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LOCOMOTIVE BBEAKDOWNS 
 
 EMERGENCIES AND THEIR REMEDIES 
 
 An up-to-date catechism treating on accidents and break- 
 downs on the road and how to repair them. Every kind 
 of an accident which is likely to occur to a locomotive, 
 including engines of the most modern type, is fully 
 considered and the remedy given in plain language, 
 and, in most cases, clearly illustrated. The Wal- 
 schaert valve gear is included with special ref- 
 erence to each individual piece of the 
 mechanism, as is also the locomotive elec- 
 tric head light, and a full course of instruc- 
 tions on air-brake defects, troubles and 
 errors in up-to-date operation, are given. 
 The several styles of compound 
 locomotives are included. 
 
 Contains over 400 Questions with their Answers 
 
 By GEO. L. FOWLER 
 
 Revised and enlarged by WM. W. WOOD, 
 
 Air-brake Inspector 
 
 FIFTH EDITION, REVISED AND ENLARGED 
 
 NEW YORK 
 
 The Norman W. Henley Publishing Co. 
 
 132 Nassau Street 
 1908 
 

 Copyrighted 1908 
 
 by 
 The Norman W. Henley Publishing Co. 
 
 Copyrighted 1903 
 
 by 
 
 The Norman W. Henley Publishing Co. 
 
 Composition. Printing ami Elect retyping by 
 
 PUBLISHKRS PRINTING Co. 
 
 New York 
 
OF THE 
 
 UNIVERSE 
 
 sU.JF< 
 
 PREFACE JO FIFTH REVISED AND 
 ENLARGED EDITION. 
 
 This collection of remedies for emergency locomotive work is 
 not original and newly devised by the author, or it would not be 
 applicable to presently existing conditions and circumstances. The 
 value of technical-instruction books is in the fact that they represent 
 the results of practical application and tests of theories, and in 
 compiling this work the only originality involved has been in con- 
 nection with the revision of the present edition; authorities differ 
 as to the best methods of dealing with certain troubles, and this 
 book presents the latest ideas on those subjects, embodying the 
 methods pursued by practical enginemen, and indorsed and recom- 
 mended by the Travelling Engineers and Master Mechanics. Emer- 
 gency measures that a few years ago were universally advised in 
 cases of breakdown are found to be impractical with the extremely 
 heavy engines of the present day, and in this revision the author 
 has sacrificed some of the really preferable methods that were for 
 years unquestioned as the proper remedies in cases of road troubles 
 and still required by some authorities, to the present-day principle 
 of the least road repair compatible with safety, in order that an acci- 
 dent may not develop into an engine failure as determined by 
 time delayed, and that the engine can get a paying load under way 
 as soon as possible. 
 
 As this book is intended for the benefit of every one in any way 
 connected with the locomotive, the chapter on Engine Repairs is 
 the premium to the Shop and Roundhouse men, illustrating a num- 
 ber of handy devices used in locomotive shop repairs, and, while 
 
 1 Cl/fW-1 o 
 
PREFACE. 
 
 not coming within the limit of road emergencies, may be considered 
 valuable when time is an important element that demands instant 
 recourse to the quickest means of effecting what practically 
 amounts to emergency repairs. 
 
 With the expansion of the Air-Brake chapter, and the added 
 features of the Walschaerts Valve Gear and the Electric Headlight, 
 the author and the publishers are exceedingly satisfied with this 
 revised edition, and believe that it is exactly what locomotive 
 enginemen need and want; they all know what to do when the 
 engine is all right, and this book will enable them to know what to 
 do when the engine is all wrong and we don't believe that very 
 much of importance has escaped the present edition. 
 
 WM. W. WOOD, 
 Air-Brake Inspector. 
 March, 1908. 
 
TABLE OF CONTENTS. 
 
 CHAPTER PAGE 
 
 PREFACE 
 Introduction. 
 
 I. Defective Valves 15 
 
 II. Accidents to the Valve Motion, Stephenson Link Gear. . 34 
 
 III. Accidents to Cylinders, Steam Chests, and Pistons .... 57 
 
 IV. Accidents to Guides, Crossheads, and Rods " 68 
 
 V. Accidents to the Valve Motion, Walschaerts Radial 
 
 Gear 79 
 
 VI. Accidents to Running Gears 88 
 
 VII. Truck and Frame Accidents 108 
 
 VIII. Boiler Troubles 1 18 
 
 IX. Defective Throttle and Steam Connections . 136 
 
 X. Defective Draft Appliances 139 
 
 XI. Injector Troubles 144 
 
 XII. Accidents to Cab Fixtures 157 
 
 XIII. Tender Accidents 165 
 
 XIV. Miscellaneous Accidents 168 
 
 
 
 XV. Accidents to Compound Locomotives 186 
 
 XVI. Tools and Appliances for Making Engine Repairs... 215 
 
 XVII. Locating and Remedying Air-Brake Troubles 229 
 
 XVIII. The Pyle-National Electric Headlight 252 
 
LIST OF ILLUSTRATIONS. 
 
 PAGE 
 
 Fig. i. Valve Stem Clamp 18 
 
 Fig. 2. Method of Blocking Crosshead with Four-Bar Guides 20 
 
 Fig. 3. Method of Blocking a Laird Crosshead 21 
 
 F"ig. 4. Method of Lashing Blocking for Alligator Cross- 
 head 21 
 
 Fig. 5. Blocking Ports with Valve Removed 22 
 
 Fig. 6. Method of Blocking Valve with Broken Valve Stem.. 22 
 
 Fig. 7. Holding Board Over Stuffing Box 23 
 
 Fig. 8. Repairs to a Broken Packing Box Gland 25 
 
 Fig. 9. Closing Stuffing Box when the Gland is Broken 26 
 
 Fig. 10. The Tilting Action of the Yoke on the Valve 29 
 
 Fig. ii. Blocking Piston Valve in Central Position with Wood 
 
 at Each End 31 
 
 Fig. 12. Method of Blocking Piston Valve with Steam Pres- 
 sure 3- 
 
 Fig. 13. Stuffing Box Packed with Hemp on Top of Broken 
 
 Ring 34 
 
 Fig. 14. Rocker Arm Tied to Frame to Clear Link 37 
 
 Fig. 15. Link Blocked and Held by Wood Over Link Block.. 38 
 Fig. 16. Link Blocked at Top and Bottom for Broken Lifting 
 
 Shaft 40 
 
 Fig. 17. Blocking for Broken Lower End of Reverse Lever or 
 
 Broken Reverse Lever Fulcrum 42 
 
 Fig. 18. Blocking for Broken Reverse Lever 42 
 
 Fig. 19. Lashing Lifting Arm to Beam Laid Across Frame... 43 
 
 Fig. 20. Clamping Two Eccentric Rods Together 45 
 
 Fig. 21. Location of Eccentrics Relatively to the Crank 46 
 
 Fig. 22. Side Elevation of Link Motion 50 
 
 Fig. 23. Application of Tram to Valve Stem 52 
 
 Fig. 24. Measuring Position of Link Block Relatively to Axle. 53 
 
 Fig. 25. Tramming Driving Wheel to Locate the Dead Center 54 
 
 Fig. 26. Hydrostatic Piston-Rod Remover 57 
 
 Fig. 27. Method of Blocking Port for Broken Cylinder Head. 58 
 Fig. 28. Method cf Blocking Steam Passages with Broken 
 
 Steam Chest . 63 
 
LIST OF ILLUSTRATIONS. 
 
 PAGE 
 
 Fig, 29. Clamping Board Over Port with Steam Chest 64 
 
 Fig. 30. Blocking of Piston with Board Inside of Cylinder.... 68 
 
 Fig. 31. Method of Blocking for Broken Driving Axle 80 
 
 Fig. 32. Chaining Underhang Equalizer When Main Driving 
 
 Axle is Broken 80 
 
 Fig. 33. Holding Up Rear End of Engine With Rails Chained 
 to Frame and Tender for Broken Rear Driving 
 Axle or Wheel... 80 
 
 Fig. 34. Blocking up Axle with Broken Driving \Vheels 82 
 
 Fig. 35. Blocking Beneath Spring Stirrup to Relieve Broken 
 
 Driving Box Brass 85 
 
 Fig. 36. Striking Piece for Equalizer with a Cracked Spring 
 
 Plate 90 
 
 Fig. 37. Method of Blocking Frame with Broken Main Driv- 
 ing Spring or Hanger 90 
 
 Fig. 38. Blocking for Broken Driving Spring of Ten- Wheeled 
 
 Engines 94 
 
 Fig. 39. Method of Chaining Four- Wheeled Truck Frame with 
 
 a Broken Front Axle 95 
 
 Fig. 40. Method of Chaining Truck Equalizer on Mogul and 
 Consolidation Locomotives with Broken Truck or 
 Truck Axle 96 
 
 Fig. 41. Method of Chaining Truck Equalizer on Mogul or 
 Consolidation Locomotives with Broken Truck or 
 Truck Axle 99 
 
 Fig. 42. Outline of Method of Blocking Four-Wheeled Truck 
 
 with Broken Frame 100 
 
 Fig. 43. Method of Chaining Four-Wheeled Truck with 
 
 Broken Spring Hanger 101 
 
 Fig. 44. Method of Blocking Engine Truck Frame with Broken 
 
 Spring 103 
 
 Fig. 45. Method of Blocking a Mogul or Consolidation Loco- 
 motive with a Broken Equalizer 105 
 
 Fig. 46. Method of Blocking a Mogul or Consolidation Loco- 
 motive with a Broken Cross Equalizer 105 
 
 Fig. 47. An Alternative Method of Blocking a Mogul or Con- 
 solidation Locomotive with a Broken Cross 
 Equalizer 106 
 
 Fig. 48. Pole Sharpened for Plugging Tube and Ready for 
 
 Insertion m 
 
LIST OF ILLUSTRATIONS. 
 
