Chapter III: Part 3

A. With an indirect valve motion and an outside admission valve, the go-ahead eccentric follows the crank pin with engine running ahead. Without any lap or lead it would be a quarter of a turn or 90 degrees behind the pin, but as all valves have lap and lead, the eccentric is advanced or placed toward the pin enough to move the valve the amount of the lap and lead. With a direct valve gear and an outside admission valve, the eccentric will be a quarter of a turn or 90 degrees ahead of the crank pin and advanced enough to move the valve the amount of the lap and lead. With an inside admission valve and an indirect valve motion, the eccentric will come the same as for an outside admission valve and direct motion, or more than a quarter of a turn ahead of the pin. With an inside admission valve and direct motion, as piston valves are usually put up, the eccentric will follow the pin less than a quarter of a turn.

41. Q. What effect would be produced upon the lap and lead by changing the length of the eccentric rod?

A. Lap depends on the construction of the valve. A change of the eccentric rod would not effect it, but would widen the port opening at one end of the travel and reduce it at the other. It should be equal at both ends. Lead is controlled by the position of the eccentric on the axle and it must be equal at both ends. Changing the length of the eccentric rod from the proper one does not really affect the lead, because no proper measurement can be made until lead is equal at both ends. Therefore improper length of eccentric rods varies the port opening at the beginning of the stroke of the piston at both ends.

42. Q. Why are eccentric rods made adjustable?

A. In order to change their length to make adjustment of the valve gear not as easily made in other ways.

43. Q. Why is it necessary to keep the cylinders free from water?

A. In order to avoid damaging valves and cylinders, to insure perfect lubrication and obtain the most efficient service from the locomotive.

44. Q. Where is the piston rod packing located? Where cylinder packing?

A. Piston rod packing is usually soft metallic rings located inside of a gland at the back end of cylinder and around the rod. Cylinder packing rings are usually cast iron, placed around the piston head and bearing against the walls of the cylinder.

45. Q. How are metallic packing rings on piston rods and valve stems held in place? What provisions are made for the uneven movements of the rod?

A. The packing rings fit into a vibrating cup or cone located inside the gland, being held therein by means of a spring as well as by the steam pressure. Provision is made for uneven movement of the rod by making the inside of the gland larger than the vibrating cup and using a ball-joint ring between the vibrating cup and gland.

46. Q. While running under steam and there is a failure of part of the locomotive which does not seem to prevent running at full speed, how would you proceed?

A. Keep the locomotive running if in your judgment it is safe. Try to ascertain what the injury is and be prepared at the next stop to do such work as the case demands, being careful to make the stop at such a place that the work can be done without interfering with the movements of main line trains.

47. Q. If one side of a locomotive is disabled, what would you do in a general way to make it possible to use steam on the other side?

A. Disconnect enough parts to allow for the turning of the wheels and for reversing of the opposite side without moving the valve on the disabled side.

48. Q. In case a locomotive in your care became disabled on the road, what would you do?

A. First see that the train is protected. Next examine the locomotive and see what is necessary to do to move it and if possible the train. If unable to make repairs at once to bring the engine and train forward, would advise exact condition of engine and ask for help. In the meantime endeavor to move the train so as to give other trains the use of the main line.

49. Q. Suppose a wash-out plug blew out or a blow-off cock broke off or would not close, what should be done?

A. Kill the fire, get the train on a side track, if possible, and if unable to make repairs get the engine in condition to be towed in. In all cases with a disabled engine allow the train to drift to a siding, when possible, and stop between the switches so as to allow other trains to pass through siding.

50. Q. Can a locomotive boiler without steam pressure be filled by being towed by another engine? If towed, how filled?

A. Yes. Close all openings where air could enter the boiler. All relief valves, cylinder cocks, gauge cocks, the whistle valve and air pump steam valve should be closed. Place the reverse lever in full gear in the direction the engine is to be towed with water supply valve and injector throttle open. Use engine oil through auxiliary oil cups to oil valves and pistons. The movement of the pistons in the cylinders will pump the air out of the boiler and atmospheric pressure on water in the tank will force water into boiler when the engine is towed.

51. Q. What should be done if grates should be burned out or broken while on the road?

A. Pull the fire off the broken or burned grates, cover that section with any pieces of iron at hand (fish-plates or angle-bars are very good), then level up the fire, clean ash-pan and proceed with full train.

52. Q. What precaution should be taken to prevent locomotive throwing fire?

A. The netting and smoke-arch should be kept in good condition; cinder slide and hand hole plates securely fastened, ash-pan clean and slide dampers for dumping ashes closed. Care should be exercised in working the engine, especially in the vicinity of stations or places where fire is liable to catch. Avoid working the engine hard so as to prevent throwing cinders.

