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?

A. The Vauclain has one valve on each side, distributing steam to the high and low-pressure cylinder on that side. The four-cylinder tandem has two valves on each side, one for each of the two cylinders. A Baldwin balanced compound has two valves the same as the Vauclain. The American balanced compound has four valves, one for each cylinder, the two valves for one side of the engine being connected to one valve rod. A Mallet compound has a separate valve for each cylinder the same as a simple locomotive.

28. Q. How do you test for blow in high and low-pressure cylinder packing for each type of compound engine?

A. Simple the engine if a cross compound, then make test the same as for a simple engine. For Vauclain four-cylinder compounds, test low pressure first. A blow past the low-pressure piston will show the same as on a simple engine; a blow past the high-pressure piston will make the engine stronger on that side when working a full throttle and the exhaust from the low-pressure cylinder will be heavier. To test the valve on either side, cover the ports. Broken packing rings in the steam valve will show a blow in one position and be tight in another. For tandem compound, to test high-pressure piston packing, stand engine on the top quarter, lever in back gear, drivers blocked and starting valve closed; remove back indicator plug or open back cylinder cock of high-pressure cylinder. Steam coming from the back cylinder cock must get by the piston packing or by-pass or starting valve. Now put reverse lever ahead and try the other indicator plug or cylinder cock. If a leaky by-pass valve in the front end is the trouble, no steam will come through. To test the low-pressure piston packing, place the engine in the same position, lever in position to admit steam into the front end of high-pressure cylinder. Open starting valve, remove back indicator plug of low-pressure cylinder and give engine steam; if steam comes from the indicator plug opening or open back cylinder cock, either packing or by-pass is leaking. To determine which one, put reverse lever in another position, close back indicator plug and open forward one; if blow still continues, the packing rings are leaking or else both by-pass valves. Would then inspect the by-pass valves.

29. Q. How can the blow through sleeve packing between high and low-pressure cylinder of the tandem compound be located?

A. Place the engine as before on the top quarter, put reverse lever in forward gear, see that starting valve is closed, block the drivers or set the brakes solid and open the throttle. Until the engine moves, unless there is a leak, no steam can get into the front side of the low-pressure cylinder. Remove the indicator plug in front end of the low-pressure cylinder for this test.

30. Q. How test for piston packing blow with balanced compound?

A. For a Baldwin balanced compound to test the high-pressure piston packing, place the engine with the outside main pin on that side of the engine on the bottom quarter, the reverse lever in the forward notch, starting valve closed, set the brakes solid or block the drivers, remove the indicator plug in the front end of either the high or low-pressure cylinder. With throttle open this will admit steam to the back end of high-pressure cylinder. Steam coming out of this plug opening, will indicate a leak past the piston or the high-pressure valve. If uncertain, next test the high-pressure valve by moving the reverse lever to the center notch. This should cover the ports and if the valve is tight the blow will stop. To test the low-pressure piston, place the engine in the same position with wheels blocked, starting valve open, back indicator plug out; when throttle is opened, the leaky packing will be shown by steam issuing from the plug opening. If uncertain, the valve can be tested by bringing reverse lever to the center of quadrant, which will spot valve over port and if it is tight the blow will stop. In any compound engine a blow past the high-pressure packing tends to increase the pressure in the low-pressure cylinder. A blow past the low-pressure packing can always be heard at the exhaust, and is usually on both forward and back strokes, while a blow past the by-pass valves or valve bushings occurs at a certain part of a complete revolution only.

31. Q. In case it was necessary to disconnect on one side of a compound engine, how would you cover ports and hold valves in position?

A. The easiest way is to clamp the valve stem to hold valve in mid position; this should cover all ports. It may be necessary to take off head of piston valve chest and block in there.

32. Q. Is it a disadvantage to work a compound engine in short cut-off? Why?

A. Yes. If cut-off is too short the proper proportion of steam passing the throttle will not get to the low-pressure cylinder. The work should be divided between the two cylinders on same side.

33. Q. In what way do the Mallet or articulated compounds differ from other steam locomotives in the distribution of the steam?

A. Mallet compounds have two separate and complete engines under one boiler. The rear engine has a rigid connection to the back end of the boiler; this engine works boiler steam direct the same as a simple locomotive. Under the front end of the boiler is another engine so constructed that the entire front engine can move from side to side under the boiler, having a hinged connection at the front end of the rear engine to allow the locomotive to pass curves more easily. The front engine takes the exhaust steam from the rear engine through a flexible pipe or receiver and works it through a larger set of cylinders and thus compounds the steam. From the low-pressure cylinders the steam is exhausted to the atmosphere through the stack.

34. Q. How do you get the use of both engines when starting a train?

A. To get steam into the low-pressure cylinders before the high-pressure engine has exhausted, some types of the Mallet compound have a live steam pipe with a valve in the cab to admit boiler steam to the receiver pipe and thus get the use of the front engine in starting a train. The American Locomotive Company articulated compounds have an intercepting valve similar to the one used in the Richmond cross compound, located between the exhaust passage of the rear engine and the flexible receiving pipe of the front one. This intercepting valve when in SIMPLE position, allows the high-pressure cylinders of the rear engine to exhaust directly to the stack instead of into the receiver, and feeds boiler steam at a reduced pressure into the receiver pipe for the low-pressure cylinders without giving any back pressure on the high-pressure pistons. This increases the power of the complete locomotive about 20 per cent. When in compound position, the intercepting valve cuts off the supply of live steam to the receiver pipe and forces the exhaust steam to go to the low-pressure engine ahead.

