The Westinghouse Air Brake.

Answers by F. B. Farmer.

701. Quick Action Data.-"When either K or H triple valves are used in emergency how many triple valves will operate quick action per second? Also, will the time be affected by higher and lower pressures carried in the brake pipe and auxiliary reservoirs; and will the rate per second be the same for different portions of the train, especially a long one?"-C. W.

Answer. In the 1910 Proceedings of the Master Car Builders' Association is a report by the committee on triple valve tests, the latter having been made with a rack of 100 brakes fitted up to represent the equipment on a locomotive and that number of cars. The upper portion of the following tabulation is drawn from their report. The lower portion shows the difference in time, based on the tabulation above it, in lots of twenty-five brakes.

(From Master Car Builders' Association, 1910 Triple Valve Tests-100-Car Train.)

AVERAGE TIME REQUIRED TO GET QUICK-
ACTION FROM MOVEMENT OF BRAKE
VALVE TO EMERGENCY POSITION.
Tests cover Westinghouse and New York Triple Valves,
70 Pounds Brake Pipe Pressure.

they have since redesigned the type of valve submitted for the test and no figures are had for the new one.

The rate of application will be affected by the pressure carried, being faster for higher pressures. In fact, below fifty pounds quick action is not only very slow relatively, but is not reliable with long trains. It is because of this that where in special service, empties one way and loads the other, a high brake pipe pressure is carried for the latter and a low for the former, the minimum brake-pipe pressure limit recommended is fifty-five pounds.

Concerning the rate of application for different portions of the same train, the lower part of the tabulation shows that, with the Westinghouse valves it is the same, the maximum difference shown being less than one-tenth of a second. In fact, by taking the brakes in lots of fifty the difference shown is so very slight as to be easily accounted an error in measuring the record, being but two-hundredths of a second.

As the Westinghouse K and H types of triple valves are alike in the emergency or quick action details and operation, the figures given will apply to both.

702. Independent Brake Valve Won't Release Engine Brakes.-"I am firing a freight engine with No. 6 ET and on a recent trip noticed that when using the independent brake valve in switching we could not release the engine and tender brakes by using release position, but could, with the independent brake valve in running position, by moving the handle of the automatic brake valve to release position for a second or two and then back to running position. After a run of fifty miles I discovered the trouble, finding that the throttle of the pump was only 'cracked.' By opening it full the brakes worked all right.

"From the brakes releasing after moving the handle of the automatic brake valve to release position it is very evident that the train pipe pressure had been reduced in some manner and allowed the equalizing portion of the distributing valve to move to lap position, but what I can't understand is why release position of the independent brake valve would not release these brakes, understanding that it is supposed to under all circumstances. Instead, there would be a short, sharp blow out of this brake valve and then it would stop, but without releasing the brakes.”—N. B. F.

Answer. As long as the equalizing portion of the distributing valve is in release position the engine and tender brakes will release when the handles of

both brake valves are in release position, but they will not if the equalizing portion is in any other position. This is the usual cause where these brakes fail to release and is due, as you evidently understand, to a reduction in brake pipe pressure. This reduction can follow an overcharge of the brake pipe, as from using automatic release position too long or failing to "kick off" after proper use with a long train. It can occur also from an erratic feed valve, one that, before opening again, allows the brake pipe pressure to drop several pounds below what it had raised it to. You give another reason, more air being used than supplied, due to a too closely throttled pump. As soon as this had reduced the excess pressure below that required to operate the feed valve, seven to twelve pounds, this valve would fail to supply the brake pipe leakOpening the pump throttle wider very naturally overcame this.

age.

Of course, if the handle of the independent brake valve was moved no farther than running position, the fact that the equalizing valve was on lap would explain the matter as described. In fact, there would likely be the one short exhaust mentioned. In moving the handle beyond running to release position the handle return spring resistance must be Overcome. This might deceive an uninformed man by causing him to think the handle was as far over as it would go when he felt this spring resistance.

However, as you seem to have a good understanding of this apparatus, the cause must have been different and the only explanation that suggests itself is that there was something loose in the application cylinder pipe and that the beginning of discharge in release position caused this to move to some point where it prevented a further discharge. This

foreign matter may have blown out later or lodged at some point where it no longer obstructed the flow of air. Each movement to application position would drive it in the direction of the distributing valve.

703. Governor Won't Regulate in Running

Position. "With a G-6 brake valve, crosscompound pump and the older type of duplex governor (SD), feed valve set for seventy pounds, low-pressure governor head for ninety pounds and high-pressure head for 110 pounds, when coupling to a train of fifty cars and with the handle of the automatic brake valve in running position the main reservoir pressure

rises to 110 pounds instead of the governor controlling it at ninety pounds. Please explain why."-N. B. F.

Answer. The low-pressure head of this governor is tapped into the feed port of the G-6 brake valve, between the rotary valve and the feed valve. Therefore, in running position of the brake valve it will be supplied with whatever amount of pressure there is in the feed port. On coupling to such a long, uncharged train the feed valve would open wide and, as its port is larger than the one through the rotary valve, the pressure in the feed port and low-pressure governor head would drop considerably below that in the main reservoir. If the brake valve is so worn that running position does not cause these ports in rotary valve and seat to register fully, or if the handle of the brake valve is a little away from correct position, the pressure in the feed port would drop even lower.