 PAGE 
 
 Fig. 49. A Plugged Tube 1 1 1 
 
 Fig. 50. The Morgan Tube Stopper 112 
 
 Fig. 51. Lap Seam 116 
 
 Fig. 52. A Welt Seam 1 16 
 
 Fig. 53. A Bagged Crownsheet 121 
 
 Fig. 54. Plate Bolted Over Tee Head for Broken Steam Pipe. 128 
 
 Fig. 55. The Master Mechanic's Front End 131 
 
 Fig. 56. Boarding Used to Replace Broken Front Casting.... 132 
 
 Fig. 57. Section of Locomotive Boiler Pump 143 
 
 Fig. 58. The Nathan Cylinder Lubricator 146 
 
 Fig. 59. The Gollmar Bell Ringer 150 
 
 Fig. 60. Spliced Tender Hose 153 
 
 Fig. 61, Chained up Tender Truck 154 
 
 Fig. 62. Common Wrecking Frog 160 
 
 Fig. 63. Wrecking Wedges for Re-Railing Wheels 160 
 
 Fig. 64. The Alexander Wrecking Frog 161 
 
 Fig. 65. The Cooke Wrecking Frog -. . . 162 
 
 Fig. 66. Section of Intercepting Valve of the Richmond Two- 
 Cylinder Compound Locomotive 175 
 
 Fig. 67. Section of By-Pass Valve of Richmond Compound 
 
 Locomotive in Open and Closed Position 180 
 
 Fig. 68. Plugged By- Pass Valve of Richmond Compound Loco- 
 motive 182 
 
 Fig. 69. Intercepting Valve of the Schenectady Compound 
 
 Locomotive when Working as a Simple Engine 186 
 
 Fig. 70. Intercepting Valve of the Schenectady Compound 
 Locomotive in Position for Working as a Com- 
 pound 188 
 
 Fig. 71. Longitudinal Section of Valve of Vauclain Compound 
 
 Locomotive 199 
 
 Fig. 72. Bracket for Supporting Side or Main Rods 204 
 
 Fig. 73. Lever for Holding Side and Main Rods 204 
 
 Fig. 74. Tongs for Removing Oil Box Cellars ; 204 
 
 Fig. 75. Device for Lighting Headlights 205 
 
 Fig. 76. Hydraulic Bolt Starter 206 
 
 Fig. 77- Cannon Bolt Starter 207 
 
 Fig. 78. Air Ram for Removing Bolts 208 
 
 Fig. 79. Common Knots and Hitches 209 
 
 Fig. 80. Diagram of Frame Weld 213 
 
 Fig. 81. Method of Strengthening a Cracked Bridge 214 
 
LIST OF ILLUSTRATIONS. 
 
 PAGE 
 
 Fig. 82. Banded Crank 215 
 
 Fig. 83. Strengthening Crank, with Dove-tailed Insert 215 
 
 ILLUSTRATIONS ADDED TO THE FIFTH REVISED 
 AND ENLARGED EDITION. 
 
 Pacific-Type Passenger Locomotive Frontispiece. 
 
 Fig. 30 (A). Mallet Articulated Compound Freight Locomotive 
 
 with Walschaerts Valve Gear 80 
 
 Fig. 30 (B). Detail Parts of Walschaerts Valve Gear 82 
 
 Figs. 30 (C), and 30 (D). Examples of the Most Common Method 
 of Application of the Walschaerts Valve Gear ; 
 Showing the Difference in Eccentric Location and 
 Upper Connections of the Combination Lever as 
 between Engines with Valves of Inside Admis- 
 sion and Outside Admission 85 
 
 Fig. 56 (A). The Simplex Locomotive Injector 150 
 
 Fig. 85. Nine-and-Qne-Half-Inch Air Pump 230 
 
 Fig. 85a. Nine-and-One-Half-Inch Air Pump 231 
 
 Fig. 86. Pump Governor 234 
 
 Fig. 87. Engineer's Brake Valve 239 
 
 Fig. 88. Diagrammatic Arrangement of the "ET" Engine and 
 
 Tender-Brake Equipment 246 
 
 Fig. 89-89 (a). The Two Most Commonly Used Locations for 
 the Engine and Dynamo of the Locomotive Electric 
 
 Headlight 251 
 
 Fig. 90. Folder. Sectional Elevation of the Pyle-National 
 Electric Headlight, Engine and Dynamo, With 
 
 Lists of Detail Parts 
 
 Fig. 91. Method of Smoothing the Commutator Electric 
 
 Headlight 258 
 
 Fig. 92. Rear View of Lamp and Reflector Electric Head- 
 light 259 
 
LOCOMOTIVE BREAKDOWNS, 
 EMERGENCIES, AND THEIR REMEDIES. 
 
 INTRODUCTION. 
 
 Q. What are the first duties of the engineer in case of, 
 the breakdown upon the road? 
 
 A. The first thing to be done after stopping, is to see 
 to it that the train is protected by flagmen in both directions 
 in case of a single track road, and in the rear on a double 
 track. If the nature of the accident is such that both tracks 
 of a double track road are in any way obstructed, flagmen 
 should be sent to the front as well as the rear. Should the 
 breakdown be one that is likely to require much time to put 
 the engine in running order, word should be sent to the 
 nearest telegraph station, flagging a passing train to send 
 the message if necessary. 
 
 The next thing to do is to determine the character of the 
 mishap and locate the damage ; ascertaining whether it will 
 be necessary to ask for outside assistance, and, if it will be, 
 sending to the nearest telegraph station for the same at 
 once. Finally, work should be started immediately to put 
 the engine in condition to move. There is almost always 
 something that can be done before outside help arrives that 
 will facilitate the preparations and shorten the time during 
 which the disabled engine will be blocking the tracks. 
 
 TI 
 
12 LOCOMOTIVE BREAKDOWNS. 
 
 Q. Name a few of the principal troubles that are to be 
 looked for on a locomotive. 
 
 A. The troubles experienced in every day service on loco- 
 motives are those ordinarily due to wear and tear and to 
 bad water and coal. These may cause the valves and pistons 
 to leak and blow ; the moving parts of the machinery to 
 pound while in motion; the draft to become insufficient to 
 maintain the fire at the proper intensity to generate a suffi- 
 cient quantity of steam; the injectors to fail to work, and 
 the boiler to prime or foam. 
 
 Q. Are any of the troubles named above dangerous to 
 the operation of the locomotive? 
 
 A. That will depend upon the degree to which the defect 
 has been allowed to advance. In the case of a blowing valve 
 or piston there is usually little danger in running, provided 
 that it is due to simple wear and not to a broken part. 
 Where the pounding is light there may be no immediate 
 danger ; but this defect will continually increase and, whew 
 it is allowed to become excessive, a breakdown may be the 
 result. Where the water is of such a character as to cause 
 the boiler to foam or prime there is danger that water may 
 be carried over to the cylinders and cause a breakage there. 
 A poor draft may merely mean a delayed train. It should 
 always be- remembered, however, that any defect, no mat- 
 ter how slight, may be the direct cause of greater ones, 
 which may result in a breakdown or disaster. 
 
 Q. What are the duties of the engineer in regard to 
 these classes of defects? 
 
 A. He should observe them closely and, in case they 
 
INTRODUCTION. I 3 
 
 appear to indicate a dangerous condition of affairs, he 
 should stop at once and apply the proper remedy. Should 
 there be no apparent danger of an immediate breakdown 
 he should proceed to the terminal and report the defect to 
 the roundhouse foreman for repairs. 
 
 Q, What. preparation should be made in order to be able 
 to deal with emergencies and accidents rapidly and without 
 hesitation? 
 
 A. In the first place the engineer should familiarize 
 himself with all of the details of locomotive construction 
 and especially of that class which he is called upon to. run. 
 It will be found that each will possess some peculiarity of 
 construction that will make it necessary to modify the in- 
 structions given in the following pages to a greater or less 
 extent. This will be especially true of those calling for 
 blocking and chaining where the parts are closely crowded 
 together. It will be well, then, as a preparation for what 
 may happen, to go over the particular engine in detail and 
 see what can and must be done in the case of a breakdown 
 of any individual part. This will be a particularly valuable 
 preparation in the matter of fastening and chaining in con- 
 nection with the springs, driving boxes and related parts. 
 In short, it should be borne in mind that it is the man who 
 has worked out the problem in advance that is the one who 
 is ready to deal with an emergency. 
 
CHAPTER I. 
 Valve Defects. 
 
 Q. How is a blow in a valve detected? 
 
 A. The principal difference between the blowing of a 
 valve and a piston in the cylinder is that that of the valve 
 is apt to be the more steady of the two. There is also a 
 difference in the sound which it is impossible to describe 
 and which can only be learned by actual experience on an 
 engine. The only suggestion that can be made is that a 
 valve blow is apt to have a suggestion of a whistle in it, 
 while that of the piston partakes more of the nature of a 
 roar. This sound can be heard more distinctly if the furnace 
 door is open than if it is closed. 
 