53. Q. What shall be done with a badly leaking or bursted flue?

A. Plug it if possible with an iron or wooden plug. If in the fire-box end, a piece of scantling or post can be sharpened and driven into the flue from the fire-box door; it will then burn off up to where the water from the bursted flue keeps it wet. If a bottom flue, would cover it with ashes or green coal so that the leakage would not put out the balance of the fire. If able to maintain steam pressure, would then proceed with a full train.

54. Q. What should be done in case the throttle valve stem became disconnected while the valve is closed? If it became disconnected leaving valve open?

A. Would notify the train crew and Dispatcher and arrange to be towed in. With lubricator working, unless in very cold weather so there is danger of the water freezing in the cylinders or steam chest passages, would not disconnect. By taking out lubricator chokes and steam chest valves from the oil pipe, a larger supply of steam could be got into the cylinders. If in to clear of other trains and practicable, would take up the dome cap and connect the throttle again. If disconnected and valve stuck open, would notify the train crew and Dispatcher, reduce steam pressure until the engine could be handled with reverse lever and brake, and proceed with such a train as the engine can handle.

55. Q. In case a valve yoke or stem became broken inside of steam chest, how can the breakage be located?

A. In this case the disabled valve is always pushed to the front end of the steam chest so that with a slide valve or outside admission piston valve the back port is open to live steam. When given steam, the engine will stop on the eighth, and when reversed will move over to the other eighth, being stopped there by the live steam in the back end of the cylinder having the disabled valve. Steam will blow from the back cylinder cock on the disabled side and cannot be changed by reversing the engine. If the valve is pushed far enough ahead to open the exhaust port, steam will blow through the exhaust so the engine cannot be moved. With an inside admission valve the forward steam port will be opened and steam will come out of the forward cylinder cock on the disabled side.

56. Q. After locating a breakage of this kind, how would you proceed to put the engine in safe running order?

A. Would move the valve to central position so as to cover both steam ports, if possible. This may be done by taking out the relief valve if on front side of the steam chest and pushing valve back, or taking up the cover for a slide valve; or taking off front head for a piston valve. Disconnect the valve rod from rocker arm and block valve stem so it cannot blow out of the gland or let valve work back. Loosen cylinder head in order to provide for lubricating cylinder so as to leave the main rod up on the disabled side and proceed on one side. If unable to cover the open steam port it would be necessary to disconnect the main rod on the disabled side, blocking the piston at the proper end of the guides so live steam coming into the cylinder would not move it.

57. Q. If a slide valve is broken, what can be done to run the engine on one side?

A. Remove the steam chest cover, place a thin board between the valve and the steam passages in the seat, replace steam chest cover, disconnect valve rod, and if able to lubricate the cylinders leave up the main rod and proceed on one side.

58. Q. If one of the bolts connecting the two parts of a built-up link on Stephenson gear breaks or is lost, how would you proceed?

A. If temporary bolt cannot be supplied, take down the forward part of the link, disconnect and remove link block, fasten valve to cover ports, and proceed. If moving link will clear rocker arm or other parts of the machinery after link block is taken out, it will not be necessary to disconnect eccentrics.

59. Q. What should be done in case of link saddle pin breaking?

A. Remove the broken parts and block the disabled link in such a position that the entire train could be started, using a very short block above the link block in the link slot and a longer one below it.

60. Q. With one link blocked up, what should be guarded against?

A. Reversing the engine or moving the tumbling shaft arm down so the link on the disabled side can strike it.

61. Q. How can it be known if an eccentric has slipped on the axle?

A. By the uneven exhaust of the engine and a thorough inspection to determine the cause.

62. Q. Having determined which eccentric has slipped, how should it be reset?

A. Place the engine on the center on disabled side and if a back-up eccentric has slipped, would place the reverse lever in full forward gear and mark the valve stem flush with the gland; then place the reverse lever in full back gear and move the slipped eccentric until the mark on the stem returns to its original position, taking notice that the throw of the eccentric is on the other side of the axle from the go-ahead eccentric used as a marker, and tighten up set-screws. To set a go-ahead eccentric, use the back-up one on that side for the marker. If the eccentric had been keyed on, would move the cam until the key-way in the axle came in line with the slot in the cam. Knowing the position of the eccentric in relation to the crank pin, an inspection would show where it belongs. The eccentrics are usually opposite the third spoke in the driving wheel from the pin, sometimes ahead of the pin, in other cases back of the pin, depending on whether it is an inside or outside admission valve, a go-ahead or back-up eccentric.

63. Q. What should be done in case of a broken eccentric strap or rod?

A. For a go-ahead strap or rod take down all broken parts, disconnect valve rod, cover ports, and come in on one side. It is safer to take down also the back-up strap and rod on that side. If the back-up strap and rod is broken, it is possible to secure the bottom end of the link so it will not turn over, work the engine full stroke ahead, proceeding with full train until the main line is clear.

