, retaining valve, centrifugal dirt collector and strainer tee.

9. Q. What is the duty of the triple valve?

A. The triple valve has three duties to perform: Charge the auxiliary reservoir; apply the brake; and release the brake.

10. Q. What is the purpose of the auxiliary reservoir?

A. It is here that the air is stored that is admitted to the brake cylinder when the brake is applied; thus, each car carries its own brake power.

11. Q. What is the purpose of the brake cylinder?

A. It is here where the power of the compressed air is converted into work by forcing the brake piston out, moving the brake levers, rods and brake beams, forcing the brake shoes against the wheels, applying the brake.

12. Q. What is the purpose of the brake pipe and angle cocks?

A. It is through the brake pipe that all brakes in the train are placed into communication with the brake valve on the locomotive; and through the brake pipe, air from the main reservoir flows to the triple valves and auxiliary reservoirs on the different cars. The angle cocks are for the purpose of opening and closing the ends of the brake pipe.

13. Q. What is the purpose of the cut-out cock?

A. To cut out any brake that is not in operating condition.

14. Q. How is a brake cut out?

A. By closing the cut-out cock in the cross-over pipe and bleeding the auxiliary reservoir.

15. Q. How would you bleed an auxiliary reservoir?

A. By holding open the release valve on the reservoir until all air has escaped.

16. Q. How would you bleed off a stuck brake?

A. By holding open the auxiliary release valve until the brake piston starts to move toward release position.

=OIL BURNING LOCOMOTIVES=

1. Q. What are the fireman's duties on arrival at the enginehouse previous to going out on an oil burning locomotive?

A. In addition to the duties usually performed on any engine, the fireman should observe the condition of draft pans and arch, observe the condition of burner and dampers; try the oil regulating valve; see that the burner is properly delivering fuel oil to the fire; see that the oil heaters are in working order; that the fuel oil is heated to proper temperature; and see that proper supplies of fuel oil, sand and water have been provided as well as the necessary tools for handling an oil fire.

2. Q. How warm should the oil be at all times in the tank.

A. Warm enough to flow freely at all times, usually about 112 degrees. This temperature is about that which the hand can bear on the outside of the tank.

3. Q. If the oil is too warm, what happens?

A. Many of the good qualities of the oil may be lost by keeping it too warm, and the burner is more difficult to operate and does not work as well when the oil is kept at too high a temperature. Should the oil be too warm, it will give off too much gas which would be liable to cause an explosion in the oil tank.

4. Q. What tools are necessary for firing purposes on an oil burning locomotive?

A. The tools necessary for firing an oil burning engine include sand horn, brick hook, and a small iron bar to be used in cleaning carbon from the mouth of the burner.

5. Q. What is liable to happen if the heater valve is open too much?

A. If the heater valve is opened too much it would be liable to burst the heater hose as well as to heat the oil to a too high temperature and place an unnecessary strain on all the heater connections, causing them to leak.

6. Q. What should be done on approaching stations where additional supply of fuel oil is to be taken?

A. Shut off the fire, close safety and main oil valves, remove any lamps that are so close as to be unsafe when manhole cover is open.

7. Q. What care must be exercised in the use of lamps, torches or lanterns about oil tanks whether hot or cold?

A. Never permit oil lamps or oil torches to be carried within ten feet of the tank opening. Only incandescent lamps or pocket flash lights should be used around oil tank manhole when taking oil.

8. Q. How can oil in the tank be measured without taking a light to the manhole?

A. By inserting a measuring stick into oil in tank and taking stick to the light for reading.

9. Q. What precautions must be taken before entering tanks that have been used for oil to clean or make repairs?

A. Oil tanks, before being entered by workmen, should be thoroughly steamed and cooled before being entered. For safety they should be steamed from six to eight hours.