 Q. Is an intermittent blow a sure indication that it is 
 not caused by a valve? 
 
 A. No. A valve sometimes leaks intermittently, produc- 
 ing a corresponding blow. That is to say, it may not leak 
 at all points of its travel, or it may become tilted at some one 
 point, thus allowing the steam to blow through. This latter 
 usually occurs at the end of the travel, but rarely or never 
 happens at all with the balanced valves. 
 
 Q. Is a whistling in the exhaust a certain indication of a 
 leaky valve f 
 
 A. No. If the exhaust nozzles or passages become 
 clogged or gummed with oil from the cylinder, they fre- 
 quently produce a whistling in the exhaust that closely 
 resembles the sound caused b a leak valve. 
 
1 6 LOCOMOTIVE BREAKDOWNS. 
 
 Q. Having determined that it is a valve that is causing 
 the blow, how can it be located? 
 
 A. As the valve blow is apt to be continuous no indica- 
 tion of its location can be obtained by watching the effect 
 of crank positions on the sound. The test can best be ap- 
 plied when the engine is at rest. Adjust the valve motion 
 so that the rocker arm is vertical and the valve is in its mid 
 position and then, by admitting a little steam, the blow can 
 be heard quite distinctly. A method of determination while 
 the engine is in motion, is to go out upon the running board 
 while it is moving slowly and yet working hard and place 
 the foot upon the valve rod. The side upon which the blow 
 takes place is apt to tremble and show signs of an extra 
 stress. This, however, may also be due to the hard run- 
 ning of the valve on account of insufficient lubrication. 
 Still another means is to place the engine on the quarters 
 successively, open the throttle a very little and move the 
 reverse lever to and fro. The leak will be upon that side 
 having the crank pins on the quarter when the reverse 
 lever moves with the greater difficulty. 
 
 Finally the same principle may be applied while the en- 
 gine is in motion, by unlatching the reverse levers and hold- 
 ing it by hand when moving slowly and noticing the location 
 of the cranks when a distinct jerk takes place. The blow 
 will usually be found to be on the side whose cranks were 
 on the quarters when this occurs. 
 
 Q. What is apt to be the first indication of a leaky valve? 
 
 A. If the leak is due to a broken strip, the blow may 
 announce itself suddenly and with full force. If it is due to 
 
VALVE DEFECTS. 17 
 
 wear of the valve face or seat it is apt to come on gradually, 
 increasing from day to day with the abrasion of the two 
 parts in contact. 
 
 Q. What is the characteristic feature of a blow resulting 
 from a leaking piston? 
 
 A. It is apt to come on suddenly and is intermittent. 
 
 Q. How can a piston blow be located? 
 
 A. Place the engine with the cranks on the quarter suc- 
 cessively and with the reverse lever in the forward notch 
 start the throttle slightly ; taking care to have the cylinder 
 cocks open. If steam appears at both cocks of the piston 
 whose crank is on the quarter, the leak is on that side. 
 Where the steam appears at one cock only the piston is tight. 
 
 Q. If, in making this test, steam does appear at both 
 cylinder cocks is it a positive evidence of a leaky piston? 
 
 A. No. It may be due to a broken bridge between the 
 ports of the cylinder casting, which would allow steam to 
 pass through from the steam chest or ports to both ends of 
 the cylinder at once. 
 
 Q. How can it be ascertained whether the blow is due to 
 this cause or not? 
 
 A. By testing the matter with the reverse lever in both 
 forward and back positions. If steam appears at but one 
 cylinder cock with the lever in one position and at both 
 cocks when in the other it is a sign that a broken bridge 
 will be found to be the cause of a blow. 
 
 Q. In case a violent and steady blow is suddenly devel- 
 oped to what can it probably be attributed? 
 
 A. To a breakage of a valve, or a portion of the cylinder 
 
i8 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 casting within the steam chest, or to some of the valve 
 connections, such as yoke, stem or packing strips. 
 
 Q. What should be done under these circumstances? 
 
 A. Stop at once and ascertain the exact cause, by remov- 
 ing the steam chest cover. 
 
 Q. In case it is found that a bridge has been broken ivhat 
 should be done? 
 
 A. If the valve has not been injured, the broken pieces 
 
 FIG. i. VALVE STRM CLAMP. 
 
 of the bridge should be removed and the valve clamped in 
 the central position with a valve stem clamp similar to that 
 shown in Fig. i. It consists of the two parts A A, with V 
 notches for setting down over the valve stem and bolts for 
 tightening it so that it will hold. Each is also provided with 
 
VALVE DEFECTS. 19 
 
 an extension and slotted hole for setting over the gland 
 studs, the nuts of which will hold it in the proper position. 
 The method of application is to first adjust the valve, then 
 slip the clamps into position and up against the face of the 
 gland. Then tighten the clamping bolts, after which the 
 gland nuts can he run home, thus firmly fixing the valve in 
 the position in which it is placed. 
 
 Before fixing the valve the valve rod should be discon- 
 nected from the rocker arm and separated from the valve 
 stem. As this disables the engine on one side the other 
 working parts should be disconnected also. 
 
 O. How is an engine to be disconnected in case of a 
 disabled valve? 
 
 A. The valve rod should be disconnected from the rocker 
 arm as already stated in the answer to the previous question. 
 If the valve rod cannot be readily removed, it should be 
 sprung slightly to one side to prevent the rocker arm from 
 striking it. It will not be necessary to disconnect the link or 
 eccentric rods. 
 
 The connecting rod should be taken down, and the cross- 
 head pushed to the extreme limit of its stroke and then 
 blocked in position. As a general statement, it may be said 
 that it makes no difference at which end of the stroke the 
 crosshead is blocked, but on some consolidation, mogul and 
 ten-wheeled engines the crankpin of the forward driving 
 wheel will not clear the crosshead with the latter blocked 
 at the back end of its stroke. It is well, therefore, to always 
 block the crosshead and piston at the extreme front end of 
 the stroke. 
 
2O 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 Q. How is the crosshead to be blocked when discon- 
 necting? 
 
 A. In case of a crosshead working in four-bar guides, 
 the blocking is done as shown in Fig. 2. The crosshead is 
 pushed with the piston to the extreme forward end of the 
 stroke and a block of wood, A, is inserted between the guides 
 completely filling the space between the back end of the 
 crosshead and the guide block. The block is itself held in 
 
 FIG. 2. METHOD OF BLOCKING CROSSHEAD WITH FOUR-BAR 
 
 GUIDES. 
 
 place by lashing or wrought iron straps B bolted to either 
 side of the block A by a single through bolt. 
 
 For crossheads of the Laird type, the block may be fitted 
 against the bottom of the guide and held in position by 
 lashing or by straps and bolts as shown in Fig. 3. 
 
 For crossheads of the alligator type working between 
 two guides, the same method of fastening can be used as in 
 Fig. 3. Should the straps and bolts not be available for 
 holding the block, it can be lashed in place as shown in Fig. 4. 
 
 Q. What should be done in case a valve is broken? 
 
 A. In case the valve is still in such a condition that it 
 
VALVE DEFECTS. 
 
 21 
 
 can be used to cover both the steam ports, set.it in the cen- 
 tral position and clamp it there by means of the valve stem 
 clamp (see Fig. i) and then disconnect one side (see page 
 
 FIG. 3. METHOD OF BLOCKING A LAIRD CROSSHEAD. 
 
 19) and block the crosshead (see Figs. 2, 3, and 4). The 
 engine can then be run with the other side. 
 
 In case the valve is so badly damaged that it cannot be 
 used, as indicated, the ports may be blocked by fitting strips 
 into them or a board may be laid over the whole valve seat 
 as in Fig. 5 and be held down by blocking against which 
 
 FIG. 4. METHOD OP LASHING BLOCKING FOR ALLIGATOR 
 CROSSHEAD. 
 
 the steam chest cover is made to bear, thus holding the 
 whole in position. It is particularly important that this 
 board have a bearing all round the inlet passage or port at A 
 
22 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 so as to prevent the admission of steam to the steam chest. 
 The valve is, of course, to be removed and the engine discon- 
 nected as before. 
 
 Q. What should be done in case of a broken valve stem 
 or yoke? 
 
 A. The engine must be disconnected and the crosshead 
 blocked (see pages 19 and 20). 
 
 If the valve stem is broken outside the steam chest the 
 
 FIG. 5. BLOCKING PORTS WITH VALVE REMOVED. 
 
 FIG. 6. METHOD OF BLOCKING VALVE WITH BROKEN 
 VALVE STEM. 
 
 valve should be put in the central position and clamped by 
 means of the valve stem clamp (see page 18). 
 
 If the stem is broken inside the steam chest, it will be 
 necessary to block the valve. This is done by fitting blocks 
 of wood as shown in Fig. 6 in at the front and back of the 
 
VALVE DEFECTS. 23 
 
 valve, between it and the steam chest, thus holding it in the 
 central position. If it is an unbalanced valve it can be held 
 down by blocking bearing against the steam chest cover. A 
 balanced valve will need no such blocking. 
 
 In case of a valve stem or yoke thus broken within the 
 steam chest, the removal of the same will leave an opening 
 through the stuffing box. This must be closed and it can be 
 done by means of a thin piece of board held against the out- 
 
 m 
 
 FIG. 7. HOLDING BOARD OVER STUFFING Box. 
 
 side of the opening with the gland studs and nuts, as shown 
 in Fig. 7. 
 