64. Q. How should the engine be disconnected if the lower rocker arm became broken? If link block pin?

A. Would remove broken parts; if moving link would strike anything connected with the rocker box or broken arm it would be necessary to take down both eccentric straps and rods. Block valve central over ports and come ahead on one side. If a link block pin was broken, it might be possible to put a bolt in there to do the work, otherwise block the valve on the center of its seat and if the link will not clear the lower end of the rocker arm take down the eccentric straps and rod. In any case where necessary to take off the eccentric rod always take off the strap also.

65. Q. For what breakdown is it necessary to take down the main rod? The side rod?

A. A broken main crank pin, broken main rod or strap, broken piston rod when near the middle of the rod, broken cross-head or guide, broken valve or seat when steam cannot be kept out of the cylinder. Side rods must come down for broken side rod, broken main pin, or broken side rod pin affecting that rod.

66. Q. If it is not necessary to take down the main rod of disabled side of the engine, how would you arrange to lubricate the cylinders?

A. If cylinder and piston are in good shape and it is possible to block the valve to admit a small quantity of steam into the back end of the cylinder, oil from the lubricator will go through this opening and oil the piston rod and cylinder packing. If not possible to block the valve properly, cover the ports and oil the cylinder through the indicator plug openings or relief plug holes. If not possible to do this, slack off the bolts on the front cylinder head, wedge the head open so oil can be introduced. In some cases it may be necessary to take the head off; that however, allows dust and grit to enter the cylinder.

67. Q. What is the by-pass valve, and what is its duty?

A. By-pass valves are connected to the steam port leading to the cylinder. Its duty is to open when the engine is drifting with steam shut off, and close when working steam, to allow air to pass back and forth from opposite sides of the moving piston.

68. Q. What is a vacuum relief valve? What a cylinder relief valve?

A. A vacuum relief valve is usually located on the steam chest or the live steam passage to the chest and opens when steam is shut off and engine drifting, allowing atmospheric pressure to pass into the steam chest, closing when working steam. A cylinder relief valve is a pop valve screwed into the cylinder head and set at high enough pressure so it does not open in ordinary service, but will open to allow water to pass out when the exhaust port is closed by valves; or on compound engines when the pressure in the low-pressure cylinder gets too high.

69. Q. What would be considered a bad engine or tender truck wheel?

A. One loose on axle; having bad flat spots; very sharp flanges; bad sand spots; cracks shelled out; or other defect that would make the wheel unsafe.

70. Q. What should be done if a tender truck wheel or axle should break?

A. Would place a piece of timber or rail across the tender, jack up the corner of the truck that is disabled chain it to the timber and fasten the timber at the other end to hold it so it would carry the disabled truck. If it is possible to slide the wheel or truck, place a tie across the rail and keep the wheel from turning, then slide it to a siding.

71. Q. What should be done if an engine truck wheel or axle should break?

A. Would block between the engine frame and truck frame over the good wheel on disabled side, swing the disabled corner of the truck to the engine frame with a chain. Look out when crossing frogs that disabled truck does not leave the track. With a broken flange, would block the wheel to prevent its turning and skid it to a siding.

72. Q. What should be done for a broken tender truck spring?

A. Jack the tender up to where it belongs and put a block in place of the broken spring.

73. Q. What should be done with a broken engine truck spring or equalizer?

A. For a broken spring, raise the front end of the engine and place blocks across the equalizers under the truck spring near the spring band. For a broken equalizer, block on top of engine truck boxes and under truck frame.

74. Q. What should be done if a driving spring hanger or equalizer should break?

A. Would block between the driving box affected and under the frame over it, using hardwood block or piece of iron. Would also block the equalizer up to its proper position between the disabled end and the frame, or over the other end, as the type of spring rigging requires, to hold the equalizer level. For a broken equalizer, would block on top of all boxes affected, would raise the engine by running the proper driving wheels upon an incline or wedge to lift the engine while other boxes were blocked; a re-railing frog comes handy for this work.

75. Q. How can an engine be moved if the reverse lever or reach rod were caught at short cut-off by a broken spring or hanger?

A. By removing the pin at the forward end of reach rod, to free the tumbling shaft and allow it to be moved either forward or back to move the engine. A block should be placed over the link block to avoid damaging it when uncoupled, as well as to hold link in proper position to move the engine. This would allow the engine to be moved and clear the main line.

76. Q. How can the blowing of steam past cylinder packing, a valve or valve strip be distinguished or located?

A. Test for a leaky slide valve, place the engine on the quarter on the suspected side with the reverse lever in center notch; the valve should be in the middle of its travel and cover both ports. If steam blows through the open cylinder cocks on that side, the valve or seat are defective. A leaky balanced valve strip will allow steam to blow through the hole on top of the valve into the exhaust port in the seat and very little steam will come out of the cylinder cock; in some cases with the valve barely opening a steam port to the exhaust, air will draw in at the cylinder cock. If there is a drip cock in the exhaust pipe under the saddle, the steam will blow out there. After testing for leaky valve, place the engine on about the forward bottom or top back eighth, block the wheels or set the brakes solid, put reverse lever in corner, open cylinder cocks and give the engine steam. If steam comes out of both cylinder cocks, and testing valve shows it is tight, then the packing is blowing. Cylinder packing should be tested with steam first on one side of the piston and then on the other.