10. Q. How should the fire be lighted in an oil burning locomotive?

A. First see that no one is working under the engine, that there is the proper amount of water in the boiler and that it will flow through the gauge cocks, that there is no accumulation of oil in the ash-pan or fire-box or existing leaks throughout. If there is no steam in the boiler, the steam connections can be made to the three-way cock at the smoke-arch that will answer for blower and atomizer. If there are twenty pounds of steam in the boiler, it can be operated with its own blower. If oil in the tank is too cold to flow into the burner readily, it must be heated. Open the front damper and put on the blower strong enough to create the necessary draft, open the atomizer valve long enough to blow out any water that might be in the steam pipe to the burner, then close the valve and throw a piece of burning waste in front of the burner and open the atomizer valve enough to carry oil to the burning waste and open the regulating valve slowly until the oil is known to be ignited. Watch the ignition through the hole in the fire-box door, then regulate the steam and oil supply to suit. Be sure that no oil is wasting below the burner or an explosion may result that will prove disastrous.

11. Q. Should the fire go out and it is desired to rekindle it while bricks are hot, is it safe to depend on the hot bricks to ignite the oil without the use of lighted waste?

A. No; depending upon the heat from the firebricks to re-light the fire is dangerous and forbidden.

12. Q. What is termed an atomizer, and what does it perform?

A. The atomizer is a casting containing two long ports with an extension lip; the upper port is for oil and the lower one for steam. The lip aids the steam in atomizing and spreading the oil, which, when properly mingled with the air and ignited, will produce combustion. The atomizer is located just under the mud-ring and pointed a little upward, so the stream of oil and spray of steam would strike the opposite wall a few inches above the bottom if it would pass clear across the fire-box.

13. Q. In starting or closing the throttle of the locomotive, how should the fireman regulate the fire, in advance or after the action of the engineer?

A. In starting an oil burning engine the oil should gradually be brought up as the throttle is opened and the movement and amount of oil should be kept slightly in advance of the action of the engineer in order to prevent an inrush of cold air as the engine is working, which would result in injury to the fire-box and flues. When the throttle is to be closed, the fire should be reduced very slightly in advance of the closing of the throttle. This is to prevent the engine from popping off and black smoke drifting back over the train.

14. Q. Is it necessary that the engineer and fireman on an oil burning locomotive work in perfect harmony and advise each other of intended action at every change of conditions?

A. Yes; they should work in harmony with each other on any locomotive. The fireman should watch every move the engineer makes, and the engineer should advise the fireman of every intended change of the throttle, so he can operate his valves accordingly and save fuel and avoid black smoke.

15. Q. What is the effect of forcing the fire on an oil burning locomotive?

A. Forcing the fire is very hard on fire-box sheets and flues, and will cause them to leak. An even temperature should be maintained in the fire-box of any locomotive.

16. Q. Is a careful regulation of steam and oil valves and dampers necessary to obtain the most economical results?

A. Yes; the fireman's oil valve should be opened just wide enough to permit a sufficient amount of oil to be fed to produce a good fire, but not wide enough to waste oil or produce a volume of black smoke.

17. Q. How can you judge whether the combustion is good or bad, so the valve may be regulated accordingly?

A. By the color of the fire in the fire-box. When it is a dull red color, the temperature is below 1,000 degrees and combustion is incomplete, dense black smoke will issue from the stack. If it is a bright red, the temperature will be about 1,800 degrees and combustion very good, and no black smoke will appear from the stack.

18. Q. How should the flues be cleaned from soot when running, and about how often is this necessary?

A. By placing a small quantity of sand in an elbow shaped funnel or horn, and by inserting same in an opening provided in fire door while engine is working hard, allowing the exhaust to draw the sand through the flues, thus cutting soot and gum from them in its passage and discharging it from the stack. It is necessary that the flues be cleaned of soot on leaving terminals or sidings where the engine has been at rest for any length of time, and also as often as found necessary to aid the engine in steaming. This depends to a great extent upon the degree of perfection with which combustion is obtained. Attention should also be given flues just prior to entering points where engine is to be put in roundhouse or otherwise detained in order to leave the flues clean, as this will aid in putting engine under steam with little delay where the blower alone is to be relied on for draft.

19. Q. Is the injudicious use of the blower particularly injurious on an oil burning locomotive?

A. Yes; the injudicious use of a blower is injurious to any boiler. The cold air drawn through the fire-box is hard on the sheets and flues and will cause them to leak.

