The Traveling Engineers' Association Part 15

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 pa.s.ses 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 f.l.a.n.g.e wear on any one particular tire.

102. Q. When should rod bra.s.ses be reported to be reduced? When to be lined?

A. Rod bra.s.ses 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 bra.s.ses 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 pa.s.s into the boiler.

106. Q. Explain the pa.s.sage 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 pa.s.ses 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 pa.s.sing back in case the check valve sticks up and allows the boiler water to pa.s.s 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 pa.s.s 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 const.i.tutes 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 c.o.c.ks 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.