77. Q. If engine should blow badly and be unable to start the train when on the right dead center, on which side would be the blow generally?

A. On the left side. If the side standing on the quarter cannot start the train, the trouble is usually there.

78. Q. If throttle were closed and steam came out of cylinder cocks, what might be the cause?

A. To test for this, first shut off steam connection to the lubricator; steam leaking into the cylinders can come from a leaky throttle or leaky dry pipe.

79. Q. Is it possible to distinguish between a leaky throttle and a leaky dry pipe?

A. Yes; a leaky throttle usually leaks steam at all times. A leaky dry pipe will leak both steam and water. It will show a stream of water at the cylinder cocks when the water level in the boiler is raised above the leak in the dry pipe.

80. Q. What effect have leaky steam pipes in the smoke-arch, and how should they be tested?

A. Leaky steam pipes waste steam and very seriously affect the draft in the front end. A bad leak in the back part of the joint at the bottom will blow into the tubes and make the engine smoke at the door with throttle wide open while standing still. To test them, open the front door and cover the joint with fine cinders. When the engine is given steam, the cinders will blow away from the leak; to properly test them in the shop, water under heavy pressure should be used.

81. Q. How should the test for a leaky exhaust pipe joint, or a leaky nozzle joint be made?

A. About the only test that can be made on the road is to open the front end and reverse the engine with throttle partly opened, watching the suspected joint at the same time. For the bottom one with cinders around the joint, for the top one it can sometimes be detected by holding a torch near the joint.

82. Q. What should be done if a steam chest cracks?

A. Would loosen up the steam chest cover to free the sides, and wedge between the studs and walls of chest, crowding the broken parts together. A brake shoe key does this nicely. Would then tighten down on steam chest cover and proceed.

83. Q. What should be done if a steam chest breaks?

A. Would take off steam chest cover, place strips of boards over the steam inlets and block on top of them so that the steam chest cover would hold them in place and prevent live steam coming out of inlet. Would then make the necessary disconnection and proceed on one side.

84. Q. If a link lifter or arm were broken, what should be done?

A. Take off the disabled parts, block between the top of the link and link block, having the disabled link blocked down very nearly in full strokes. For safety, both the top and bottom of the disabled link should have blocks in its slot; the good link would be held in place by the reverse lever and should under no consideration be dropped down any farther than the disabled link was.

85. Q. If the reverse lever or reach rod should break, what should be done?

A. If either breaks, place an iron bar or suitable piece of material across the top of both frames, securely fastening it in position, then fasten the arm of the tumbling shaft to the bar. This will require the engine to be worked at about half cut-off; handle such part of the train as the road conditions would permit.

86. Q. What should be done if the piston, piston rod, cross-head, main rod or crank pin are broken or bent?

A. If a piston should break, would remove broken parts, disconnect valve stem, clamp valve in central position, and if moving piston would not damage cylinder, leave main rod up and proceed. If a piston rod, cross-head, main rod or crank pin are broken or bent, would take down the main rod, block the valve and cross-head; if piston rod is broken off at the cross-head, leave main rod up.

87. Q. What should be done when there is a loose or lost cylinder key?

A. If the cylinder key is loose, it should be tightened up; if lost, something should be substituted. In case nothing solid can be found to take the place of the key, the engine should be run in light to avoid further damage.

88. Q. What should be done if a safety valve spring or stud breaks?

A. The steam pressure should be reduced. With broken spring, screw the parts down solid or clamp the stem down. This can be done by laying a piece of scantling across the top of the valve, fastening each end to the hand rail on opposite sides of the engine in case of broken stud. Would then raise steam pressure and proceed. Care should be taken to see that the other safety valves relieve the steam pressure properly.

89. Q. How can an engine be brought in with a broken front end or stack?

A. By boarding up the front end to make it as near air tight as possible and using a barrel or a petticoat pipe in place of the stack, wiring it fast to the smoke-arch. Where a portion of the stack is inside the smoke-box the engine might steam without the barrel or petticoat pipe.

90. Q. What should be done if the frame is broken between the main driver and cylinder?

A. Either give up the train and come in light, or disconnect the engine on that side and come in with reduced tonnage, depending on how badly the engine pounds when working steam.

91. Q. If the frame is broken back of the main driver?

A. Do not disconnect and do not try to pull a heavy train; it is safer to come in with light tonnage.

92. Q. In case of broken side rods, what should be done?

A. Take down the broken rod and corresponding rod on the other side of the engine.

93. Q. What can be done if the intermediate side rods were broken on a consolidation engine having the eccentric on the axle ahead of the main wheel?