20. Q. Is the blower more injurious when a light smoke is emitting from the stack or when a dense black smoke is emitting?

A. It is most injurious when a light smoke is emitting.

21. Q. In drifting down long grades should the fire be shut off or burned lightly? Why?

A. The fire should be burned lightly and not permitted to get low enough to allow the fire-box to lose its temperature, as this will contract the flues and cause them to leak.

22. Q. How should the fire be handled when switching?

A. The fire must be regulated to meet the requirements of the work the engine is performing on each move and to protect against any possibility of the fire being drawn out by the exhaust.

23. Q. Would not some fuel be wasted in this way?

A. Not necessarily. A waste of fuel can be avoided by close attention on the part of the fireman when switching as well as when running.

24. Q. How should the fire be handled when leaving stations?

A. It should be burning brightly and strong enough to prevent the draft from putting it out when the throttle is opened. And a little smoke should show up at the stack, which would indicate that the fire was being forced just a little ahead of the working of the engine.

25. Q. Which is desirable, to use as much or as little steam jet atomizer as possible?

A. It is desirable to use as little atomizer as will make engine show perfect combustion and economy.

26. Q. What is the result of too little steam jet atomizer when standing at stations or when the engine is working light?

A. The result of too little atomizer when standing at station or when engine is working lightly, will result in the oil not being carried far enough into the fire-box or arch and not properly atomized and the fire is liable to go out. The oil will drop from the mouth of the burner into the draft pan to the ground where it is very liable to start a fire under the engine.

27. Q. If too much steam jet atomizer is used with a light fire?

A. It will create a disagreeable gas, which will cause the fire to burn with a succession of light explosions and kicks, also a waste of steam, and which would reduce the fire-box temperature.

28. Q. When the fire kicks and smokes, what should be done?

A. The atomizer should be adjusted. If this does not overcome the trouble, the heater should be put in service, for, possibly, the oil is too cold to flow freely. Another cause of the fire kicking and smoking results from water being mixed with the oil. If this is the case, it should be drained out of the oil tank immediately.

29. Q. How should the dampers be used on an oil burning locomotive?

A. They should be opened just enough to admit sufficient air to produce perfect combustion, but not enough to cool the fire-box. The dampers should be closed when the engine is drifting or when at rest and the fire is cut very low or is out entirely.

30. Q. About how much smoke do you consider an oil burning locomotive should make under adverse conditions, when the engine is steaming well, but is being crowded by the engineer?

A. Only a light smoke should show at the stack.

31. Q. What color is most desirable at peep holes in the fire-box?

A. A white color is most desirable.

32. Q. What will produce the bright red color?

A. Leaky steam pipes, side seams, flues and improper combustion will produce a ruddy color in the fire-box.

33. Q. How does water in the oil affect the fire?

A. Water in the oil will produce popping or kicking with the fire in the fire-box and at times the fire will die down entirely and then flash up as the water disappears and the oil reaches the burner. The most noticeable result of water in the oil is the fact that the fire will get very low. It will almost go out entirely and then will suddenly flash up again as the oil appears. Water in the oil produces a very dangerous condition and should be prevented immediately by draining the water from the fuel oil tank.

34. Q. Do you consider it advisable to keep the burners clean, and how often?

A. When equipped with steam blow-out pipes, they should be blown out before commencing trip so that burners will distribute oil evenly to each side of fire-box.

35. Q. What position should burner be with reference to level and in line with center of fire-box?

A. It is very essential that burners be level and throw flames just to clear floor of arch in order to derive full benefit of heating surface, as the draft has a great tendency to elevate flames, at opposite end of the fire-box.

36. Q. Are you aware that in course of time the atomizer port will become worn too large and will discharge too large a volume of steam to properly atomize, and the remedy?

A. Yes; the lip or bushing should be closed to proper opening so that steam will be restricted at the nozzle and escape with a bursting effect to properly atomize the oil instead of flowing out in quantities against flash walls before it has time to ignite.