35. Q. How is the American articulated compound changed from compound to simple, and back to compound again?

A. To work the locomotive simple, place the handle of operating valve in the cab to point toward the rear. This admits steam against the piston that operates the emergency exhaust valve and opens it. Exhaust steam from the high-pressure engine can pass to the exhaust nozzle instead of to the low-pressure engine. The intercepting valve then moves over so that live steam reduced to 40 per cent. of boiler pressure goes through the receiver pipe to the low-pressure engine. To work compound, place the handle of the operating valve to point forward. This will exhaust the steam, holding the emergency exhaust valve open; a spring and the pressure of the steam exhausted from the rear engine will close the emergency exhaust valve and build up a pressure against the intercepting valve that will open it so exhaust steam from the rear engine will go to the forward one and at the same movement close the reducing valve so no more live steam goes to the receiver.

36. Q. When is it necessary to use the operating valve to change the locomotive from compound to simple, or from simple to compound?

A. When giving the engines steam to start, the intercepting valve should automatically go to simple position until exhaust steam from the rear engine builds up a receiver pressure that shifts the valve to compound; if it does not, use the operating valve. When moving less than four miles an hour or when about to stall on a grade, set the engines working simple; changing to compound when the danger of stalling is over or the speed is more than four miles an hour. If there is no intercepting valve to furnish live steam to the forward engine, open the starting valve to admit live steam to the receiver pipe and low-pressure engine.

37. Q. If in starting the locomotive the forward engine does not take steam, what is the trouble?

A. The reducing valve may be stuck shut on account of being dirty or stuck on the stem of the intercepting valve. In case the reducing valve is stuck shut, the head of the dash-pot can be taken off and the valve worked back and forth to loosen it. The intercepting valve should be liberally oiled just before starting and occasionally during long runs to keep it free from sticking.

38. Q. Why does the Mallet compound have more power when working simple than compound?

A. If a starting valve is used to admit live steam to the receiver pipe and thence to the low-pressure engine, this gives a higher pressure to the low-pressure cylinders. If an intercepting valve is used, the open emergency exhaust valve allows exhaust steam from the rear engine to go direct to the stack; this takes away the back pressure of the receiver steam from the high-pressure pistons, about 30 per cent. of the boiler pressure, and thus adds to the power of the rear engine. The reducing valve when feeding live steam gives about 40 per cent. of boiler pressure to the low-pressure engine instead of the 30 per cent. it gets from the receiver; the added power of both engines working simple is about 20 per cent. over the compound operation.

39. Q. What is the duty of the by-pass valves on the sides of the low-pressure cylinders? Should they be kept clean of gum and grit?

A. These valves are connected to the steam ports at each end of the cylinders and open to allow air and steam to pass from one end of the cylinder to the other; away from the moving piston when the engine is drifting. If not kept clean they may stick open; when working steam the engine will blow badly; if they stick shut the engine will pound when drifting.

40. Q. In what position should the reverse lever be when the steam is shut off and the engine drifting?

A. Below three-quarters of full gear, so the valves will have nearly full travel.

41. Q. Why should the power reversing gear of the Mallet compound always have its dash-pot cylinder full of oil?

A. To prevent the too rapid movement of the reverse gear piston and its damage.

42. Q. In what position should the engines stand to test for blows in valves and piston packing?

A. Put the operating valve, or starting valve, in simple position. Spot the engine in the proper position and test each engine for blows the same as for a simple engine.

43. Q. What power is used with Ragonnet or Baldwin power reverse gear?

A. Air pressure.

44. Q. Can and should steam pressure be used?

A. Yes. However, steam should never be used except in an emergency when air is not available.

45. Q. What precaution should be taken regarding steam check and throttle?

A. That they are tight and check working properly, to insure that steam is kept from entering main reservoir, for if it should do so it would burn out the gaskets in the air brake equipment, allow moisture to accumulate, which would result in freezing and bursting of equipment as well as being dangerous.

46. Q. What would cause the gear to fail to hold links in intended cut-off, and allow them to raise and lower without operating valve in the cab being changed?

A. Leaks in main valve and piston packing.



WALSCHAERT AND BAKER-PILLIOD VALVE GEARS

1. Q. Give a brief explanation of the Walschaert valve gear.

A. The Walschaert gear has an eccentric crank attached to the end of the main pin on each side of the locomotive, with an eccentric rod from this pin to the connection at the bottom end of the link. This eccentric is located so it serves for both forward and back motion. The link swings on a center trunnion and cannot be moved up and down as the Stephenson link, but the link block can be moved from one end of the link to the other to reverse the engine; or part way toward the center of the link to change the cut-off. A radius rod connects the link block to the valve stem. There are two motions given to the valve stem, one from the link block which regulates the travel of the valve for the cut-off and reversing; the other motion is from a connection with the cross-head which gives the valve a positive motion to take care of the lap and lead. To give this motion there is used a combination lever or a lap and lead lever connected to a cross-head arm by the union link.