A. In this case the engine must be towed in. It is possible when the main pin is broken, so that all rods on one side are taken off, to leave the rods up on the other side and move the engine with her own steam, but very few roads will allow this, because engineers will be inclined to leave the main rod up on the disabled side to prevent engine catching on the center. If main rod is left up on the disabled side, the wheels will surely slip and wreck the rods on the other side.

94. Q. Should one of the forward tire, main tire, intermediate tire, back tire, or a trailer tire break, what must be done to bring the engine up?

A. Would run the wheel of the broken tire on a block in order to raise the wheel clear of the rail and the box up in the driving box jaws. Remove the oil cellar and place a block between the driving journal and pedestal brace to carry the disabled wheel center clear of the rail. Would also block up on top of the box of the wheel ahead or back as the case might be, in order to take the weight from the disabled wheel. It might not be necessary to take off any of the rods, but would run the engine light to the shop, giving special attention to lubrication of the disabled wheel and using extra precaution in entering side tracks and passing over frogs and switches. With the tire of a back driver or trailer wheel broken, it is usually necessary to swing the rear end of the engine from the tender to keep the rear end on the track. With an inside radial journal, box on the trailer axle; for a broken trailer tire, both trailer wheels must be blocked and swung clear of the rail.

95. Q. What is a good method of raising a wheel when jacks are not available?

A. By raising the wheel on a hardwood block or iron wedge; a re-railing frog comes very handy for this purpose.

96. Q. How can it be known when the wedges are set up too tight and the driving box sticks, and in what manner can they be pulled down?

A. If wedges are set up too tight, it causes the boxes to stick and the engine to ride rough. Inspection of the engine when moving will locate the disabled box; usually this gets hot at once and the wedges should be immediately pulled down. Loosen the jam nuts on the wedge bolts and back them down; if the wedge is stuck very tight it may be necessary to run one or more of the wheels over a block; or to loosen the pedestal, brace bolt and allow the jaws to spread to release the box.

97. Q. What are some of the various causes for pounds?

A. Wedges not properly adjusted, loose or worn driving box brasses, rod brasses not keyed or in need of reducing, loose side rod bushings or side rod connections, worn cross-heads, wrist pins, broken frame, loose cylinder key, loose piston on rod, or rod loose in cross-head, loose follower bolts or obstruction in the cylinder.

98. Q. How may a pound in driving boxes, wedges or rod brasses be located, and after locating what should be done?

A. Place the engine at half stroke on side to be tested. Do not set brake when testing for loose wedges or defective boxes; set brake when testing for other pounds. Reverse engine from forward to back gear under steam, noting the movement of the axle in the boxes, the driving boxes between the wedges, rod brasses on the pins and movement of cross-head between the guides. If possible would adjust wedges or rod brasses at once and report repairs needed at the terminal.

99. Q. How locate loose follower bolts?

A. Shut off steam and allow engine to drift; there will be a pound in the cylinder when the loose follower bolt strikes a forward cylinder-head as the engine passes the forward center on that side; give engine steam while still moving and if the pound stops it is likely to be a loose or broken follower bolt. When working steam, the compression or pre-admission takes up the lost motion in the rod and connections, so the loose bolt does not strike the head; when shut off the piston travels the extra amount of this lost motion and the bolt strikes the head.

100. Q. When should cross-heads or guides be reported to be lined?

A. When there is excessive lost motion between the cross-head and the top and bottom guides, or between the cross-head and the guide at the sides, or when the piston rod is not central between the guides.

101. Q. When should driving box wedges be reported to be lined?

A. When they have been set up as far as possible and the boxes are still loose between the wedge and shoe. At this time would also report any excessive flange wear on any one particular tire.

102. Q. When should rod brasses be reported to be reduced? When to be lined?

A. Rod brasses should be reported reduced when they are larger than the pins and are pounding and cannot be keyed up properly. They should be reported to be lined when the key has been drawn or driven to its full length and the brasses do not close together or are too loose in the strap lengthwise of the rod.

103. Q. When should lost motion between engine and tender be taken up?

A. When the lost motion becomes so great as to endanger the breaking of connections.

104. Q. How do you proceed to pack a driving box equipped with a grease cellar?

A. Remove the filling plate on the inside of the cellar. Pull down the indicators and follower plates, insert the grease between the follower plate and perforated plate; when full, replace the filling plate on the inside of the cellar and allow the spring and follower plate to force the grease through the perforated plate to the journal.

105. Q. Please explain the principle on which an injector works.

A. With a lifting injector the steam valve is opened a small amount to furnish steam for the priming or starting jet. This forces the air in the body of the injector and top end of suction pipe out through the overflow valve, producing a partial vacuum in the body of the injector. Atmospheric pressure in the tank then forces the water into the injector body. When it begins to come out through the overflow, a further movement of the steam valve opens the forcing valve wide, so a full supply of steam strikes the water at a high velocity and at the same time condensing. This action of the steam gives the water sufficient velocity to overcome the boiler pressure and pass into the boiler.