37. Q. What is the real object of having the fire-box lined with bricks, and will engine steam without them?

A. Not so well as with the brick, the sheets being in contact with water are too cool to flash the oil readily and hence the use of what is called a "flash wall" built of fire brick and heated to a very high temperature aids combustion very materially.

38. Q. Do you consider it your duty to keep close inspection of brick work as to need of repairs, such as air entering between brick and side sheets?

A. Yes. To see that plaster is kept between the walls and sheets to keep cold air from being drawn in.

39. Q. Will engine steam if brick falls in front of burners or in path of flame and what may be done?

A. No. Remove them with the brick hook or rod by pulling them out through damper of draft pan.

40. Q. Where engine is equipped with an oil-reheater or oil line, do you consider it a help to engine's steaming qualities when used?

A. Yes; at all times this heater should be used.

41. Q. Why use second heater? Why not heat it to a high temperature in oil tank with oil heater?

A. Too much gas generating and boiling the oil continually destroys the higher qualities besides being hard to control the flow through regulation valve.

42. Q. Do you consider a vent hole in oil tank advisable, and why?

A. Yes; to allow any accumulation of gas to escape and to admit the air so that oil will flow freely.

43. Q. Do you inspect your oil pipes and report all leaks? What other bad effect has a pipe leak aside from waste of oil?

A. Yes. It will cause oil to feed irregularly.

44. Q. Are you aware that keeping the flues clean is the greatest one thing that you can do in regard to fuel economy, and how often should they be cleaned?

A. Yes. At least every ten miles.

45. Q. Do you know that the engine should be working hard and at a speed not less than twenty miles per hour when sanding flues to avoid the sand falling to floor of the fire-box and accumulating in front of them?

A. Yes.

46. Q. Do you realize that on first closing throttle you should not adjust fire too low? Explain best method.

A. Yes. I would allow steam pressure to fall back some fifteen pounds before throttle is closed and on having closed same leave a good fire in box, allowing it to cool gradually to avoid leaky flues, broken staybolts, cracked sheets caused by sudden fall of temperature.

47. Q. How is the flow of oil controlled?

A. By the valves in tank and pipe connections.

48. Q. Name these valves, their location and purpose.

A. The safety valve controls the flow of oil from the fuel oil tank through an opening in bottom sheet of tank to the pipes leading to burner. This valve is forced to its seat by a heavy spring and is held off its seat by a key in the upright rod extending above the top of tank. To this key a rope or chain is attached and also attached to the cab to cause the pin in rod to be pulled in case of a separation between engine and tank and allow the valve to be seated by its spring and avoid a waste of oil. The second or main oil valve is located in oil pipe under deck leading to burner. It is usually of the plug-cock pattern connected by bell crank and this connected to some part of the engine by chain, in which case it also acts as a safety valve in case of separation between engine and tender. In other cases it is connected by an operating rod extending above deck of tender where it can be operated by hand in case of safety valves failure to shut off the flow of oil. The third or firing valve is usually located between heater box and burner, and is provided with an upright rod extending into cab where it is provided with a handle or lever in position to be conveniently handled by fireman while seated in cab. This valve regulates the flow of oil desired to reach the fire.

49. Q. When shutting out fire which valve should be closed first? Why?

A. The safety valve. To allow the oil in pipes to be consumed and to see that this valve is in working order.

50. Q. Should safety valve fail to shut off the flow of oil in such cases would it be safe to rely on the firing valve to shut off the fire?

A. No. The main valve should then be closed.

51. Q. Should the firing valve be depended upon to shut off the fire at any time? Why?

A. No. From constant use they are frequently leaking and the trouble is not detected while in use, and again there is always danger of the handle being moved by workmen or others about the cab.

52. Q. What is a heater box?

A. It is an apparatus having two passages, one for steam passing from boiler to heater pipes in tank and another passage for oil from tank before it is delivered to burner. In this manner the oil before reaching the burner is heated much higher than the temperature of that contained in tank.

53. Q. In the event of the heater pipes or connections becoming defective, how could the oil be heated in tank?

A. By closing the firing valve, closing the valve on heater pipe, and opening valve on heater box, the steam from heater throttle can be passed directly through the oil feed pipe to the fuel supply.