2. Q. Is the Walschaert gear direct or indirect?

A. It is direct when the link block is below the center of the link; it is indirect when the link block is above the center of the link.

3. Q. What are the principal differences in the location of the Stephenson and Walschaert gears, and what advantages does this give the Walschaert?

A. The Stephenson gear is placed between the main frames and employs two eccentrics, with straps and rods on each side of the locomotive; one for forward and one for backward motion. The Walschaert gear is placed outside the driving wheels and frame, has but one eccentric, which is a simple arm connected to the outside end of the crank pin for both forward and back motion. The links are set above the wheels on a level with the steam chest, the combination lever next to the cross-head. This gives it an advantage of a better chance to inspect all parts, the eccentric connections are much lighter and direct, which makes them less liable to wear or breakdown, and the valve has a constant lead.

4. Q. How is the lead affected by movement of the reverse lever with the two gears?

A. With the Stephenson gear the lead increases as the reverse lever is hooked toward the center in both forward and back motion. With the Walschaert gear the lead is the same in all positions of the lever, so that the lever is used to reverse the engine or adjust the cut-off.

5. Q. In reversing, how do the two gears differ as to the movement of the link and link block?

A. With the Stephenson gear, when reversing, the link is raised and lowered, bringing the block which is not moved by the reverse lever under control of either the forward or back-up eccentric as is desired to move the engine the proper way. With the Walschaert gear the link is not moved by the reverse lever, but the link block is raised and lowered in the link; the position of the block above or below the center of the link controlling the direction of motion.

6. Q. What would you disconnect if the eccentric crank, eccentric rod, or the arm at the bottom of the link should break?

A. Would remove the broken parts, disconnect the link lifter from the radius rod and block the link block in the center of the link; the combination lever would then move the valve twice the amount of its lap and lead, which would be sufficient to provide for lubricating the cylinder.

7. Q. If the main crank pin was broken?

A. Take down eccentric rod, eccentric crank, main rod and all connecting rods, block cross-head, disconnect from end of radius rod, chain it to running board and block steam valve to cover ports.

8. Q. Broken cross-head pin, main rod, strap or brasses?

A. Take down main rod, block cross-head, disconnect front end of radius rod and chain to running board and block the valve to cover ports.

9. Q. With a broken combination lever, union link or cross-head arms, what would you do?

A. Would disconnect the forward end of the radius rod and secure it to the running board with a small chain, wire or rope, remove all broken parts, take off the combination lever, even if not broken, secure the valve in its central position, loosen cylinder head to provide for lubrication, leave up main rod and proceed on one side. If valve was blocked to open rear port slightly, this would provide for lubrication and the cylinder head need not be loosened.

10. Q. If the radius rod on Walschaert gear is disabled, what should be done?

A. If broken in front of the link block, take off the broken part by disconnecting from combination lever, take down eccentric rod, fasten valve to cover ports and proceed on one side. If broken back of the link block, block the link block in the desired position and proceed with both sides.

11. Q. What would you disconnect with a Walschaert gear if a valve yoke should break?

A. Disconnect the forward end of the radius rod, suspend it from running board, block the valve, provide for lubricating the piston and proceed.

12. Q. How proceed with a broken reach rod?

A. Remove the reach rod, block links on lower side to hold them in running position for proper direction. Unless radius rod lifters can be uncoupled, leave a little slack in the blocking.

13. Q. How can you tell without opening the steam chest if the valve covers the port with Stephenson gear? With Walschaert gear?

A. Place the rocker shaft vertical with Stephenson gear. Place the combination lever vertical with reverse lever in mid gear so the link block is in the center of Walschaert link.

14. Q. What is the Baker-Pilliod valve gear?

A. It is an outside gear with an eccentric crank, similar to the Walschaert gear, but without a reversing link. The motion is reversed by means of a reversing yoke instead of a link; the cut-off is changed in the same manner. It uses a combination lever connected with a union link to its cross-head arm. In case of breakdown remove the broken parts the same as described for Walschaert gear, blocking the reversing yoke, if necessary, in the proper position.

15. Q. Is the Baker gear a direct or an indirect motion?

A. It is direct, going ahead for an inside admission and indirect backing up, and just the opposite for the outside admission type.

16. Q. What parts of the Baker gear take the place of the link which is used by the Stephenson or Walschaert motion?

A. The radius bars and reverse yoke.

17. Q. What relation to the main pin is the eccentric crank set to?

A. The eccentric crank always follows the main pin.

18. Q. Should the eccentric rod or eccentric crank break how is the engine put in condition to proceed?

A. The disabled side can have lap and lead travel and a port opening equal to the lead for all cut-offs. First block the bell crank by using a "U" bolt (which should be provided) in the holes placed in the gear frame for this purpose. Throwing reverse lever in mid-gear will help to get bell crank in position to block. Second, take down broken parts. Third, knock out back pin of short reach rod and throw reverse yoke in forward motion against gear frame.