106. Q. Explain the passage of steam from the boiler to the steam heat pipe.

A. Steam is admitted to the steam heat pipe, in which there is placed a reducing valve through which it passes at reduced pressure, into the steam heat pipe under the entire length of the train. The reducing valve is located in the cab close to the steam heat throttle.

107. Q. If the steam heat gauge shows proper pressure, but the steam heat pipe pressure appears to be low, what should be done?

A. If the steam heat gauge is showing the correct pressure, there is an obstruction in the pipe somewhere, most likely in the steam heat hose, and this should be looked for and remedied; if the gauge is correct, then it is the reducing valve that is at fault and this should be readjusted, as well as the gauge.

108. Q. What is the cause of failure with the second injector, and what should be done to obviate this failure?

A. Lack of attention and failure to use every day will allow joints to work loose and boiler check to fill up with mud and scale. It should be tested every day and worked regularly so as to keep it in good working order.

109. Q. If an injector stops working while on the road, what should you do?

A. Would first ascertain if sufficient water was in the tender and tender valve open, and that water was cool enough in the tender so the injector would handle it. Would next see that no obstruction was in the feed pipe or strainer and that the feed pipe was free from leaks, and that the injector was getting a sufficient supply of steam. If the injector would not prime, would see whether overflow or heater valve could open wide, or if overflow pipe was obstructed. If suction pipe was very hot would blow water back into tank and let suction fill with cold water. If possible, examine for obstruction in the steam priming tube and water tubes. If it would prime and fail to deliver water to the boiler, would see that the delivery tube was not obstructed and then look for trouble at the boiler check. An obstruction in the tubes would stop the injector working at once, while wear of the tubes or filling up with scale would affect the injector gradually.

110. Q. What are the advantages of the combination boiler check and stop valve?

A. A combination boiler check is fitted with a valve similar to a globe valve and can be closed at will. Its advantage is that the boiler pressure can be shut off from the check and the valve repaired without cooling the boiler. This hand-operated valve can be closed to prevent the boiler water passing back in case the check valve sticks up and allows the boiler water to pass back to the injector when not working.

111. Q. How can a disconnected tank valve be opened without stopping?

A. Close the overflow or heater valve and turn steam back toward the tank; this will usually lift the valve from its seat or turn it around so it opens.

112. Q. What comprises the steam heat equipment on a locomotive?

A. A globe valve throttle at the boiler, a reducing valve, a steam gauge connected to the steam heat pipe and the proper piping and hose connections.

113. Q. What pressure is carried in the steam heat pipe, and how is it controlled?

A. From twenty to sixty pounds in the train pipe, depending on the length of the train, and is controlled by the regulating valve.

114. Q. What would you do in case the regulating valve failed to operate?

A. In case the regulating valve would not admit sufficient steam to the train pipe, would take it apart and block the steam valve open. If the pressure ran up too high in the steam heat train pipe, would control it with the steam throttle at the boiler head.

115. Q. How does the steam heat reducing valve control the pressure?

A. The inlet valve for live steam is opened and closed by the movement of a metallic diaphragm in the valve which is opened by spring pressure on one side and closed by steam pressure on the other side. To regulate this pressure, stiffen the spring to carry more, weaken it to carry less by turning the handle connected to this spring either up or down.

116. Q. If steam heat gauge showed the required pressure and cars were not being heated properly, how would you proceed to locate the trouble?

A. First note where the hand on the steam heat gauge stands when steam is shut off; if it does not drop back to zero see how much it lacks of this and note the rise of pressure shown by the gauge when steam is turned on. This is to test the gauge. If gauge is not correct, pay no attention to it, but send back steam enough to heat the train. Over sixty pounds will usually make the hose couplings on the cars rise up and leak at the joints.

117. Q. When engine is detached from the train, what precaution should you take to prevent freezing of the steam heat train pipe? What to prevent damage of steam heat hose?

A. Open steam throttle to allow a very little steam to pass into steam heat train pipe to prevent its freezing. If end of hose is liable to strike frogs or crossings, hang it up where it will be safe.

118. Q. What constitutes abuse of an engine?

A. Improper use of injector by filling boiler at a rapid rate when drifting or standing in a siding, unless you have a heavy bright fire to heat the injected water to the boiler temperature as fast as it comes into the boiler. Excessive use of the blower, especially with a light fire or when cleaning the fire. Improper attention to machinery, such as keeping parts not properly lubricated, rods not properly keyed, wedges not adjusted, carrying too much or too little water in the boiler, working water through the cylinders, allowing engine to slip unnecessarily, use of sand on one rail only or otherwise improperly; being careless in any way where care is required and not properly reporting the necessary work so it can be done promptly.