54. Q. In the event of an objectionable quantity of water in oil, how can it be removed?

A. In some instances the tanks are provided with drain pipes for this purpose, but in the absence of same, the feed hose or pipe between engine and tank can be disconnected and used as a drain to fuel oil tank.

55. Q. What effect has leaks between fuel tank and firing valve?

A. A waste of oil only.

56. Q. What effect has leaks between firing valve and burner?

A. In addition to a loss of oil while fire is burning low, and but little steam atomizer being used, it interferes very materially with the engine's steaming by admitting air when using considerable steam atomizer. This causes a very irregular oil feed.

57. Q. What action of the fire would indicate leaks in pipes between firing valve and burner?

A. The fire-box will give off sounds similar to slight explosions, and the smoke at stack will indicate irregular fuel feeding.

58. Q. What would you consider the proper adjustment of burner?

A. That which will provide for the delivery of the oil from burner to flash wall without striking arch, side walls, or floor brick while doing so.

59. Q. In case it becomes necessary to fire up an oil burning engine with wood, what parts should be given particular attention?

A. The brick work. To see that same is not damaged or displaced while placing the wood in fire-box, also to protect by placing brick over that portion of burner extending into fire-box ahead of mud ring, or by so arranging the wood in fire-box as to prevent any great amount of heat from reaching the burner and melting nozzle of same.

60. Q. In case of sudden drop in steam pressure, what might be the cause?

A. Loose brick perhaps fallen in front of burner and obstructed the flow of oil. The petticoat pipe may be loose and out of line or the dampers may have fallen shut.

61. Q. In case brick have fallen in front of burner, how can they be removed?

A. By a hook provided for that purpose. They can usually be forced out through the vent openings, but if this cannot be done, they should be thrown against the blast wall in order to get them as far as possible out of the course of the fuel feed.

62. Q. In case a petticoat pipe becomes deranged, what can be done?

A. In case it cannot be put back in proper position, it should be removed altogether. (Trips have been successfully completed in this manner.)

63. Q. Will a corroded burner mouth prevent the proper delivery of fuel to fire?

A. Yes.

64. Q. What causes the mouth of burner to corrode?

A. The asphaltum and sand contained in the oil.

65. Q. How can this be removed on the road?

A. By having a hook or rod provided with a point that can be inserted into mouth of burner.

66. Q. Why should a fuel oil tank not be filled to its holding capacity?

A. Because when heater is applied the oil would expand and overflow.

67. Q. In case of derailment or other accident that might cause the fireman to desert his position in cab, what should he do?

A. Pull key out of safety valve rod, thereby allowing oil feed from tank to be shut off.

=MECHANICAL EXAMINATION=

THIRD SERIES

1. Q. What are the duties of an engineman before attaching a locomotive to the train?

A. He should make a complete inspection of the locomotive, observing all important nuts and bolts, look for any signs of hot bearings on previous trip, see that the engine is equipped with necessary tools and supplies, test both of the injectors and the air brake equipment to be sure they are in good working order, see that headlight and signal lamps are in place and ready for service, observe water conditions in boiler, inspect the interior of the fire-box and see that the locomotive is properly lubricated.

2. Q. What tools should there be on the locomotive?

A. Such as are necessary to properly operate the locomotive, care for the machinery, disconnect and block up in case of breakdown and the necessary firing tools.

3. Q. What examination should be made after any repair work has been done on valve, brasses, etc.?

A. See that brasses are properly fitted, keys fastened and nuts made tight. If any repairs have been made on valves or valve gear, would see that the reverse lever could be moved freely and that all movable parts had been properly replaced; would also give especial attention with reference to lubrication of these parts.

4. Q. What attention should be given to boiler attachments, such as gauge cocks, water glasses, etc.?

A. Would see that the gauge cocks can be opened to try the water and closed, so steam and water would not come out into cab. Observe the water glass and note if water is moving up and down in the glass, see that the steam valve at the top and water valve at bottom of glass could be opened and closed, and allow water and steam to circulate freely through the glass.