 Q. Plow can a broken valve stem or yoke be detected 
 and located? 
 
 A. The engine should be placed upon the quarter and 
 the cylinder cocks opened. Then admit a little steam to the 
 steam chest and move the reverse lever backwards and for- 
 wards. If steam does not escape alternately from the two 
 
24 LOCOMOTIVE BREAKDOWNS. 
 
 cocks the stem or yoke will probably be found to be broken. 
 In case one side is all right, put the other crank on the 
 quarter and repeat the test. 
 
 Q. How can a broken packing strip of a valve be de- 
 tected? 
 
 A. When a packing blows, a great deal if not all of the 
 balance will be lost. This causes the valve to work hard. 
 The best method of locating or detecting it is to lay out on 
 the running board and grasp the valve stem in the hand. It 
 will be found that the one with the broken packing strips 
 will be working with very much greater resistance than the 
 one in proper condition, and can be readily detected by the 
 feeling. This work cannot very well be done when the 
 engine is at rest, although it is possible to do it by setting 
 the engine on the quarters successively, admitting a little 
 steam to the steam chest and having an assistant move the 
 reverse lever to and fro while the inspector holds a hand on 
 the valve stem. 
 
 The trouble that may be experienced with this method is 
 that the loss of balance for the valve may cause it to move 
 with such difficulty that the reverse lever cannot be operated. 
 (See also page 26.) 
 
 Q. If a valve stem or piston rod gland is broken what 
 should be done? 
 
 A. If the gland breaks in two so that it is parted through 
 the body, it is usually possible to repair it by wrapping the 
 part outside the stuffing box with wire and then using a 
 piece of board to push it into position with a steady press- 
 ure as shown in Fig. 8. In case a lug only is broken off, the 
 
VALVE DEFECTS. 25 
 
 piece of board put into position, as illustrated, will serve to 
 bring the gland home. It must, of course, be cut open on 
 one side as shown at A, in order to set over the stem or 
 piston rod without necessitating the removal of the same 
 from its position. 
 
 Another method that may be used, especially upon the 
 left side where the escaping steam will not be a serious in- 
 convenience to the engineer, is to remove a portion of the 
 packing so as to allow the gland to enter its full length into 
 
 FIG. 8. REPAIRS TO A BROKEN PACKING Box GLAND. 
 
 the stuffing box, and to hold it there by screwing down 
 tight with one stud. This, of course, can only be done when 
 at least one lug and stud are left in good condition and the 
 body of the gland is uninjured. 
 
 In case both studs are broken and the gland fractured 
 beyond the possibility of repairing, the stuffing box can still 
 be kept tight. Cut a piece of board like that shown at A 
 in Fig. 8, and after packing the stuffing box full of waste or 
 packing, hold this board over the opening by means of a 
 brace or braces as shown in Fig. 9. These may be two 
 
26 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 pieces of plank or one with the notch cut out to span the 
 piston rod, and guides if necessary, and held in place by a 
 piece of bell-cord running to a brace laid across the front 
 cylinder head or front end of the steam chest, and tightened 
 with a tourniquet, or a twist in the doubled cord. This last 
 method is rather clumsy in appearance but can be made to 
 
 FIG. 9. CLOSING STUFFING Box WHEN THE GLAND is 
 BROKEN. 
 
 answer, besides being readily applied, since it should not 
 take more than fifteen minutes to do the work. 
 
 Q. What is a dry valve and hovv can it be located? 
 
 A. A dry valve is one that has not received the proper 
 amount of lubrication. 
 
 It can be located in exactly the same manner as a broken 
 packing strip. In addition to this it will be found that, 
 when the engine is in motion, there will be a decided jerk 
 to the reverse lever when the crank, upon the side where 
 the dryness exists, passes the top or bottom quarter. By 
 
VALVE DEFECTS. 27 
 
 noting the point at which this jerk takes place the side can 
 be located. 
 
 Q. What is a cocked valve and how is it remedied? 
 
 A. A cocked valve is caused by the valve lifting from 
 its seat and becoming so cramped in the yoke that it cannot 
 return to its proper position. It is usually caused by the 
 yoke being made too tight. It generally takes place after 
 steam has been shut off and at the time of making a stop. 
 
 When starting again the trouble manifests itself by a 
 roaring and blow such as would be occasioned by a broken 
 bridge, and may easily be mistaken for such a defect. The 
 remedy to be applied is to jerk the reverse lever. This pro- 
 duces a jar at the yoke which will usually loosen the valve 
 and allow it to drop back into position. 
 
 Q. Hoiv can the general location of valve motion defects 
 be determined? 
 
 A. By opening the cylinder cocks and watching the 
 escape of steam while the engine is in motion. It should be 
 noted that, when the engine is running forward, steam should 
 escape from the forward cylinder cock during the backward 
 stroke of the piston and out of the back cylinder cock dur- 
 ing the forward stroke of the piston. Any variation from 
 this indicates that there is something wrong and also the 
 side where the trouble will be found. 
 
 Q. When the valves and the valve motion are in good 
 condition what should be the character of the exhaust? 
 
 A. It should take place at uniform intervals of time and 
 each blast should be of equal intensity. 
 
 Q. What does a variation from this condition indicate 
 
28 LOCOMOTIVE BREAKDOWNS. 
 
 and does it rtcessarily indicate a serious condition of affairs? 
 
 A. It indicates that there is some defect either in the 
 valve motion or the related parts, but does not necessarily 
 mean that the engine needs immediate attention or that there 
 is any serious loss in the efficiency of its operation. 
 
 Q. What are some of the causes that may produce this 
 inequality in the intensity or the timing of the exhaust? 
 
 A. They may be almost any defect related to the valve 
 motion. The most common cause is one that is irremediable 
 except by a reconstruction of the valve motion and is due to 
 inherent defects of design. The link motion forms a very 
 delicate combination that must be adjusted with the utmost 
 accuracy or the defect will manifest itself in the "square- 
 ness" of the exhaust. Other accidental phenomena are 
 bent main driving axles, slipped eccentrics, loose eccentric 
 straps, bent eccentric rods, bent or loose rockers, bent valve 
 stems, loose valves, inequality in the size of steam passages, 
 unequal travel of the valve, clogged exhaust nozzles, holes, 
 worn in the petticoat pipe and exhaust nozzles not in proper 
 alignment with the stack. 
 
 Q. How can the general condition of the valves be 
 tested? 
 
 A. The engine may be placed on the quarters and the 
 wheels blocked. The reverse lever is then so adjusted that 
 the rocker arm stands vertically. The cylinder cocks are 
 open and a little steam is admitted to the steam chest. In 
 this position no steam should escape from the cylinder cocks. 
 If any does escape it indicates that there is a leak. 
 
 It sometimes happens that a valve will be tight in its cen- 
 
VALVE DEFECTS. 
 
 29 
 
 tral position and leak at the end of the stroke. In making 
 the above examination it is well to move the reverse lever 
 so as to change the position of the valve, but still not enough 
 to uncover the ports. 
 
 Q. How does wear ordinarily take place on valves and 
 seats? 
 
 A. The average tendency is for the valve to wear convex 
 and the seat concave. This may be due to a variety and 
 
 FIG. 10. THE TILTING ACTION OF THE YOKE ON THE 
 VALVE. 
 
 combination of causes. The lip of the valve projects be- 
 yond the line of the yoke and the looseness of the latter has 
 a tendency to tilt the valve as shown in Fig. 10. This 
 throws an extra pressure upon the edges of the valve tending 
 to wear it convex. The tendency to wear the seats con- 
 cave is probably due, to a great extent, to the practice of 
 working the engine upon the road with a reduced throw, 
 thus giving more wear to the center of the seat than to the 
 
30 LOCOMOTIVE BREAKDOWNS. 
 
 ends. This causes a slight concave wear and, when the 
 valve is again thrown into full gear and its maximum travel, 
 the ends travel up on the unworn portions of the valve seat, 
 with an increased pressure per square inch of surface, and 
 are worn away leaving a convex contour. 
 
 Q. When the valves and scats become so worn that they 
 are leaky ivhat should be done? 
 
 A. The valves should be removed and planed to a smooth 
 flat surface, and the valve seats be refaced. This latter 
 can be done with a portable rotary planer which may be 
 clamped into position on top of the cylinder when the steam 
 chest has been removed. When, by repeatedly facing it, the 
 valve seat has been worn away entirely a false one may be 
 put in, and thus avoid the necessity of sacrificing the cylin- 
 der casting. 
 
 Q. What is the cause of piston valves sticking and jerk- 
 ing the reverse lever? 
 
 A. It may be due to the valves running dry as with the 
 flat valve, or to an inequality of expansion between the valve 
 and its case. If the valve is turned to a snug fit and is 
 made light the admission of live steam to its surfaces will 
 cause it to heat and expand more rapidly than will the 
 heavier casting forming the steam chest. When this occurs 
 the valve will be apt to catch and bind, a condition that may 
 prevail when the engine is started quickly after a long period 
 of rest. 
 
 Q. In case a piston valve becomes disabled, how should 
 it be tested?. 
 
 A. The piston valve may be handled, in every way, in the 
 
VALVE DEFECTS. 31 
 
 same manner as the flat valve. If it is to be blocked in the 
 central position, the work may be done by clamping the 
 valve stem as described in the answer on page 18. If it 
 is to be blocked with wood on the inside, a piece fitted in at 
 each end and bearing against the heads of the steam chest, as 
 shown in Fig. n, will hold the valve in any desired position. 
 