19. Q. What is to be done should a gear connection rod break?

A. Do the same as for a broken eccentric or crank.

20. Q. What is to be done should the upper part of gear connection rod break?

A. If break is close to the middle pin, do the same as for a broken eccentric rod and also tie lower end of gear connection rod to keep it from swinging. If break is near the top and below the jaw, first block the bell crank and wire the connection rod fast to radius bars. If break is through top jaw, do the same as for broken eccentric rod.

21. Q. What is to be done should a radius bar break?

A. Do the same as for broken eccentric rod.

22. Q. If the horizontal arm of bell crank should break?

A. Same as broken eccentric rod.

23. Q. What is to be done should the vertical arm or bell crank break?

A. Take down union link combination lever and valve rod, then block valve over ports by using set-screw in valve stem cross-head provided for that purpose.

24. Q. Should you break cross-head arm or union link, what would you do?

A. If rod be provided to secure lower end of the combination lever to guide yoke, remove broken parts and proceed with full train, working engine at long cut-off. Otherwise would remove broken parts, combination lever and valve rod, cover ports, and proceed on one side.

25. Q. What do you do if a union link should break?

A. Same as for a broken cross-head arm.

26. Q. What is to be done if a combination lever should break?

A. Tie combination lever plumb, same as for a broken cross-head arm, if it is possible. If not possible, take down the combination lever and valve rod and cover the ports.

27. Q. What is to be done if a valve rod breaks?

A. Take down the broken parts and cover ports, leaving the rest of the gear intact.

28. Q. What is to be done if a reverse yoke breaks?

A. If lugs for holding reach rod breaks, block yoke securely at whatever cut-off you wish to work the engine and take down the short reach rod. If break is below the lugs, do the same as for broken eccentric rod.

29. Q. What do you do if reach rod should break?

A. If short reach rod breaks, block the yoke at cut-off desired and wire fast so it cannot move. If main reach rod breaks, block between tumbling shaft arm and cross-tie brace, wiring same securely.

30. Q. What is to be done if the engine breaks down other than valve gear?

A. In this case do the same as for any other valve.



SOUTHERN VALVE GEAR

1. Q. If the eccentric crank or eccentric rods fail?

A. Disconnect the eccentric rod from crank, radius hanger and transmission yoke, tie up the hanger and yoke, clamp valve central position and proceed.

2. Q. If radius hanger fails?

A. Disconnect the hanger from rod and take down eccentric rod, clamp valve in central position and proceed.

3. Q. If transmission yoke fails?

A. Disconnect from the eccentric rod and clamp valve in central position and proceed.

4. Q. If horizontal arm of bell crank fails?

A. Disconnect the yoke from the eccentric rod, tie up to clear, clamp valve in central position and proceed.

5. Q. If vertical arm to bell crank breaks?

A. Clamp valve in central position and proceed. Take the broken arm down if necessary.

6. Q. If one auxiliary reach rod or reverse shaft arm fail?

A. Block both link blocks in same position of links, and in such a position as to give port opening enough to start train and control speed by throttle.

7. Q. If main reach rod, or middle arm to reverse shaft fail? If both auxiliary reach rods fail?

A. Block link blocks in full valve travel, controlling power and speed with the throttle.



LUBRICATION

1. Q. What produces friction, and what is the result of excessive friction?

A. Friction as considered in locomotive service is produced by one body being rubbed across the surface of another when they are held in contact by pressure, and the result of excessive friction is heat more or less intense and the destruction of the journal and its bearing or the roughening of the sliding surfaces.

2. Q. What is lubrication and its object?

A. The object of lubrication is to interpose a film of oil, grease or some lubricant between the two surfaces that will prevent these rubbing surfaces from coming into too intimate contact.

3. Q. What examinations should be made by the engineer to insure successful lubrication?

A. See that all oil holes are open, cups filled and in good working order, the packing in cellars evenly put in and in contact with the journal. That waste on top of driving or truck boxes is in proper shape, also that grease cups are filled, and the plugs and jam nuts in good shape, and that the grease cellars contain sufficient grease for the next trip.

4. Q. How should feeders of all oil cups be adjusted?

A. To feed as small a quantity of oil as possible and regularly to give perfect lubrication.

5. Q. Why is it bad practice to keep engine oil close to boiler in warm weather?

A. The oil is thinned to such a degree by the heat of the boiler that it runs off as soon as applied, and very often a hot bearing is the result.

6. Q. In what manner would you care for a hot bearing if discovered on the road?

A. Use as much time as available in cooling the same, making sure that all moving parts are free and carefully lubricated before proceeding.

7. Q. What kind of oil should be used on hot bearings?

A. Use engine oil unless the temperature of bearing consumes it, when a small quantity of valve oil may be used while the bearing is warm enough to make this oil flow. The valve oil must be removed as soon as the bearing cools to prevent reheating.

8. Q. At completion of trip what is necessary?

A. Close all adjustable feeds and examine all lubricated parts by contact with the hand to determine that they are not above running temperature.

9. Q. How would you determine what boxes to report examined? Why not report all boxes examined?

A. By placing the hand on driving box, on hub of engine truck wheel and on top of tender truck boxes nearest the brass, and would not report them examined unless the temperature of same was above running heat. It is not necessary to report all boxes examined, because they do not all give trouble at the same time. If this report was made, it would appear that a proper inspection had not been made and would result in unnecessary work and waste of material.

