IMAGE EVALUATION TEST TARGET (MT-3) % A {./ i< /#-. %? & ^ V<5 1.0 I.I 11.25 « lis 112.2 I £ US 6' 2.0 iA 11 1.6 ^ /a .% '<3 0% ^> "^^ Pnotographic Sciences Corporation 23 WEST MAIN STREr~ WEBSTER, NY. MSSU (716) 872-4503 ^ L N^ V iV 4 ;\ ^m ^\> / o /h. CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de microfiches. o Canadian Institute for Historical Microreproductions / Institut canadien de microreproductions historiques Technical and Bibliographic Notes/Notes techniquaa et bibliographiquas The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. Q Coloured covers/ Couverture de couleur □ Covers damaged/ Couverture endommag^e □ Covers restored and/or laminated/ Couverture restaurde et/iu peiliculde □ Cover title missing/ Le titre de couverture ina ' ^ue □ Coloured maps/ Cartes gdogrzphiques an couleur □ Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) □ Coloured plates and/or illustrations/ Planches et/ou illustrations en couleur D D D D Bound with other material/ RbM avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ Lareliure serree peut causer de I'ombre ou de la distorsion le long de la marge int^rieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouties lors dune restauration apparaissent dans le texte, mais, lorsque cela dtait possible, ces pages n'ont pas iti filmdes. 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The tot I I Coloured pages/ Pages de couleur Pages damaged/ Pages endommag^es Pages restored and/oi Pages re^taur^es et/ou pellicul^es I I Pages damaged/ I I Pages restored and/or laminated/ y Pages discoloured, stained or foxed/ Pages d*color*es, tachet*es ou piquees ThP pos oft film Ori{ beg the sior oth( first sion or il I I Pages detached/ Pages d^tachees Showthrough/ Transparence Quality of prin Qualit* indgale de I'impression Includes supplementary materis Comprend du materiel supplementaire iilable/ sponible r^ Showthrough/ I I Quality of print varies/ I I Includes supplementary material/ □ Only edition available/ S'-^ule Edition di The shai TINI whit Map diffe entii begi right requ metl n Pages wholly or partially obscured by errata slips, tissues, etc., have been ref limed to ensure the best possible image/ Les pages totalement ou partieliement obscurcies par un feuillet d'errata. une pelure, etc.. cnt it6 fiim^es d nouveau de facon a obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est film* au ;aux de reduction indiqu* ci-dessous. JOX 14X 18X 22X 26X 30X 12X 16X 20X 24X 28X 32X The copy filmed here has been reproduced thank* to the generosity of: Library of the Public Archives of Canada Th» images appearing here are the best quality possible considering the condition and legibility of the original copy and in Iteeping with the filming contract specifications. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illu'^trated impres- sion, and ending on the li'ot pjge with a printed or illustrated impression. The last recorded frame on each microfiche shall contain the symbol —^-(meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: L'exempl8ire film6 fut rsproduit grdce A la g«s exemplaires originaux dont la couverture en papier est imprimie sont filmds en commen9ant par le premier plat et en terminant soit par In dernidre page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, selon le cas. Tous les autres exemplaires originaux sont film6s en commenqant par !a premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. Un des symboles suivants apparattra sur la dernidre image de cheque microfiche, selon le cas: le symbole — ^ signifie "A SUIVRE", le symbols V signifie "FIN ". Les cartes, planches, tableaux, etc., peuvent dtre film6s k des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clirh6, il est film6 d partir de I'angle sup^rleur gauche, de gauche d droite, et da haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la m6thode. 1 2 3 1 2 3 4 5 6 fff^^ ■ />v //SM^v'X'^** %r.^ GRAND TRUNK RAILWAY. Regnlations for tbe Use and Care OF THK Westinghouse Automatic * Air Brakes. MONTREAL, JULY 1, 1883, GRAND TRUNK RAILWAY. RegDlatioDs for the Use and Care OK THK Westinghouse Automatic Air Brakes. MONTREAL, JULY 1, 1883. Automatic Air Brakes. -♦♦i ENGINEMEN. 1. Fill the oil cup on the pipe leading to the steam cylinder, with cylinder oil ; open the cock in the bottom half a turn ; this will lubricate the steam cylinder. 