This explains why the low-pressure governor head would not control the pump at that time. As the capacity of the crosscompound pump is equal to three 94-inch pumps it can more than supply the flow through the brake valve in running position. Consequently it would raise the main reservoir pressure to the adjustment of the high-pressure governor head, in this case 110 pounds, but would then be controlled because this head has a direct connection to the main reservoir pressure.

A similar action would not occur with a 9-inch pump, for the reason that, under similar conditions, it could not supply enough more air than running position would use to permit it to increase the main reservoir pressure until such time as the increase in brake pipe pressure had resulted in a slower flow and a sufficient building up of pressure in the feed port to allow the low-pressure governor head to control the pump.

Train Rules and Train Practice.

Answers by G. E. Collingwood.

477. Does Not Supersede.-"Order No. 221:

Engs. 1854 and 1868 run as two extras A to H hold main track and meet No. 82, eng. 1859, at E, meet extra 1869 east at F, meet extra 1138 east at G.' Order No. 231: 'Extra 1854 west meet No. 82, eng. 1859, at F instead of E.' Please give your explanation as to the operation of the two orders."-W. S. M.

Answer.-Order No. 221 was properly issued with the exception that the words

"hold main track" were in the middle portion of the order when, in my opinion, they should have been put at the end of the order to give a clear understanding of the movement desired. The words, "No. 82 will take siding," placed at the end of the order would clearly indicate the action desired and avoid any question on the part of the train crews as to whether or not the hold main line should apply at one or all of the meeting points named. When order No. 231 was issued it superseded the meeting point with No. 82 at E, but it did not supersede or otherwise affect the provision in order No. 221 that extras 1854 and 1868 should hold main track at the meeting point with No. 82, therefore that portion of the order must remain in effect until No. 82 is met. If it was desired that No. 82 should not take siding at the meeting point, then order No. 231 should have cancelled the provision for the extras to hold main track. In considering a provision of this kind it must be taken into consideration that it applies as between the trains and not at a certain station. That is, the order does not indicate that No. 82 must take siding at a certain station, but it indicates that No. 82 must take siding for certain trains, and it follows that when the trains meet, and not before, that portion of the order becomes effective. Some. roads recognizing the complications which are liable to arise because of this fact, have added a rule to the Standard Code, stating that when an inferior train is ordered to hold the main track at the meeting point such provision applies only to that order. Still other roads arrange that the dispatcher, after having directed the inferior train to hold main track, must state which train shall take siding in case he changes the meeting point. However, either method is simply a makeshift and does not help to educate the men to a full appreciation and understanding of train rule principles.

478. Annulling Part of An Order.-"Order No. 41: Eng. 127 run extra A to D not exceeding fifteen miles per hour, meet extra 126 east at A and extra 420 east at C.'

"Order No. 53: "That part of order No. 41 reading, "Not exceeding fifteen miles per hour and extra 420 at C," is annulled.' The contention arises that the word 'meet' should be included in the annulment of that part of the order."C. N. R.

Answer. I do not think that order No. 53 is permissible at all, but if your road allows its use, then it should not contain the word "meet." My understanding of Form M (for annulling part of an order) is that it was intended for use only to annul one consecutive portion of an order; never two or more separate portions of an order. That is to say, that any consecutive portion of an order can clearly be annulled by Form M, but there is nothing in the form which indicates that it can be used in the manner in which it is used in order No. 53, nor do I think that it is desirable to so use it. When

an order becomes so faulty of execution that it becomes necessary to cut out several different sections of the order, it seems to me to be wise to annul the whole order and reissue the portion which should stand.

The idea to be followed in annulling a part of an order is this: The words following the word "reading" should be identical with the portion of the order which is to be stricken out, care being taken never to add anything to more fully express the portion annulled, as otherwise confusion will arise. For example, if the meet at A was to be annulled the order should read, "That part of order No. 41 reading, 'Extra 126 at A and' is annulled." If the word "meet" was used at all as a portion of the order to be annulled it could not be used in the interpretation of the balance of the order which is to stand, because if that method was permissible any portion of the order which had been annulled could be read back into the order at will.

479. When Twelve Hours Late.-"Train No. 15 received an order reading, 'No. 16 will run 11 hours late and will meet No. 15 at G.' How long must No. 15 wait at G for No. 16? Standard Rules govern."H. G. M.

Answer.-No. 15 must wait at G for No. 16 until that train is twelve hours overdue on its schedule, at which time, if No. 16 has not arrived, No. 15 may proceed against No. 16 on the authority of Rules S2 and 220. Rule 82 limits the existence of a schedule to twelve hours at any station, after which the train loses both right and schedule and can thereafter proceed only on train order. Rule 220 makes invalid any train orders or portion of train orders held by or relating to or issued for a train which has lost its schedule and rights as per Rule 82.

480. Limits Should Be Defined.-"Which of the following examples is the correct one to use? Example (1), 'Eng. 5 run extra A to C and return to A and has right over westward extras.' Or example (2), which reads, Eng. 5 will run extra A to C and return to A and has right over westward extras A to C."-S. T. R.

Answer. From the examples given I take it for granted that from A to C is eastward. The (2) example is the correct one to use in such a case, as it defines the limits and trip to which the right of track applies. If example (1)

was used an extra train receiving such order at B or C would be compelled to clear the main track for the extra when going east and remain clear until it returned on its westward trip; but under example (2) the direction in which the right of track is operative is clearly stated, and an extra receiving the order at B would be free to proceed as soon as extra 5 had passed on its eastward trip. The matter of clearly defining the limits in which a train order applies is a serious one and worthy of close attention.