 When this kind of blocking is to be done the best way is 
 to remove both steam chest heads, set the valve in the cen- 
 tral position, and fit in blocks that will just bear against the 
 heads and the valve. 
 
 If, however, it is definitely known whether the valve has 
 
 FIG. ii. BLOCKING PISTON VALVE IN CENTRAL POSITION 
 WITH WOOD AT EACH END. 
 
 inside or outside admission a shorter plan may be followed. 
 Push the valves against the front head and clamp 'it in that 
 position. This will permit the cylinder to be filled with 
 steam, which will hold the piston against one head. Discon- 
 nect the main rod and push the piston to that end of the 
 cylinder where the steam will tend to hold it and block it 
 there (see page 20). This is shown in Fig. 12, where the 
 mottled surface indicates the live steam. 
 
 This method must not be followed, however, unless a per- 
 
32 LOCOMOTIVE BREAKDOWNS. 
 
 feet certainty exists as to the construction and action of the 
 valve. 
 
 Q. Is there any tendency on the part of piston or Hat 
 slide valves to move in the steam chest that makes it neces- 
 sary to block them when the engine is disabled? 
 
 A. No. The steam pressure upon a flat valve merely 
 tends to hold it firmly to its seat, while the piston valve is 
 supposedly perfectly balanced and has no tendency to move. 
 It is unsafe, however, to trust to this as the jarring due to 
 the motion of the engine when running, may serve to move 
 
 FIG. 12. METHOD OF BLOCKING PISTON VALVE WITH 
 STEAM PRESSURE. 
 
 the valve, or the diameters of the piston valve may be such 
 as to cause an inequality of pressure and a tendency to move. 
 Under no circumstances, then, should an engine with a dis- 
 abled valve be moved by its own steam without first block- 
 ing the same. 
 
 Q. If, when an engine is disconnected and the valrc 
 blocked in position, it is found that steam leaks into the cylin- 
 der through the blocked valve, what should be done? 
 
 A. The cylinder cock at the end of the cylinder at which 
 the piston is blocked should be removed. This permits the 
 
VALVE DEFECTS. 33 
 
 steam to escape and does away with any tendency to move it 
 away from that position. It will be better to leave the other 
 cylinder cock in place, as steam in that end of the cylinder 
 will assist in holding the piston in its blocked position. 
 
 Q. What unit be the effect and what should be done if 
 the lip at one edge of the main valve is broken? 
 
 A. The effect will be the same as though the outside 
 lap of the valve had been removed on that side. This causes 
 a later cut-off for any given travel of the valve, besides 
 giving a wider port opening. The result on a locomotive 
 will be that, with the link in full-gear, the broken edge of 
 the valve may travel so far as to uncover the exhaust port 
 and thus permit the live steam of the chest to blow into 
 the former and out at the stack, while it may or may not 
 cover the port at the end of its stroke. The course to be 
 followed will depend upon the extent of the break. The 
 blowing of steam out at the exhaust may be prevented by 
 shortening the travel by hooking up the link, so that it may 
 "be possible to continue running with no other change. 
 Should the port not be closed the cylinder cocks must be 
 kept open. Of course the steam chest cover must be taken 
 off to ascertain the amount of damage, and remove the 
 broken part lest it catch in the valve or ports and wreck the 
 cvlinder. 
 
CHAPTER II. 
 Accidents to the Valve Motion. 
 
 Q. If the rings of metallic piston-rod or valve-stem pack- 
 ing are broken, hozu can the trouble be remedied? 
 
 A. The gland should be removed and the broken rings 
 taken out of the stuffing box. If any are in good condition, 
 as some will usually be, they should be left in position. If 
 all are broken select the least damaged one and put it in at 
 
 FIG. 13. STUFFING Box PACKED WITH HEMP ox TOP OF 
 BROKEN RING. 
 
 the bottom. The space previously occupied by the rings 
 removed should then be filled with a fibrous packing, as in 
 Fig. 13. For this purpose it is possible to use hemp or 
 other packing, wicking, strips of cloth, or waste. The box 
 packed in this way should be covered with the gland and 
 may be run for a long time in that condition if the work is 
 
 34 
 
ACCIDENTS TO THE VALVE MOTION. 35 
 
 well done. The principal precautions to be taken are that 
 the packing is not put in too tightly but in such a way that 
 it will preserve a certain amount of elasticity, and should be 
 thoroughly saturated with oil. 
 
 Q. What should be done in case a rocker arm is broken? 
 
 A. If it is the upper arm that is broken the piece should 
 be disconnected from the valve stem and the valve clamped 
 in the central position as described in the answer ^on page 18. 
 The main rod should then be taken down and the crosshead 
 blocked (see page 20). There will be no necessity of taking 
 down any more of the valve motion, and the engine can be 
 run under steam with the other side. 
 
 If it is the lower arm that is broken proceed in the same 
 way and disconnect the fractured piece from the link block, 
 unless it is evident that it can hang down and swing clear of 
 all other parts when the engine is in motion. The better 
 way, however, is to remove it. 
 
 Q. When an upper rocker arm is broken hoiv can the 
 z'afoe be brought to and set in its central position? 
 
 A. Ordinarily this is done by placing the rocker arm in 
 its vertical position, but, when there is no arm to so place, 
 the one on the opposite side of the engine should be so ad- 
 justed and a measurement taken of the distance from the 
 face of the steam chest to some well-marked point on the 
 valve stem, such as the rocker arm pin hole or the key. The 
 parts on the disabled side can then be set to the same meas- 
 urements and clamped in position. 
 
 Care should be taken to measure from the face of the 
 steam chest and not from the gland as the location of the 
 latter is apt to vary. 
 
36 LOCOMOTIVE BREAKDOWNS. 
 
 Q. What should be done in the case of a broken rocker 
 box? 
 
 A. This will depend to a great extent upon the nature 
 of the break. If the box is in such shape that it can be re- 
 moved, it will be best to do so, disconnecting the rocker 
 arm from the link block and the valve stem, clamping the 
 valve in the central position (page 18), taking down the main 
 rod and blocking the crosshead (page 20). 
 
 If the rocker box cannot be readily removed, take down 
 the eccentric rods and straps ; clamp the valve and treat the 
 main rod and crosshead as indicated above. 
 
 Should the box be so broken that it cannot hold the rocker 
 arm firmly in position, the latter should be disconnected and 
 removed. 
 
 Q. What should be done in case a rocker pin breaks? 
 
 A. If it is the upper pin the trouble should be treated in 
 the same way as though it were a broken valve stem (see 
 page 22). 
 
 If the lower pin breaks the upper pin should be removed 
 and the rocker arm turned to the front or back as far as it 
 will go and an examination made to see that it will clear the 
 link in all positions of the latter. If it will, it may be tied 
 there, as in Fig. 14, and the valve clamped (page 18), the 
 main rod taken down and the crosshead blocked (page 20). 
 
 In case the rocker will not clear the link, it should be tied 
 where it will be the least in the way, and the eccentric rods 
 and straps removed ; the other work being done as before. 
 
 Or, while it will be usually quite impossible to obtain a 
 bolt that will exactly fill the hole in the arm or valve rod, 
 
Ac'CIDENTS TO THE VALVE MOTION. 
 
 37 
 
 it will, however, sometimes be possible to procure one that 
 will nearly do so, and by wedging about it with hard wood, 
 to hold it steady, such a bolt may be made to do the work 
 required in order to run the train to destination. The opera- 
 tion of such a bolt may be to somewhat injure the bushing 
 with which it comes in contact, and the valve itself will not 
 be moved exactly as it should be on account of the lost mo- 
 
 FIG. 14. ROCKER ARM TIED To FRAME TO CLEAR LINK. 
 
 tion of the parts, but this is of minor importance in compari- 
 son with the movement of the train, or the blocking of the 
 tracks. This latter remedy is more readily applied and is 
 preferable to the one first suggested. 
 
 Q. What should be done if a link becomes broken? 
 
 A. Remove the broken link and take down the eccentric 
 rods and straps, The valve must be clamped (page 18), the 
 
38 LOCOMOTIVE BREAKDOWNS. 
 
 main rod taken down and the crosshead blocked (page 20). 
 It will not, however, be necessary to disconnect the valve 
 rod from the rocker arm. 
 
 Q. What should be done in case of the breakage of the 
 link block? 
 
 A. The part should be removed and, after disconnecting 
 the upper end of the rocker-arm from the valve-rod, an 
 
 FIG. 15. LINK BLOCKED AND HELD BY WOOD OVER 
 LINK BLOCK. 
 
 examination should be made and the whole treated in the 
 same manner as in the case of a broken lower rocker pin 
 (page 36). 
 
 Q. What should be done when a link saddle or saddle pin 
 breaks? 
 
 A. The link hanger should be removed, and the link 
 lifted as high as it is desired to cut off and blocked on the 
 link block, as shown in Fig. 15. The wooden block A 
 
ACCIDENTS TO THE VALVE MOTION. 39 
 
 should be fitted tightly into position and may be held by 
 light straps with a single bolt, although these will not be 
 necessary. 
 
 When in this position the engine can be run forward but 
 it should not be reversed as, in that case, the disabled side 
 would be in the forward motion while the other would be 
 in the backward. 
 