2. Start the pump gradually, to allow the condensed steam to escape ; after the pump has made a few strokes put a small quantity of cylinder oil into the cup on the air cylinder, to lubricate the air cylinder. 3. Always have a pressure of 65 pounds on the gauge before the engine is connected with Jie train. 4. When filling the reservoirs under the cars with air^ the handle of the two-way cock must be turned to the left ; this allows the air already pumped to pass from the main reservoir, reduces the pressure, and causes the pump to work more rapidly, until the gauge again indi- cates 65 pounds ; the handle must then be turned to the centre position, so that the spring fits in the notch. 5. The brake is applied by turning the handle to the right from the notch, and exhausting ten or fifteen pounds of air. WESTINGHOUSE AUTOMATIC AIR BRAKES. 6. When taking on extra cars, turn the handle to the leit, to allow the reservoirs in the extra cars to fill with air ; at'ter this is done apply the brakes and let thern off suddenly, to ensure all being released. 7. In making stops at stations, exhaust small quanti- ties of air at a time ; by so doing you reserve the air and bring the train to a stop gradually — releasing the brakes about the last revolution of the driving-wheels (as near as you can judge) ; by so doing you avoid those lurches noticeable in stopping a train with the power brake. Never apply the brakes with full force except in cases of emergency. 8. Avoid, as far as possible, applying the brakes a second time, if on the first application you find you are going to stop too soon, and you have to let them off to run a little farther ; this second application will not be as strong as the first, because the reservoirs have not had sufficient time to re-fill, and there will be difficulty in releasing. 9. Run the pump as slowly as possible, and keep up the required pressure ; the safety valve pops at 85 pounds. 10. Never use the brake in shunting trains, or when brakemen are expected to brake. 11. Keep the main reservoir free from water; also, the triple valve under the tender should be drained daily, to let out any water that may have collected ; there are plugs for this purpose. WESTINGHOUSE AUTOMATIC AIR BRAKES. 1 2. See that the tender brake hose is always hung up in the cHp for the purpose Nvhenever it is not in use ; this will prevent dust getting into the triple valve. All brake couplings must be disconnected by hand. Remem- ber that you are responsible for the condition of the brakes on the engine and tender. 13. For the automatic brake, the har.dle pn triple valve must be turned horizontally; if turned down, will change it to the simple air brake ; if turned midway between these two positions it will close communication with the brake cylinder and reservoir, and should be so turned when desirable to have the brakes out of use on any particular car, from breaking of rods, etc. This applies to tenders and cars. 14. When, from any cause, the automatic brake can- not be used, change to the simple air brake, but in this case remember that the brake valve on engine requires to be worked the opposite way. 15. Promptly test the brakes at the request of Car Inspectors at terminal and (whenever a car is taken on or put off) at intermediate stations, and obtain a notifi- cation that all is right before starting. The pump must not be worked while test is being made. 16. Enginemen must specially report upon arrival at terminal stations, or Round House, any defect in the working of their engine, valves, pump, etc., and on trip tickets particulars of all tdlures of the brakes and loss of time in connection therewith. All passenger engines must carry a spare hose and couplings, as part of their equipment, 6 WESTINGFIOUSE AUTOMATIC AIR BHAKKS. TRAINMEN. 1. In making up trains, all couplings must be united, so that the brakes will ap^^ly throughout the entire train. The cocks in the brake pipe must all be opened (handles pointing down) except that on the rear of the last car, which must be horizontal, and the coupling hung up in the clip. 2. In detaching engines or cars, the couplings must invariably be separated by hand; the cocks in the brake pipes must always be closed before uncoupling to pre- vent application of the brakes. 3. At stations where it may be necessary to cut the train, to take or leave cars, trainmen must not turn the stop cock or disconnect hose until the brakes have been re/eased by the engineman. 