5. Q. What do you consider necessary to report on locomotive boilers?

A. Should report all defects on boiler and its attachments while engine is in engineer's charge.

6. Q. Trace the steam from the boiler through the cylinders to the atmosphere and explain how it transmits power.

A. Steam enters the throttle valve located in the highest part of the dome in order to get the driest steam, then passes through the standpipe and dry pipe out of the boiler to the steam pipe tee or nigger-head located in the front end, then through steam pipes to the steam chest. A steam valve in each steam chest distributes the steam so that it enters the cylinders at or just before the beginning of the stroke; pushing the piston to the end of its stroke; just before the piston reaches the end of the cylinder, the steam valve opens communication to the exhaust port through a cavity in its exhaust side, then through the exhaust pipes and tips up through the draft or petticoat pipe and stack to the atmosphere. When steam pushes the piston through the cylinder, its power is transmitted by the main rod to the main crank pin which causes the wheels to revolve, thus moving the engine and its train.

7. Q. Why is it important that there be no holes through the smoke-box door or front end and none in smoke-box seams or joints?

A. So as to maintain as good a vacuum as possible in the smoke-box and prevent small amounts of air coming in through leaks which tend to heat and warp the smoke-box and its door.

8. Q. How should the locomotive be started to avoid jerks, and what train and other signals should be looked out for at the time of starting?

A. Place the reverse lever in full gear, open the throttle valve gradually so as to start the train one car at a time and easily. Look for signals ahead to show that the track is clear and switch is in correct position, then look for signals from the rear end that the train is all coming.

9. Q. Will an engine equipped with superheat units move as quickly as a saturated steam locomotive when throttle valve is first opened?

A. No.

10. Q. Why?

A. Because steam must first pass through superheat units before it enters the steam pipes leading to steam chest.

11. Q. In placing engine on the turntable, at water or stand pipes, or at other similar places, what must be done?

A. Close throttle valve sooner so that the steam confined in superheat units, pipes and steam chests, will have passed out to the atmosphere.

12. Q. After a locomotive has been started, how can it be run most economically?

A. By regulating the supply of steam to the steam chest with the throttle and the point of cut-off with the reverse lever; so that no more steam be used than necessary to maintain the proper speed, whenever possible working the engine at short cut-off so as to use steam expansively.

13. Q. What is meant by working steam expansively?

A. Hooking the reverse lever up toward the center gives the valve a shorter travel and closes the live steam port when the piston has made only a part of its stroke. This cuts off the supply of live steam coming from the steam chest. The expansion of the steam already in the cylinder pushes the piston to the end of its stroke without the use of a full cylinder of live steam.

14. Q. How rapidly should water be supplied to the boiler?

A. No faster than it is evaporated into steam, unless just before a hard pull; or when shutting off with a heavy bright fire in the fire-box to prevent waste of steam at the pops.

15. Q. What is the difference between priming and foaming of a locomotive boiler?

A. Priming is caused by carrying the water too high in the boiler so that when the throttle valve is opened some of it passes over with the steam in the form of a spray. Foaming is caused by the water becoming dirty from animal or alkaline matter, so that heat makes it foam like soap suds. Muddy water or certain vegetable matters will also make a boiler foam.

16. Q. What should you do in a case of foaming? What in a case of priming?

A. In a case of foaming, if possible, allow the boiler to cool off a little, increase the supply of feed water to prevent water getting too low, and whenever possible blow some of the dirty water out of the boiler, replacing it with clean water. In case of priming, shut off the supply of feed water until the water level drops to the proper height in the boiler.

17. Q. What danger is there when the water foams badly? When it primes badly?

A. There is danger of knocking out cylinder heads, cutting the valves, stalling on some grade or getting on some train's time because the engine cannot be worked to its proper power. When shutting off steam, the water is liable to drop below the crown sheet and thus risk burning the fire-box. When water primes badly, it is liable to break cylinder packing rings, knock out cylinder heads, break bolts in the steam chest and cut the valves. In such a case additional oil should be fed to the steam chest until the valves are properly lubricated.

18. Q. Suppose that with the water glass in good working order, immediately after closing the throttle the water disappeared from the water glass, what should be done?