 Q. W hat should be done when a link hanger breaks? 
 
 A. Remove the broken part, and block the link in the 
 same way and observe the same precautions as in the case 
 of a broken saddle pin of the previous question. 
 
 Q. When It becomes necessary to block up the link for 
 any reason, as in the case of a broken link hanger, is there 
 any objection to moving the other link by raising or lowering 
 it? 
 
 A. There is no objection to raising the link on the side 
 that has not been disabled, but it must not be lowered beyond 
 the point corresponding to that at which the disabled link 
 has been blocked, because in most engines the link hanger 
 is so short that the link just clears the end of the tumbling 
 arm, and if this is lowered beyond the point corresponding 
 to that at which the link is blocked, the two parts will be apt 
 to strike and cause a more serious breakage than that which 
 has already taken place. 
 
 Q. How should a broken lifting arm be treated? 
 
 A. Remove the link hanger and treat the combination in 
 exactly the same way as for a broken hanger (see second 
 question preceding). 
 
 Q, What should be done in case a lifting shaft or its 
 bracket is broken? 
 
4 LOCOMOTIVE BREAKDOWNS. 
 
 A. In remedying this accident, the engine will be put into 
 such a condition that it will be impossible to reverse it. 
 
 First disconnect the link hangers and reach rod and remove 
 the lifting shaft. Then fit a block into the link slots on top* of 
 the link blocks, as shown in Fig. 15, so that the valves will cut 
 off at the proper point for hauling the train. In addition to this 
 fit a block beneath the link block, as in Fig. 16, to prevent slip. 
 The engine can then be run forward and haul its train. 
 
 FIG. 1 6. LINK BLOCKED AT TOP AND BOTTOM FOR BROKEN 
 LIFTING SHAFT. 
 
 Q. What should be done with a broken link extension rod? 
 
 A. This is the rod sometimes used to connect the link block 
 and rocker arm where it is not possible to bring them together. 
 When such a rod breaks, it should be removed, the valve clamped 
 in the central position (page 18), the main rod disconnected, 
 and the crosshead blocked (page 20). 
 
 Q. What should be done with a broken reach rod? 
 
 A. Cut one block of the right length and secure it in the up- 
 per end of one link, above the link block, as shown in Fig. 15, 
 
ACCIDENTS TO THE VALVE MOTION. 41 
 
 so the valve will cut off at half stroke. Do not block the other 
 link, as it will be carried in the same relative position. If both 
 links were blocked only one of them could carry the combined 
 weights at a time, and the constant alternation and shifting 
 of the load would be dangerous, and likely to cause the blocks to 
 become broken or pounded out of place. Through the reversing 
 shaft and lifting arms any vertical movement of one link is 
 conveyed to the other one, and time and safety are conserved by 
 remembering this. It is a good idea, too, in the presence of 
 this trouble to cut another block long enough to elevate the 
 link as high as it will carry, to be used in case it may become 
 necessary to back up at any time. 
 
 Q. What is the remedy in case oj a broken reversing arm? 
 
 A. Apply the same remedy as for a broken reach rod. 
 
 Q. Suppose the reverse lever should break; what should be 
 done? 
 
 A. You can use the remedy as in case of broken reversing 
 arm or reach rod; but if the break occurs below the reach rod 
 connection the lifting shaft should first be blocked so as to lift 
 the links into the desired running position; this takes the load 
 off the reverse lever. The reverse lever latch should then be 
 put in the proper notch and fastened, so that it cannot be lifted 
 out either by its own motion or the lifting of the reverse lever. 
 The lower end of the lever should then be securely blocked in po- 
 sition; this can be done, usually, by fitting braces, as shown in 
 Fig. 17. 
 
 . If the lever is broken above the reach rod connection, the 
 same method may be followed except that the latch will be use- 
 less and as the lower end of the reverse lever will be held by 
 its own fulcrum the bracing will hold the npper end. The latter 
 condition is illustrated in Fig. 18, 
 
42 LOCOMOTIVE BREAKDOWNS. 
 
 When the reverse lever has been firmly braced in position, 
 the blocking for the lifting shaft should be removed. 
 
 When the construction of the engine is such that the lift- 
 ing shaft can be blocked in position without interfering with 
 
 FIG. 17. BLOCKING FOR BROKEN LOWER END OF REVERSE 
 LEVER OR BROKEN REVERSE LEVER FULCRUM. 
 
 FIG. 1 8, BLOCKING FOR BROKEN REVERSE LEVER, 
 
ACCIDENTS TO THE VALVE MOTION. 43 
 
 the free movement of the eccentric rods, such blocking can be 
 used and that of the reverse lever dispensed with. Such a 
 condition is shown in Fig. 19, where it is possible to lay a 
 plank across the top of the frames and lash it both to these 
 parts and the lifting arms. 
 
 Under these circumstances it is better to use this remedy 
 than that described for a broken reach rod on page 41. 
 
 Q. What should be done with a broken eccentric rod? 
 
 A. This may or may not cause the disablement of one 
 
 PiG. 19. LASHING LIFTING ARM TO BEAM LAID ACROSS 
 FRAME. 
 
 side of the engine. The broken rod or blade, together with 
 the eccentric strap, may have to be removed or may not. 
 In case the link is so hung that it can swing to and fro about 
 the link block without striking any other parts of the fram- 
 ing or machinery, it will simply be necessary to remove the 
 broken rod and proceed, if it is the backing rod that has 
 failed. If it is the forward rod that has broken, it should 
 be removed with its strap and the backing rod and strap put 
 in its place. This of course makes reversing impossible and 
 the reverse lever should be kept in full gear forward. 
 
 If, however, the link will not swing clear of the other 
 
44 LOCOMOTIVE BREAKDOWNS. 
 
 parts of the engine, the side upon which the break occurs 
 will be disabled and the broken rod or blade, together with 
 the eccentric strap, should be removed, the valve clamped in 
 the central position (page 18), the main rod taken down and 
 the crosshead blocked (page 20). In addition to this the top 
 end of the link should be tied to the hanger to prevent it 
 from tilting so that it will make it impossible to reverse the 
 engine (see also page 45). 
 
 Q. // the eccentric rod has merely slipped and has not 
 broken what should be done? 
 
 A. This accident will at once make itself known by caus- 
 ing an irregularity in the exhaust. It is easily remedied. 
 Place the engine with the crank, on the side where the slip- 
 ping has occurred, on the center, block the wheels, open the 
 cylinder cocks and admit a little steam to the steam chest. 
 Then drop the link down into full gear and adjust the rod 
 that has slipped until steam just begins to come from the 
 cock at the end of the cylinder where the piston is standing. 
 That is to say, if the crank is on the forward center, until 
 steam appears at the forward cock ; or, if on the back center, 
 until it appears at the back cock. 
 
 The rod should then be fastened and the work is done. 
 
 Q. What should be done in case an eccentric is broken? 
 
 A. This calls for practically the same remedy as the 
 broken eccentric rod. The broken eccentric with both 
 straps and rods must be removed and the other parts cared 
 for as detailed in answer to the second question preceding. 
 
 Q. What should be done in case an eccentric strap 
 breaks? 
 
ACCIDENTS TO THE VALVE MOTION. 
 
 45 
 
 A. This need not necessarily disable one side of the en- 
 gine. As it is usually the backing strap that breaks it will 
 sometimes be found to be possible to remove the broken 
 strap and clamp its rod to the other one, as shown in Fig. 
 20. When this is done the engine is ready to go ahead, 
 but it cannot be backed and it must be borne in mind that 
 the valve is working through its whole travel and with the 
 maximum steam admission for all positions of the reverse 
 lever, because both ends of the link are controlled by the 
 same eccentric. 
 
 Should it be the forward motion eccentric strap that is 
 
 FIG. 20. CLAMPING Two ECCENTRIC RODS TOGETHER. 
 
 broken, the backing strap may be removed and put in its 
 place, with the backing eccentric rod in place. The forward 
 rod may then be attached to the bottom of the link and 
 clamped to the backing. This, too, puts that side of the 
 engine in full gear forward and it cannot be reversed. 
 
 This case can also be treated in the same manner as the 
 case of a broken eccentric rod, as described in the answer to 
 the question on broken eccentric rods, page 43. 
 
 Q. What should be done in case an eccentric slips? 
 
 A. This is an accident that is not apt to occur with the 
 modern construction of locomotives where the eccentrics are 
 
46 LOCOMOTIVE BREAKDOWNS. 
 
 almost invariably keyed in position. It was, however, a 
 common accident with the old type where the eccentrics were 
 held in position by setscrews. 
 
 In the case of a slipped eccentric the engine should first 
 be placed upon the center, the wheels blocked, the cylinder 
 cocks opened, the reverse lever put in the full gear notch 
 corresponding to the eccentric to be set and a little steam 
 admitted to the steam chest in exactly the same way as in 
 the case of a slipped eccentric rod that is to be reset (page 
 44). 
 
 The eccentric should then be turned on the axle until 
 
 I 
 
 FIG. 21. LOCATION OF ECCENTRICS RELATIVELY TO THE 
 CRANK. 
 
 steam just begins to escape from the cylinder cock at that 
 end of the cylinder where the piston is standing (page 44). 
 As there are two positions of the eccentrics in which this 
 may occur, care must be taken that it is set in the proper 
 one. In the ordinary construction of American locomotives 
 with an upper and lower rocker arm the valve moves in 
 an opposite direction to the eccentric rod, and the center of 
 the eccentric follows the crank, as shown in Fig. 21, in which, 
 when the crank A is moving in the direction indicated by 
 the arrow, the controlling eccentric is at B. When moving 
 in the opposite direction the controlling eccentric is at C. 
 