4. If the brakes are applied when the engine is not attached to the train or car, they can be released by opening the cock in the end of the brake cylinder or air reservoir. 5. If cars are equipped with a valve for the applica- t?ion of the brakes from the inside it should be kept tight, and must always be examined vvhea the car is standing at terminal stations. This valve must only be used in case of emfergency. I' WESTiNGHOUSE AUTOMATIC AIR BRAKES. t 6. The brakv,. must be tested at intermediate stations whenever a car is taken on or put off and inspected by the brakeman, to see that all are in working order. Conductors are responsible in such cases, and when trains start from points at which no inspectors are located, they must sec that the test is properly made as per car inspector's rule number six. 7. If the packing in the couplings freeze so as to leak, thaw out with a torch. 8. Report to car inspectors any car not in working order. 9. Keep the hose coupled together or hung up in liie clips provided for that purpose, when not in use. 10. The uncoupling of all brake hose is the duty of the brakemen. IT. The first duty or a Conductor, if his train should be stopped by reason of any accident to the brake gear, is to see that the rear of the train is protected, and to relieve the brakes by opening the cocks in the ends of cylinders or air reservoirs under each car as quickly as possible. 8 WESTINGHOUSE AUTOMATIC AIR BRAKES. CAR INSPECTORS. 1. The adjustment of the brakes should be such that, when applied, the pistons in the brake cylinders will not travel to exceed seven or eight inches ; this v/ill allow room for wear of shoes, stretching of rods, springing of brake beams, etc., while on the road. 2. Great care mus^ be exercised in taking up the slack in connections, to have the levers and pistons pushed back to their proper places, and the slack taken up by the under connections or dead lever. :{. The brake cylinders and triple valves must be always kept clean and free from gum, so that they will readily release when the air has been discharged ; oil once a month with oil supplied for this purpose, and note the last date of oiling and station shop mark on the cylinders with chalk. A record of such oiling must be sent each week to the car superintendent at Montreal or London. 4. In damp weather the triple valve should be drained daily, to let out any water that may have collected. Slack the bottom nut about half a turn, let the water escape, and screw it up again ; if there is a pet-cock, draw through that. WESTINGHOUSE AUTOMATIC AIR BRAKES. 5. When the train is finally made up the inspector must take his position at the engine while the brake is being tested, that the engineman may inform him if any leak be discovered, which he must promptly attend to. He will then examine each car throughout the entire train, to see that the brakes have applied properly, and when all is right will notify the engineman, who requires such notification before starting. 6. Inspectors will be held responsible if trains leave stations with the air brakes not in perfect working order, and they are also responsible for the coupling of all hose. 7. Inspectors at all points must keep on hand, ready for immediate use, a supply of the parts that are liable to get out of repair, as ivell as tools necessary for making repairs. Enginemen and conductors will report promptly any neglect to comply with these rules. W. J. SPICER, C. STIFF, Superintendents. HERBERT WALLIS, C. K. DOMVILLE, Mechanical Superintendents. 10 WESTINGHOUSE AUTOMATIC AIR BRAKES. 4>> •4-» CO Ph en -^3 G s J2 Oh Ph a 2 ■i-> Cj 4> 4-» X m C d c _bJO -4-> 0) OS J3 4-J o e/T CJ G O H l-H 1-4 ■«-> 'S o • *s X5 ■4-' O o G O 4-> X 4-» 4-1 ci en o 4-< OJ o P. en O O o 4-> «3 o o 'p. Oh 0^ en ci en 13 > r- -^ .9 'O XJ c3 C 3 G • • 1 O C H C/3 2e O o a o * O en 4-» en s 4-> rG -♦-> c c a; rP 4-> o a c OS o O G 1— ( en W Oh G C3 rG OJ H-> G Cj > <4-. o G Cj ,G i to ••6 • V3 C {/} t2 a *§ ■*-» o en en cj O a t>X3 < o • o 3 en en (L> ■*-» Ph Cj O en O w O (:< pq <4H O en en cS O G • fH H-» G 4-1 cn" OJ 2 >-< 3 4^ G Q ,G 1 2 •s ■<-> en I—" s 4-> •i-( c3 O >-i S -♦-> o c O u 'V • § > • p— < 1-1 ■*-> ■t-t en •4-> C! V en 09 P. ci C >-i O o o o G V M O en rP 4-» en P. 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