10. Q. Why is it bad practice to disturb the packing on top of driving and engine truck boxes with spout of oil can when oiling engine?

A. This packing is put on top of boxes to assist in keeping dirt and dust out of oil holes, also to aid in gradual lubrication from the top. If this packing is disturbed it will permit dirt and grit to work into oil holes and on the bearings as well as feed the oil away too rapidly.

11. Q. How do you adjust grease cups as applied to rods?

A. Screw down plug until you feel a slight resistance from the grease, stop when grease shows between brass and pin; this should be sufficient over the division.

12. Q. Is it usual for pins to run warm when using grease?

A. Yes; grease does not work properly until it gets warm enough to flow readily over the bearing.

13. Q. What effect does too much pressure produce?

A. Wastes grease and increases the friction until the surplus amount is worked out so the bearing runs free on its journal.

14. Q. Is it necessary to use oil with grease on crank pins?

A. No.

15. Q. When an engine is equipped with Elvin driving box lubricator, how can you tell whether a sufficient amount of lubricant is in the grease receptacle?

A. The indicator wire fastened to the bottom of the grease cellar indicates the amount of grease left in the cellar.

16. Q. Why should engine oil not be used on valves and cylinders?

A. Engine oil loses its lubricating qualities before it gets up to the temperature of the valves and cylinders when they are working steam.

17. Q. At what temperature does engine oil lose its lubricating qualities? At what temperature for valve oil?

A. Engine oil begins to separate and give off gas at 345 degrees F. The temperature of steam at 120 pounds is 350 degrees F., while valve oil has a flash test of 520 degrees F. The temperature of steam at 235 pounds is 431 degrees F., much lower than the flash test of valve oil.

18. Q. How and by what means are valves, cylinders and the steam end of air pumps lubricated?

A. By a sight-feed hydrostatic lubricator.

19. Q. What is the principle on which a lubricator operates. How does the oil get from the cup to the steam chest?

A. The lubricator is located in the cab so there is a gradual descent in the oil pipe from the lubricator to the steam chest. Above the oil reservoir is a condenser that is kept filled with water condensed from steam fed from the boiler. The pressure of this water comes on the oil in the oil tank below it, forcing oil through the sight-feed valves; it then passes up by the sight-feed glasses to the oil pipe and steam chest. The use of the glasses is to make the drop of oil visible as it leaves the sight-feed nipple so the amount of oil fed can be regulated. Steam from the boiler fed to the lubricator at boiler pressure through the equalizing tubes balances the pressure which comes from the steam chest when the engine is working steam.

20. Q. How should the lubricator be filled?

A. First close all valves connected with the lubricator, open drain plug and remove filling plug, allowing water to escape until oil appears with it. Drain plug should then be closed. Fill the oil tank in the usual way, being careful not to overflow it; then replace filling plug. If the supply of oil is insufficient to fill the lubricator, water can be used to finish it, as the lubricator will begin feeding sooner when filled full.

21. Q. After filling lubricator, what should be done?

A. Open the steam throttle to the lubricator wide, then carefully open the water valve, but do not open the feeds until sure the chamber in the glass is filled with water.

22. Q. How long before leaving terminal should the feed valves be opened? Why?

A. About fifteen minutes; this time is necessary to allow oil to feed through the oil pipe and reach the steam chests.

23. Q. How many drops should be fed per minute?

A. From one to seven, timed by the watch, depending on conditions. Cylinders of large size require more oil than smaller ones.

24. Q. If lubricator feeds regularly when working steam and too rapidly after shutting off, what is the trouble?

A. The opening in the choke plug at the lubricator or through the steam valves at the steam chest is too large and should be reduced to the proper size by applying new chokes or valves.

25. Q. When valves appear dry while using steam and the lubricator is working all right, what would you do to relieve these conditions?

A. Ease off throttle for a few seconds to reduce the steam chest pressure and drop the reverse lever a few notches to give the valve a longer travel; oil held in the pipes will then flow down.



FEDERAL REGULATIONS

For Inspection of Locomotive Boilers and Safety Appliances

1. Q. What is the purpose of the federal rules and regulations for inspection of locomotive boilers?

A. So that all railroads operating under the laws of the United States government, would be obliged to maintain their boilers in a safe working condition.

2. Q. What is the purpose of the quarterly and monthly interstate inspection cards placed in the cab of the locomotive?

A. So that the federal inspector or engineer may see that the locomotive boiler has received its monthly or quarterly inspection.

3. Q. What constitutes a safety appliance, as applied to a locomotive?

A. Any appliance that is placed on a locomotive for the purpose of protecting the employees from personal injury.

4. Q. Name some of the safety appliances found on a locomotive?

A. Shield for tubular glass lubricators, also shields for water glass, automatic couplers, with lever attachments, air brakes, etc.

5. Q. In what condition should safety appliances be maintained?

A. They should be maintained in first class condition.

6. Q. What should be done in event of any of the safety appliances being damaged while engine is in service so as to render it unsafe?

A. Warn all employees whose duties require them to work around the locomotive of its unsafe condition, then make report to those in authority so that it may be taken out of service until repairs are made.

7. Q. What effort should be made on the part of the engineer to prevent persons using a safety appliance which he knows is damaged and unsafe?