ACCIDENTS TO THE VALVE MOTION. 47 
 
 Hence, in the readjustment of a slipped eccentric, care must 
 be taken that it is set to follow the crank. 
 
 If, however, the rocker has two arms swinging together 
 on the same side of the center and the valve moves in the 
 same direction as the eccentric rods ; then, the center of the 
 eccentric leads the crank and, in Fig. 21, if the crank D is 
 moving in the direction of the arrow, the valve will be con- 
 trolled by an eccentric at E, while if it were moving in the 
 opposite direction it would be controlled by one at F. This 
 last also holds in the case of a piston valve with inside ad- 
 mission driven by a rocker that reverses the motion. 
 
 Q. What should be done in case both eccentrics upon 
 one side the engine are slipped? 
 
 A. The engine should be put upon the center and the 
 preliminary arrangements as to blocking the wheels, etc., 
 be made as in the answer to the previous question. The re- 
 verse lever is then to be put in full gear forward and the for- 
 ward eccentric adjusted as there described. This eccentric is 
 then lightly fastened in position, and the reverse lever put in 
 full-gear back. The same operation is then performed with 
 the backing eccentric. After this has been fastened, the work 
 should be repeated with the forward eccentric, as it will 
 be found to be slightly out of place. The second adjust- 
 ment will usually put it in its proper position. The work 
 should then be checked by repeating it with the crank on the 
 other center. 
 
 Q. If an eccentric becomes hot, how can it be relieved 
 without undue delay so -that there will be no danger of 
 breaking the strap? 
 
48 LOCOMOTIVE BREAKDOWNS. 
 
 A. The quickest way will be to slacken the bolts holding 
 the straps together and slip one or more thicknesses of tin be- 
 tween the two parts. This will relieve them so that a rapid 
 cooling of the straps will not cause them to pinch and bind 
 on the eccentric itself. If, however, the straps are badly worn, 
 a liberal dose of valve oil capable of standing a high tempera- 
 ture may be put upon the .hot parts. 
 
 Q. Why is it necessary in disconnecting eccentric rods to 
 remove the eccentric straps also? 
 
 A. This is especially necessary in the old type of engine 
 where the firebox was set down between the frames, because 
 the distance from the center of the axle to the throat sheet was 
 made so small that there was just clearance for the back of 
 the eccentric strap, and if the latter were to turn with the ec- 
 centric it would strike the sheet and be apt to puncture it. 
 
 In modern engines other parts of the structure, such as the 
 ash pan and braces, are located so close to the axles as to pre- 
 vent the straps with their projections for the attachment of the 
 rods, from revolving. Hence these straps must always be re- 
 moved when the rods are taken down. 
 
 Q. While it is recognized as the best practice to take down 
 the main rod in any case of breakdown that requires blocking the 
 valve, yet the very heavy engines oj the present time have main rods, 
 generally, whose weight would prohibit any attempt by the engine 
 crew toward taking them down. Under the circumstances, there/ore, 
 is it not possible to get an engine into the shop "on one side" 
 with the main rod left up in place on the disabled side? 
 
 A. Yes; and it is being done right along. 
 
 Q. What precautions should be observed if the main rod is 
 not taken down? 
 
ACCIDENTS TO THE VALVE MOTION. 49 
 
 A. Each end of the cylinder should have a vent hole to the 
 atmosphere, in order to prevent compression or vacuum be- 
 tween the piston and cylinder heads; the cylinder cock rigging 
 can be disconnected and the cocks left open on that side, or, 
 if that does not give sufficient opening, the cylinder cocks may 
 be entirely removed, or indicator plugs or relief valves, if used, 
 may be taken out. It is necessary, too, to get oil into the cylin- 
 der, and if supplied with relief valves oil can be introduced 
 at those points. Or, the lubricator may be allowed to feed 
 oil to the steam chest on the disabled side, and at certain stop- 
 ping points the valve can be moved far enough to uncover one 
 of the ports and by opening the throttle, slightly, the accumu- 
 lated oil will be blown down into the cylinder. 
 
 A good argument in favor of leaving the main rod up is not 
 only the time saved in not disconnecting it, but incidentally, 
 if the engine should stop with the working side on the dead 
 center, the valve on the disabled side may be moved in the proper 
 direction, and given a little steam, the engine will move off cen- 
 ter where it can be stopped with the air brake; then the valve 
 can be again centered and the stem clamped in a very few mo- 
 ments, and the time often lost in such cases by being caught 
 on the center especially on locally stopping trains avoided. 
 
 Q. How are the valves of a locomotive set? 
 
 A. It is a common fallacy among engineers to think that, 
 because the operation of the Stephenson link motion is very 
 easily understood and is simple in its construction., it can be 
 tampered with with impunity. Nothing is further from the 
 truth. A link motion that has been carefully designed in the 
 drawing room must be considered as being fixed beyond any 
 possibility of a change, unless the whole work be re-designed 
 
50 LOCOMOTIVE BREAKDOWNS. 
 
 and adapted to the modification that it is desired to make. 
 Engineers are, therefore, especially warned not to tamper 
 with any of the parts of a motion ; for any change in a well- 
 designed construction is sure to be disastrous. 
 
 It should be borne in mind that each part has its own 
 peculiar function to perform and, in order that it may do it 
 properly, its position and dimensions must be fixed. It will 
 not do, then, to vary the length of the link hanger or the 
 position of the reversing shaft, to change the location of the 
 saddle pin or the length of the lifting arms. Let these things 
 alone until it has been positively ascertained that they arc 
 faulty, and that can only be done by a careful analysis of the 
 design ; an analysis that will be sure to point out the remedy 
 as well as to locate the defect. 
 
 In the first place, it must be borne in mind that no link 
 motion can be arranged to give an equality of cut-off at all 
 points for both strokes of the piston. The most satisfactory 
 design is one that provides for an equalization of the lead 
 and cut-off in mid -gear, which will cause a variation of cut- 
 off from % to ^ of one per cent in the full gear point of 
 cut off and at other points, which is due to the slip of the 
 link block, angularity of rods, etc. 
 
 In order to thoroughly understand the reasons for the 
 various steps to be taken in the setting of the valves of a 
 link motion, a few words may well be devoted to a descrip- 
 tion of its action. The link-motion is only used where it is 
 desired to run the engine in both directions ; in other words, 
 it is a means of reversing the engine and finds its principal 
 application in the locomotive and marine engine. 
 
ACCIDENTS TO THE VALVE MOTION. 
 
 5 1 
 
 By referring to Fig. 22, it will be seen that there are two 
 eccentrics A A' for driving the valve ; one for each direction 
 of engine rotation, whose rods B B' are coupled to the oppo- 
 site ends of a curved link C, whose radius is approximately 
 equal to the distance of its center of curvature from the 
 center of the engine shaft. This link is supported by a 
 hanger Z), taking hold of a saddle pin F at one end, and 
 being itself supported by a reversing arm E at the other. 
 
 FIG. 22. vSiDE ELEVATION OF LINK MOTION. 
 
 A link-block G slides freely in the opening of the link and is 
 attached to the valve-stem H, or to a rocker arm that, in 
 turn, moves the valve-stem. It will be seen that, if the 
 link is lowered until the link-block is opposite the connection 
 of the eccentric rod B, that the eccentric A, which controls 
 the movement of the upper end of the link, will have a 
 much greater influence upon the motion of the block, and 
 consequently upon the valve, than the eccentric A '. There- 
 
52 LOCOMOTIVE BREAKDOWNS: 
 
 fore, the valve will be driven almost wholly by A, and the 
 engine will run in the direction corresponding to that eccen- 
 tric. 
 
 Now, if the link be gradually raised, the influence of A 
 will be proportionately diminished while that of A' will be 
 increased, with the result that, when the central position is 
 reached, the two eccentrics will have an equal influence, and 
 the engine will not run in either direction. Continuing the 
 raising of the link gives the eccentric A' a preponderating 
 influence, with the result that the engine will run in the op- 
 posite direction from that which it would when the eccentric 
 A was in control. 
 
 As the link approaches its central position on either side, 
 the point of cut-off gradually shortens, a fact that has made 
 the link-motion so valuable as a means of operating the 
 valves, because the engine can be worked to admit steam 
 for nearly the full length of its stroke, when starting, and 
 can thus exert a maximum of power ; while, after it has 
 started, the position of the link may be shifted and the 
 steam cut off at an earlier point of the stroke, thus being 
 worked expansively with the economy resulting from such 
 a method. 
 
 In the setting of the valves of a link-motion, the first 
 thing to be done is to make an accurate measurement of 
 the outside lap of the valve. Then set the valve in its cen- 
 tral position. That is to say, so that the lap on each side 
 extends an equal distance beyond the ports. When this 
 has been done, make a small prick-punch on the flange of 
 the stuffing box, as at a, Fig. 23, and, with a fixed tram 
 
ACCIDENTS TO THE VALVE MOTION. 
 
 53 
 
 shaped as at b, make a punch mark at c on the valve-stem. 
 It will always be possible, then, to set the valve in the central 
 position even though the steam chest may be closed, pro- 
 vided the adjustment of the length of the valve-stem is on 
 the outside. If the adjustment of this length is made inside 
 the chest, the tram should be set as shown in -dotted lines 
 in Fig. 23, from the steam chest to the valve itself. 
 