119. Q. How are accidents and breakdown best prevented?

A. By inspection both at and after leaving terminals, frequently while on the road, keeping all parts properly adjusted, water in the boiler at the proper level and using good judgment in the handling of the engine and train. It is much better to use care and prevent accidents than to make repairs after they occur.

120. Q. What are the duties of an engineman when leaving his engine at the terminal?

A. Place her on the proper track to be turned over to the hostler, leave throttle closed securely, reverse lever in center notch, cylinder cocks open, and lubricator feeds to steam chest and cylinders closed. The boiler should be full of water and sufficient fire to maintain steam pressure until fire is knocked out. Call fireman's attention to anything of special importance. Inspect the engine very thoroughly, ascertain whether any tools or signals have been lost on the trip and make a full report of the condition of the entire locomotive.

121. Q. What is the most important bolt or nut on the locomotive?

A. The loose one. It should be cared for immediately.

122. Q. In reporting work on an engine, is it sufficient to do it in a general way, such as saying: "Injector won't work," "lubricator won't work," "engine won't steam," "engine blows," etc.? Or would you report each special defect so it could be located after the engine was put in roundhouse or on designated track whether it had steam pressure in boiler or not?

A. No. Report all defects noticed so plainly that they can be located by the repair man without unnecessary work and whether there is steam in the boiler or not at the time repairs are to be made. If the engine blows, make a test to locate the blow and report it correctly. Also report any unusual feature in the operation of the engine during the trip.

=COMPOUND LOCOMOTIVES=

1. Q. Wherein do compound locomotives differ from ordinary or simple ones?

A. Simple engines take live steam from the boiler and after one expansion in a single cylinder it is exhausted to the atmosphere. A compound engine has two cylinders, sometimes one on each side of the locomotive; other types have four cylinders or two on each side of the locomotive. The live steam first passes into one cylinder, expanding down for a portion of its pressure, and then being allowed to pass into the second cylinder where it expands a second time, thus getting two expansions from each volume of live steam. Both simple and compound locomotives consist of two engines coupled to the same set of driving wheels. Balanced compounds have four sets of main rods and crank pins. Mallet compounds have two complete sets of engines under one boiler.

2. Q. Why is one cylinder on a compound locomotive called the high-pressure cylinder and the other one a low-pressure cylinder?

A. The high-pressure cylinder takes that name because it works live steam direct from the boiler at high pressure. The low-pressure cylinder receives the steam after the first expansion and works with a low pressure. It is always larger than its companion high-pressure cylinder in order to get the same power from the low-pressure steam.

3. Q. In the Schenectady two-cylinder compound, what is the duty of the oil dash-pot?

A. It is intended to prevent the too rapid movement of the intercepting valve which might damage the valve or seat, and it is necessary that the dash-pot should be full of oil to make it work properly.

4. Q. Explain how a Schenectady two-cylinder compound may be operated as a simple engine.

A. To operate the compound as a simple engine, the separate exhaust valve is opened which will cause the intercepting valve to move and stay in position to allow the high-pressure cylinder to exhaust direct to the atmosphere and admits live steam at a reduced pressure to the low-pressure cylinder. This should be done when starting a train or when moving very slowly and about to stall on a grade. The engine should not be operated simple while running except when at low speed.

5. Q. Explain how a two-cylinder compound is changed from simple to compound.

A. Place the handle of the three-way cock or simpling valve in the cab so as to release the air from the cylinder of the separate exhaust valve. A coiled spring will then close this valve. This permits the exhaust steam of the high-pressure cylinder to accumulate in the receiver until sufficient pressure is obtained to force the intercepting valve into compounding position. This shuts off live steam from the low-pressure cylinder and allows exhaust steam from the high-pressure cylinder to feed through the receiver into the low-pressure steam chest.

6. Q. How should a compound engine be lubricated?

A. One-third more oil should be fed to the high than the low-pressure cylinder, using more oil at high speed than at slow.

7. Q. Why feed more oil to high than to a low-pressure cylinder?

A. Because some of the oil from the high-pressure cylinder follows the steam into the low-pressure cylinder.

8. Q. How would you lubricate the valve of low-pressure cylinder if the oil feed became inoperative on that side?

A. Feed an increased quantity through the oil pipe to the intercepting valve. Shut the engine off occasionally and cut into simple position. Oil will then go direct from the intercepting valve into the low-pressure steam chest and cylinders. This would avoid going out on steam chest to oil by hand.

9. Q. How much water should be carried in the boiler of a compound locomotive?

A. A very moderate level, never allowing it to get so high that moist steam will pass through the cylinders, because for satisfactory service a compound engine should always have dry steam.

10. Q. How should a compound locomotive be started with a long train?

A. In simple position with cylinder cocks open.

11. Q. When drifting what should be the position of the separate exhaust valve, the cylinder and port cocks?

A. Open position.

12. Q. What will cause two exhausts of air to blow from the three-way cock or simpling valve in the cab when the engine is being changed to compound?