A. He should use such precaution as in his judgment would protect from injury all persons who are on or around the locomotive.

8. Q. What is the duty of the engineer in event of his discovering a safety appliance which is in an unsafe condition when taking an engine from roundhouse territory?

A. He should report at once to the person in authority so that necessary repairs may be made before engine goes into service.



PYLE-NATIONAL ELECTRIC HEADLIGHT

1. Q. Why are electric headlights applied to locomotives?

A. Electric headlights are applied to locomotives so that the engineer may have a clear view of the track for enough ahead of the train to enable him to protect the company's property in his charge.

2. Q. How far ahead of the engine should the arc headlight illuminate the track?

A. Not less than from fifteen to twenty telegraph poles.

3. Q. State how you would focus the lamp.

A. First, would adjust back of the reflector so front edge of reflector will be parallel with front edge of case. Second, adjust the lamp to have point of copper electrode as near the center of reflector as possible with carbons as near the center of the chimney holes as you can set them. Third, have the locomotive on straight track. Now move the base of the lamp around until you get a parallel beam of white light straight down the center of the track, then tighten the lamp down.

4. Q. If the light throws shadows upon the track, is it properly focused?

A. No.

5. Q. If the light is properly focused, that is, if the rays are leaving the reflector in parallel lines, but the light does not strike the center of the track, what should be done?

A. When the light rays are thrown out in parallel lines and they do not strike the center of the track, it denotes that the headlight case is not set straight with the engine, and the entire case on base board must be shifted until the shaft of light strikes the track as desired.

6. Q. What can you do to insure a good and unfailing light for the entire trip?

A. By carefully inspecting the entire equipment before departing on each trip, and know that there are no wires with insulation charred or worn off, that all screws and connections are tight, commutator clean and brushes set in brush holder in proper manner. Carbon in lamp of sufficient length to complete trip, and that the carbon will feed through the clutch freely and rests central over the copper electrode. Copper electrode cleaned off, oil in both bearings and see that steam does not blow at stuffing box gland.

7. Q. What kind of oil and how much would you use in the bearings of the electric headlight equipment?

A. Would use the best grade of black or engine oil furnished for both bearings and only enough oil in oil cellar that the revolving loose oil ring may trail through the oil. When bearings are supplied with oil cups, use a heavy oil such as good engine or valve oil.

8. Q. Why should you not use valve oil in these bearings?

A. Valve oil cannot be used successfully in the main bearing because of its heavy body. Valve oil could not be carried up to shaft by the oil ring in cold weather, as the ring will not revolve.

9. Q. What is the most vital part of the dynamo?

A. The commutator.

10. Q. What care or attention should be given the commutator?

A. The commutator must be kept clean, free from dirt, and the mica must be kept filed a trifle below the surface of the copper bars.

11. Q. What kind of a bearing should the brush have on the commutator?

A. Brushes should be fitted to have a bearing with the same contour as the commutator.

12. Q. How are the brushes fitted?

A. Brushes are fitted by cutting a strip of No. 0 sandpaper about the width of the commutator surface (have the dynamo idle), place the strips of sandpaper under the brush, then pull the sandpaper from left to right; continue this process until the brush has been fitted to a true smooth bearing. Then trim about one-eighth inch off of the front edge of the brush.

13. Q. Is it advisable to ever try to fit a brush with a file or knife?

A. Most emphatically no. You could not get a bearing across the brush no matter how hard you might try with either a file or a knife.

14. Q. Why is it important to clean the scale off of the point of the copper electrode each trip?

A. The scale on the copper electrode after it has cooled off is a non-conductor of current, and acts as a blind gasket between the carbon and the copper electrode. Unless this scale is removed, the current cannot pass between the points of carbon and electrode and you cannot, therefore, have a light. When the dynamo fields are compound wound, it is unnecessary to clean scale from copper electrode oftener than once a week, at which time copper electrode should be removed from holder and all scale cleaned off. (With compound wound dynamo fields the cab lamps will continue to burn when head-lamp is extinguished by lifting carbon by hand.)

15. Q. How should the copper electrode be trimmed at the point?

A. The copper electrode should have about one-eighth inch surface on the contact point.

16. Q. How far should the copper electrode project over the holder?

A. About one inch.

17. Q. Should the electrode be raised up to one and one-half inches, what might happen?

A. If the copper electrode was run at a point so near the clutch, the intense heat of the arc might do damage to the top carbon holder and clutch.

18. Q. What regulation should be given to the tension spring No. 93 of the lamp, and why?

A. This tension spring, No. 93, should be regulated when the current is off the lamp and should be adjusted only tight enough to pull the magnet yoke up against the top stop lug on the side of lamp column.

19. Q. If this tension spring was tightened too tightly, what might happen?

A. At usual speed between stations, the movement of the engine would impart an added resistance against the pull of the solenoid by the tension spring, which would shorten up the arc and dim down the light.

20. Q. Is there anything else that could cause the light to dim down when the engine is running fast?

A. Yes; if the spring No. 92-A that hold the heel of the clutch should be too weak, the heel of the clutch would be forced up by the motion of the locomotive; this would release the carbon which would fall to the point of the copper electrode, causing the light to dim down, or, if the clutch should be used until the sharp edge that grips the carbon should have become worn smooth or round, the same would occur.