A. Would open the throttle and endeavor to raise water until both injectors would put enough water into the boiler to make it entirely safe to close the throttle. If unable to raise the water level to the lower gauge cock would smother the fire or put it out entirely, if necessary, keeping both injectors working.

19. Q. What work about a locomotive should be done by the engineman?

A. Inspection of the engine both before and after the trip. The engineer should do any necessary work on the engine after starting out on the trip to avoid breakdowns and insure getting over the road promptly. This means tightening up any important bolts that work loose on the trip and keeping parts from working out of position, adjusting wedges and rod keys.

20. Q. How should the work of setting up the wedges be done?

A. Place the engine on the upper quarter on the side with the loose wedge. Do not set the brake if brake shoe will push the driving box against the defective wedge, but block engine truck wheels so the engine cannot move, push the boxes against the shoe or dead wedge with a little steam, set the wedge up until it is a snug fit, then pull it down about one-sixteenth of an inch and fasten. Provision should be made for expansion of the box when it gets warm.

21. Q. How should rod brasses be keyed?

A. If properly fitted they should be keyed brass to brass; if not so fitted, they should be keyed on the large part of the pin so they will be free enough to run without heating and snug enough to run without pounding. Do not key them so tight at either end as to prevent the lateral motion of the brass on the pins.

22. Q. How should an engine be placed for the purpose of keying the rod brasses?

A. For the main rod, place the engine on the quarter or the top forward eighth, whichever place gives the largest diameter of the pin to key the brass against. After keying up, test by moving the wheel to another position and see if brasses are free on the pin. For the side or parallel rods, always place the engine on the center for the side that is to be keyed.

23. Q. How should the side rods on a mogul or consolidation locomotive be keyed?

A. Place the engine on the center on that side, key up the brass on the main pin first, work each way toward the ends of the rods, being careful to keep them the proper length so they do not bind when passing either center. Be sure that wedges are properly set up before keying the side rods.

24. Q. What is the necessity for keeping the brasses keyed up properly?

A. If too tight, they will surely run hot; if too loose, they will pound and injure the brasses as well as endanger the safety of the straps and rod bolts. Very loose brasses can pound enough to get hot.

25. Q. What is meant by an engine out of tram? Out of quarter?

A. When corresponding wheels on opposite sides of the engine on different axes are not spaced equally apart; where the axle of any wheel is not at a right angle to the center line from front to rear of engine, so they do not run square on the rails, or where the space between the axle centers on opposite sides is not equal. This is sometimes indicated by unequal flange wear and should be reported at once. Wheels are out of quarter when the crank pin in one wheel is not exactly 90 degrees or one quarter of a turn from the pin in the wheels on the other end of the same axle. This is usually caused by slipping the engine with sand on one rail only and the condition of engine should be reported at once.

26. Q. Describe a piston valve.

A. A piston valve is a cylindrical spool-shaped valve constructed with packing rings much the same as the steam piston that moves through the cylinder, except that a piston valve is double or composed of two pistons connected by center rod or spool working in a bushing of equal diameter. Steam and exhaust ports are cut through this bushing; steam ports to the cylinder and exhaust port to the exhaust pipe. There is also a steam port for live steam from the boiler. As the pressure on this valve is equal in both directions it is practically balanced.

27. Q. What is a balanced slide valve? How is it balanced, and why? For what purpose is the hole drilled through the top of the valve?

A. One in which the steam pressure on the top and bottom of the valve is nearly equalized. This is done by protecting a portion of the top of the valve from the steam pressure. It is usually balanced by strips held against the pressure or balance plate by one or more springs. This is done to prevent live steam from getting on top of valve and thus relieve the valve from the top pressure which would cause excessive friction between the bottom of the valve and its seat. The hole through the top is to allow any steam which might leak by the strips to pass into the exhaust, so pressure could not accumulate on the top of the valve, also to equalize the exhaust pressure between the top of the valve and exhaust cavity as well as to assist in lubricating the balance plate.