A. A sticky exhaust valve. It does not move when air is first discharged. The second exhaust comes when it does move.

13. Q. What does steam blowing at the three-way cock indicate?

A. The separate exhaust valve not seating properly caused by stuck valves, a weak or broken spring, or the packing rings of separate exhaust valve leaking.

14. Q. What can be done if the engine will not operate compound when the air pressure on the separate exhaust valve is released by the three-way cock?

A. The separate exhaust valve has failed to close. Try jarring it with a hammer on the front side, near the exhaust valve. With a bad case, take the valve out, clean it and replace, if not broken.

15. Q. If the engine stands with high-pressure side on the dead center and will not move when given steam, where is the trouble, and what may be done to start the engine? Why?

A. The intercepting valve is stuck in compound position, so live steam cannot get to the low-pressure cylinder. In a case of this kind, close the throttle, open cylinder and port cocks; when all pressure is relieved, use a bar to move forward the rod that works through the oil dash-pot, thus moving the valve to simple position and steam will pass to the low-pressure cylinder as soon as throttle is open. The engine will not start, because with the low-pressure piston on the quarter, steam must be admitted to its cylinder to start the engine.

16. Q. In the event of a breakdown, how should one disconnect?

A. The same as a simple engine with separate exhaust valve open, so engine will work simple instead of compound.

17. Q. What may be done to shut off steam pressure from the steam chest and low-pressure cylinder?

A. To shut off steam from the low-pressure chest, pull out the rod that runs through the dash-pot as far as possible and fasten it in this position. Then open the separate exhaust valve.

18. Q. Is it important that air be pumped up on a two-cylinder compound before the engine is moved? Why?

A. Yes. Because the separate exhaust valve is opened by air pressure and the engine cannot be simpled without sufficient pressure.

19. Q. How are the blows in a compound located?

A. The same as in a simple engine with the exception that any blow on the high-pressure side will not be heard when the separate exhaust valve is closed. A blow on the high-pressure side will increase the pressure in the low-pressure side, so relief valves will pop on low-pressure side when working compound with full throttle.

20. Q. What should be done if high-pressure piston of a cross compound is broken off the rod, or if the high-pressure or low-pressure cylinder head is broken?

A. Cover the ports on that side, open separate exhaust valve and run in; use live steam in low-pressure cylinder only, for the broken piston. With broken cylinder head, would cover ports on that side. Open separate exhaust and run in with low-pressure side. Would not take down main rod, but would take out pop valves in both cylinder heads and see that the cylinder is properly oiled. For low-pressure head broken, would cover ports on that side, open separate exhaust valve and use high-pressure side; need not take down main rod, but would see that the cylinder is well oiled.

21. Q. In the event of separate exhaust valves failing to work when throttle is wide open, what can be done to assist in opening?

A. Ease throttle off very fine to reduce the receiver pressure; in a moment or two the separate exhaust valve should then move. If this did not work, would shut off entirely, even at the risk of stalling, as in that event the train could be started again with engine cut in simple.

22. Q. If a transmission bar on a cross compound is broken, what would you do for the right side? For the left side?

A. For right side would cover ports on that side, take out pop from cylinder head, open separate exhaust and run in with other cylinder. For left side, cover ports and fasten valve stem same as for right side. Would leave main rods up, keep separate exhaust open in both cases and see that cylinder is well oiled.

23. Q. In the event of a cross compound beginning to jerk badly and cylinder head pops in low-pressure cylinder popping, where would you look for the trouble?

A. That either the high-pressure valve or piston packing was blowing live steam into the receiver and then into low-pressure steam chest. If possible would locate trouble and report accordingly.

24. Q. If during a trip you found the piston valve rings of a cross compound were broken, what would you do?

A. If nothing but rings were broken, would reduce boiler pressure about 25 per cent. and go on with my train if possible.

25. Q. If piston valve on cross compound was broken so it became necessary to remove it, what should you do?

A. Remove the broken piston valve, reduce boiler pressure to 100 pounds and proceed.

26. Q. What is the difference between a Vauclain four-cylinder compound, a four-cylinder tandem, a balanced and a Mallet compound in their arrangement of cylinders?

A. A Vauclain compound has two cylinders on each side, one above the other, and both piston rods connected to one cross-head. A four-cylinder tandem has four cylinders, the high pressure being ahead of the low pressure on each side, and both pistons connected to one piston rod and one cross-head. A balanced compound has four cylinders, the two high-pressure cylinders being between the frames, each having a main rod connected to a crank axle. The two low-pressure cylinders are located outside the frame, each having a main rod and crank pin connected to the driving wheel center. A Mallet compound consists of two separate and independent engines, one fixed to the boiler, the other swinging from a center and sliding back and forth under the front end of the boiler. The rear engine works steam at high pressure; steam from this engine exhausts through a receiver pipe having flexible joints to the forward engine which works the steam at low pressure, then exhausts it to the front end and stack.

27. Q. How many main steam valves has each type?