21. Q. If the light burns satisfactorily while the engine is in motion, but goes out when engine is stopped, where would you find the trouble?

A. This trouble is most always found to be caused by the tension spring No. 93 being too weak, though if the dash-pot plunger has become corroded until it sticks in the dash-pot, the light will act the same as if the tension spring were too weak.

22. Q. If the dash-pot should be found stuck, would you put oil in it?

A. Coal oil could be used to clean and cut the dirt out of the pot and from off the plunger, but after the dash-pot and plunger have been cleaned, all oil must be wiped off, for oil would cause the plunger to stick as well as collect dirt.

23. Q. If the carbon of lamp should "jig or pound", what can be done to stop it?

A. If the carbons pound the electrode, it is evidence that the iron armature No. 64 may be too far out of the solenoid, or the speed of the turbine engine may be too slow. This trouble can be remedied by adding another link to the suspension link, which has one end connected to the magnet yoke, the other end being connected to the iron armature No. 64. If, however, when the arc is formed, it is found that the bottom end of iron armature No. 64 measures one-half inch from bottom of solenoid, the pounding is caused by the speed of turbine engine being too slow.

24. Q. If the copper electrode was fusing, how would you know it?

A. When the copper electrode is fused, a green light is always given off.

25. Q. What should be done when a green light is seen?

A. Immediately close off on the steam throttle until a white light re-appears.

26. Q. What is the cause of the fusing of the copper electrode?

A. Usually too high speed of the armature, although should you connect the wires up wrong that the current flowing from the dynamo to the lamp should enter the lamp at the electrode instead of passing through the carbon first, you would get a green light and fuse the electrode.

27. Q. What arrangements have been made so that you cannot connect the wires wrong?

A. The positive binding posts, both at the dynamo and the lamp, have been provided with a much larger hole to receive the wire than has been made in the negative binding posts, and the ends of the positive wire should always be bent or doubled back, so that they will just enter the receptacle in the positive binding posts, but cannot be connected at the negative binding posts.

28. Q. Should the copper electrode and holder become fused until no longer serviceable while on the road, what would you do?

A. Would remove the damaged holder from the lamp and substitute either an iron bolt of sufficient length or a carbon, securing the improvised electrode in the bracket of lamp same as the electrode holder is held, only being sure that the end of the bolt or carbon comes up into the center of the reflector and did not rest on the base of reflector or lamp.

29. Q. What is the difference between a series wound equipment and a compound wound equipment, and what advantages are obtained from the use of the compound equipment.

A. With the series wound equipment, the incandescent cab lights burn only with the arc lamp, while with the compound machine the incandescent lamps are independent of the arc and can be used as desired.

30. Q. If you were running along with your light burning steadily and nicely, then suddenly the light began to flash badly and kept it up, where would you look for the trouble?

A. Trouble would usually be found at one of the binding posts, where one of the binding post screws would be found loose.

31. Q. If you were running along with light burning satisfactorily and suddenly it went out, where would you be likely to find the trouble?

A. You would find that either the carbon had burned out, one of the lead wires had broken between the dynamo and the lamp, or one of the wires had gotten loose at the binding post and fallen out.

32. Q. If the light goes out while you are between stations, what course should an engineer pursue?

A. If the light goes out while you are between stations and an investigation cannot be made within a few minutes thereafter to determine the cause, the steam should be shut off from the turbine and the dynamo stopped until such time when the cause of failure can be determined.

33. Q. Why is it essential to shut off steam and stop the equipment?

A. For the reason that if the failure was due to a short circuit, damage might be done to the coils or armature by overheating.

34. Q. How does the equipment act when short-circuited?

A. When there is short circuit, the engine will labor heavily, run slow with a large volume of steam blowing at the exhaust, there will be no light shown either at the arc or cab lamps, and the carbon point and cab lights will only show a dull red or go entirely out.

35. Q. How will the equipment act when the circuit is broken, either by a broken disconnected wire or a burned-out carbon?

A. With a broken circuit the engine will run noiselessly and fast with very little steam blowing at exhaust and no light will be seen at the arc or on cab lights.

36. Q. If the insulation on the cab wires is worn off until your two wires can come together either directly or through the medium of some metallic substance, what would occur?

A. A short circuit would result that would put out all of your lights.

37. Q. What should be done?

A. Wrap the exposed wire, if you can locate it, with a piece of waste, or if you cannot locate the short circuit, disconnect one of your cab wires from the dynamo. This would give you the benefit of the arc lamp and you can look for the trouble at your leisure.

38. Q. If the light goes out when steam drops back fifteen to twenty pounds, what is the trouble?

A. Either one of the governor valves is stuck shut, short bushing No. 18 in engine cab is worn badly, allowing wheel to drop away from the governor stand so steam passes around wheel to exhaust, or governor springs are too weak.

39. Q. In this case what should be done?

A. Report of the action of the dynamo should be made upon the work book at the terminal.

40. Q. If clutch rod No. 78-B should break while on the road, what could be done to get use of the lamp?

A. A piece of wire could be used by fastening one end around the end of top lever No. 59, the other end being attached to clutch through eye.