28. Q. What is meant by inside and outside admission valves?

A. With an inside admission valve (usually a piston valve), the live steam comes between the piston valve heads, the outside end of the heads being connected with and exposed to exhaust pressure, it admits steam past the inside edges of the valves. An outside admission valve has the space between the ends connected to the exhaust and a space at the ends connected with the live steam. It admits steam past its outside edges. A piston valve can be either inside or outside admission, while a slide valve is always outside admission.

29. Q. What is the relative motion of the main piston and the steam valves for inside admission, and, on the other hand, for outside admission?

A. If the piston is in the front end of the cylinder, an inside admission valve must move forward in order to connect the inside of the valve with the front live steam port to admit steam against the piston. The outside end of the valve opens the exhaust port for the back end of the cylinder. In the same position of the piston an outside admission valve must move backwards to open the steam port or in the same direction as the steam piston when commencing its stroke.

30. Q. What is an Allen ported valve, and what is its object?

A. An Allen ported valve is an outside admission slide valve having an extra port from one end of the valve to the other, above the exhaust cavity and through the body of the valve. This extra port is calculated to admit steam through the valve at the same time that steam passes by the end of the valve into the same steam port, thus doubling the area of opening for live steam when the port is first opened.

31. Q. What is the difference in the valve motion for outside admission valves and for inside admission valves?

A. An outside admission valve must be moved in the opposite direction to an inside admission valve in relation to the movement of the steam piston when beginning its stroke; therefore either the position of the eccentric or the position of the rocker arms in relation to the rocker shaft must be opposite for a change in these valves.

32. Q. What is a direct motion valve gear? What is an indirect motion valve gear?

A. A direct motion valve gear is one in which the valve moves in the same direction as the eccentric rod, that is doing the work, in many cases no rocker arm is used. In case a rocker arm is used, both arms point in the same direction like the letter U. An indirect motion valve gear is one in which the valve moves in an opposite direction to the eccentric rod doing the work. A rocker is used in which the arms point in opposite directions from the shaft connecting them. Owing to the design and construction of the Walschaert valve gear, it is a direct motion gear when the engine is running in one direction with the link block in the bottom of the link, an indirect motion when the engine is running in an opposite direction with the link block in the top of the link; usually direct motion when running forward.

33. Q. How can you detect the difference between a blow in valve or piston packing?

A. A blow from the valve is more constant and has a somewhat different sound, while a blow from cylinder or piston packing will blow stronger at the beginning of the stroke and gradually decrease as the stroke is completed.

34. Q. How would you place engine to locate broken admission steam ring in piston valve?

A. Would place engine on quarter, reverse lever in center so as to cover ports, then open throttle; and the steam will blow out of cylinder cock at the end of cylinder where broken valve ring is located.

35. Q. How would you locate broken exhaust ring in piston valve?

A. Watch the cross-head when engine is working steam. As there will be three normal and one light exhausts, you can determine on which side of the engine the light exhaust takes place.

36. Q. What is meant by lead? What by line and line?

A. Lead is the amount of port opening for live steam to cylinder ahead or back of piston when the piston is on the dead center. If the steam edge of the valve is in line with the edge of the steam port when the piston is on the center, it is said to be line and line.

37. Q. What is meant by steam lap?

A. The distance that the valve overlaps the live steam edges of the steam ports when it is in the center of its travel over the seat. This distance is measured at one end only, although the valve laps equally at both ends.

38. Q. What is meant by exhaust lap? What by exhaust clearance?

A. Exhaust lap is the distance that the exhaust edge of the valve overlaps the exhaust edge of the steam port when the valve is in central position. Exhaust clearance is the opening between the exhaust edge of the valve and the exhaust edge of the steam port with valve in central position. If the valve has neither exhaust lap or clearance it is said to be line and line.

39. Q. What is meant by release? What by compression?

A. Release is the point in the travel of the piston when the port is opened. Compression is the distance the piston travels after exhaust port closes before the live steam port opens. During this travel of the piston the exhaust port is closed so the moving piston compresses the steam left in the cylinder.

40. Q. With an indirect valve motion and outside admission valve, what would be the position of the eccentric relative to the crank pin on that side? What with a direct valve gear? What difference between outside admission valve and inside admission valve as to this position?