41. Q. If you should lose the clothespin holder or top carbon clutch, what could be done to get the light?

A. Would fasten a wire around the carbon and top holder to keep carbon in line, being careful not to get the wire either too tight or too loose.

42. Q. If you should lose the iron armature No. 64 in solenoid, what could be done to get use of light?

A. Would use a common iron bolt and suspend same by wire in magnet.

43. Q. What would be the result if any of the levers of the lamp should bind?

A. All levers of the lamp must work absolutely free and must not drag, for if they are not perfectly free the carbon cannot feed properly.

Pyle-National Electric Incandescent Headlight

44. Q. What is meant by an incandescent headlight equipment?

A. A headlight having an electric incandescent lamp in the reflector in place of the usual oil or acetylene gas flame, and electric instead of oil cab lamps, the electricity being generated by a small combination steam-turbine and electric generator. Suitable wiring distributes the electric current.

45. Q. In what manner does the incandescent headlight differ from the arc headlight?

A. It is not so powerful. An incandescent or bulb type of lamp takes the place of the arc lamp in the headlight reflector. The current being less than is required for an arc, is supplied by a smaller turbine.

46. Q. What type of incandescent lamp is used in the reflector?

A. A low voltage, gas filled bulb, containing a very compact or concentrated fillament.

47. Q. Why cannot a standard or house type of lamp be successfully used in the reflector?

A. Because the fillament or light-giving wire inside the bulb is not sufficiently compact or concentrated to reflect the light in the form of a beam. The voltage of the house lamp is also too high to be used on a locomotive installation.

48. Q. How is the lamp held in place in the reflector?

A. By the usual socket, into which the lamp screws. The socket is a part of the focusing device, one type of which holds the lamp in a horizontal position, while in the other the lamp is held vertically or upright.

49. Q. Before turning the steam into the turbine, what precautions should be observed?

A. The turbo-generator should be lubricated by a small amount of black or engine oil, placed in the cup on the turbine or steam end. On the generator end, the oil should be maintained within one-half inch of the top of the hinge-cover cup; using black oil. The drainage of the steam end is cared for automatically by a three-eighth inch drain pipe without a valve. The pipe should be kept open.

50. Q. How do you proceed when you wish to use the light?

A. Open the globe valve in the steam pipe to the turbo-generator, at least two turns. The water-glass, steam and air gauge lamps in the cab, and the number indicator lamp in the headlight case should light up as soon as the turbo-generator reaches full speed. A double-throw knife switch in the cab controls the headlight. In one position the switch gives the full brilliancy of the headlight. The opposite or "dimmer" position reduces the brilliancy about one-half. When the switch bar is in neither position the headlight is entirely out, and only the number lamp is burning. The classification lamp, lubricator and order or reading lamp, are controlled by a small switch on the socket of each lamp.

51. Q. For what purpose is the dimmer, and how does it operate?

A. It is to reduce the intensity of the headlight when locomotive is in yards or around stations. It consists of a small resistance tube in the wiring circuit, and with the cab switch in dimmer position, a portion of the current is converted into heat instead of light.

52. Q. How is an incandescent headlight focussed?

A. By moving the lamp in its position in the reflector until the most brilliant and compact beam of light is obtained. If the beam does not strike the track centrally, or as high or low, the headlight case must be moved on its platform until the beam is properly directed. It is often necessary to raise the front or back of the case by shimming between the case and its platform in order to direct the beam of light the proper distance ahead of the locomotive.

53. Q. What provision is made for moving or focussing the lamp in the reflector?

A. When the lamp is mounted horizontally there are thumb screws by which the lamp may be moved sidewise, up and down, and forward and backward. This mounting is called the "micrometer" device, because of the accuracy of adjustment. With the vertical mounting, a flat head thumb screw at the base of the lamp support releases the ball joint so that the lamp may be easily moved sidewise or forward and backward. To raise or lower the lamp, the thumb screw higher on the lamp stand must be loosened.

54. Q. What causes a "black spot" in the illumination ahead of the locomotive?

A. The lamp is out of focus, being too far ahead or back of the proper position in the reflector.

55. Q. How would you remedy the following possible defects?

A. (a) All lamps fail to burn. If turbine is not running the wrong steam valve in the cab may have been opened, or there may be a second valve, closed, in the steam pipe. The screen on the governor valve in the turbine may be clogged. Remove brass cap at top of turbine and unscrew screen or strainer-cap.

(b) Turbo-generator runs, but no lights. Wires may be "short-circuited" (crossed) which will cause brushes to spark badly, and turbo-generator to pull hard. The "short" can usually be found by an occasional sparking or smoke at the point of trouble. Separate and protect wires when short is found. The brushes may be "cocked up" as left by some repair man. Open the dynamo door and see that the brushes bear on the copper commutator. A wire may be loose at the dynamo binding posts (which may be seen when the dynamo door is open), or at the main switch in the cab. A main wire may have broken. (All locomotives are not equipped with fuse plugs.) A fuse plug may have become loose or burnt out. Replace with new fuse plugs or break an incandescent lamp and twist the leads in the base together, when the base may be screwed into the fuse plug socket, answering the purpose of a fuse plug, temporarily.