 The next step to be taken, after placing the valve in its 
 central position, is to adjust the length of the valve rod. 
 If the valve is driven through a rocker, first set the upper 
 
 FIG. 23. APPLICATION OF TRAM TO VALVE STEM. 
 
 arm so that it stands exactly vertical in the case of a hori- 
 zontal engine, or exactly at right angles to the line of the 
 valve rod if the latter is not horizontal. Then adjust the 
 length of the rod so that the valve will be in the central posi- 
 tion when the arm stands as indicated. 
 
 If the stem is attached directly to the link-block the latter 
 should be attached to the rod, which should then be so ad- 
 justed that its center is distant from the shaft by the length 
 of the radius of the link. This radius can be easily obtained 
 by scribing its outline on a board and then finding the radius 
 with a pair of trams. From this distance subtract half the 
 
54 LOCOMOTIVE BREAKDOWNS. 
 
 diameter of the shaft and measure out to the center of the 
 block as shown in Fig. 24. 
 
 When the length of the valve rod has been accurately 
 adjusted so that the link-block stands at the distance, just 
 obtained, from the shaft, fasten both eccentrics in any posi- 
 tion on this shaft, and dropping the link down to the extreme 
 forward point of cut-off, turn the engine over and note 
 whether the valve has an equal amount of travel on each 
 side of its central position. If it has not, adjust the length 
 of the eccentric rod B until such an equalization of travel 
 is obtained. Then raise the link to the extreme backing 
 
 FIG. 24. MEASURING POSITION OF LINK BLOCK RELATIVELY 
 
 TO AXLE. 
 
 position and perform the same operation with the eccentric 
 rod B f . 
 
 In cirder to check the accuracy of the work, drop the link 
 into the extreme forward position again and make another 
 test of the valve travel. The safest way to measure tliis 
 travel is to use the tram and scribe a line on the valve stem 
 or valve at the extreme point of travel, and measure from 
 these lines to the center punch mark already referred to. 
 
 The motion is now ready for the setting of the eccentrics. 
 To do this v first place the engine crank on the dead center. 
 The best way to do this is to make a mark on the guides at 
 the extreme point of travel of the cross-head. Then turn the 
 engine back and come ahead again until the cross-head is 
 
ACCIDENTS TO THE VALVE MOTION. 55 
 
 within an inch of its extreme point of travel. With a tram, 
 Fig. 25, resting upon some fixed point of the engine, prefer- 
 ably the guide yoke or wheel guards, locate the point a on 
 the side of the driving or flywheel. Then turn the engine 
 ahead until the cross-head has passed the extreme point of 
 travel and reached the same place as before, when a second 
 point b is to be located at the same distance from the center 
 of the axle as the point a. With a pair of dividers locate 
 the point c midway between a and b. When the tram point 
 rests upon the mark c, the engine will be on the center. 
 
 FIG. 25 TRAMMING DRIVING WHEEL TO LOCATE THE 
 DEAD CENTER. 
 
 The reason for not simply setting the engine on the center 
 by the cross-head, is that the crank may be moved through 
 an appreciable angle while passing the center and the motion 
 of the cross-head be imperceptible. The method given lo- 
 cates the center exactly. The other center should be estab- 
 lished in the same way. 
 
 In setting the eccentrics always turn the engine in the 
 direction in which it is to move under the influence of the 
 eccentric being set. This obviates a variation in the action 
 of the valve due to lost motion in the parts. 
 
56 LOCOMOTIVE BREAKDOWNS. 
 
 The engine being now placed upon the center, drop the 
 link into its extreme forward position. Loosen the eccen- 
 tric. If the link-block is attached directly to the valve rod, 
 the eccentric leads the crank; if a rocker arm is used the 
 eccentric follows the crank. Turn the eccentric accordingly, 
 until the valve is opened by the amount of lead that it is 
 desired that it should have and then fasten it in position. 
 Raise the link to the backing position and set the other eccen- 
 tric in the same manner. Again drop the link to the for- 
 ward position and see if the lead has been changed by the 
 adjustment of the backing eccentric. If it has, readjust the 
 forward eccentric to suit the case, which means re-set it 
 under the same rule as before. 
 
 Finally, turn the crank to the other center and see that 
 the same lead is given there. If not, first go over the length 
 of the valve rods and eccentric rods to ascertain that they 
 are all right and then, if the valve motion is properly de- 
 signed, the lead will be the same. In case this does not 
 occur, then lengthen or shorten the eccentric rod as the case 
 demands so as to secure an equal lead. 
 
 Under no circumstances make any change in the dimen- 
 sions of the fundamental parts without first making a care- 
 ful analysis of the whole mechanism, and if a fairly even cut- 
 off cannot be obtained by following the rules laid down, it 
 is certain that the fault lies in the design. It will be seen 
 that extreme simplicity is characteristic of the setting and 
 operation of the valves, but it is a simplicity that is fixed in 
 the mutual relationship of the several parts. 
 
CHAPTER III. 
 Accidents to Cylinders, Steam Chests and Pistons. 
 
 Q. What should be done in case a piston breaks? 
 
 A. It would rarely happen that a piston would break 
 without doing other damage to the cylinder. In case, how- 
 ever, such an accident should occur the front cylinder head 
 should be taken off and the broken parts removed. The 
 valve stem should then be disconnected from the rocker and 
 the valve clamped in the central position (page 18). The 
 main rod must be taken down and the cross-head blocked. 
 
 Q. What should be done in the case of a broken piston 
 rod? 
 
 A. This accident almost invariably results in the knock- 
 ing out of the front cylinder head. Usually there is little 
 or no damage done to the cross-head. It is, therefore, only 
 necessary to remove the broken parts, disconnect the valve 
 stem from the rocker and clamp the valve in the central 
 position (page 18). 
 
 In case the breakage is such that the cylinder is emptied, 
 as would occur when the break takes place close to the cross- 
 head, it will not be necessary to take down the main rod, but 
 the cross-head can be allowed to play back and forth in the 
 guides while the locomotive is being driven from the other 
 side. 
 
 Should the break occur at such a point between the cross- 
 head and the piston that the stub end of the rod attached to 
 the cross-head would enter and leave the stuffing box, it will 
 
 57 
 
58 LOCOMOTIVE BREAKDOWNS. 
 
 be necessary to remove the same or disconnect the main rod 
 and block the cross-head (page 20). 
 
 Q. Why is the alternative presented in the answer to 
 the preceding question of removing the broken piston rod 
 from the cross-head or taking down the main rod? 
 
 A. Because the piston rod is usually fitted so tightly into 
 the cross-head as to make it impossible to remove it with the 
 appliances available on the road. 
 
 Q. How is this removal usually effected? 
 
 A. There are a number of special tools designed for this 
 
 FIG. 26. HYDROSTATIC PISTON ROD REMOVER. 
 
 purpose. A simple way is to use a wedge driven in and 
 bearing against the rod and a seat resting against the wrist 
 pin. Some kind of hydraulic jack is, however, the most 
 satisfactory method of doing the work. Such an apparatus 
 is shown in Fig. 26. It consists of a cylinder A bored out 
 to receive a plunger B, which is fitted with a leather cup 
 packing. The opposite end of the cylinder is closed by a 
 plug C, which also serves as a nut for the screw D. The 
 action of the device is as follows : The space between B and 
 C is filled with white lead or oil, preferably the former, as it 
 is less apt to work out around the screw D. The plunger B 
 is set up against the end of the piston rod E and the holding 
 
ACCIDENTS TO CYLINDERS, ETC. 59 
 
 bolts between the plates FF drawn snugly home. The screw 
 D is then turned by means of a long lever, thus producing 
 a hydrostatic pressure upon B and forcing out the piston rod. 
 The plates FF are held together by bolts not shown in the 
 drawing and serve to prevent the cylinder A from moving 
 off before the pressure exerted on B. This device puts no 
 stress other than compression on the cross-head. 
 
 Q. What should be done when a cylinder head is broken? 
 
 A. If the forward head is broken the main rod should 
 be taken down and the cross-head blocked (page 20). The 
 
 FIG. 27. METHOD OP BLOCKING PORT FOR BROKEN 
 CYLINDER HEAD. 
 
 valve stem should be disconnected and the valve clamped in 
 the central position (page 18). 
 
 If it is the back head that is broken it is more than prob- 
 able that the guides will also have been carried away. It 
 will then be necessary to strip one side of the engine of the 
 guides, cross-head and connecting rod. 
 
 Q. Is it possible to so repair an engine with a broken 
 front cylinder head that a disconnecting of the valve will be 
 unnecessary? 
 
 A. Yes. It is possible to remove the steam chest cover, 
 and fit a piece of wood tightly into the forward port, as 
 shown in Fig. 27. This will prevent the escape of steam 
 
60 LOCOMOTIVE BREAKDOWNS. 
 
 
 
 when the valve travels over the wooden rilling. When this 
 has been done, the steam chest cover may be replaced and 
 the engine run on that side as a single-acting machine. That 
 is, taking steam at the back end of the cylinder only. 
 
 The objections to this method are, first, the amount of 
 time that will be required to do the work, with the resultant 
 delay to trains and the blocking of the track, and second that 
 the movement of the piston to and fro in an uncovered cylin- 
 der, where it will be exposed to the flying dust and dirt, will 
 be apt to cut the shell and do more harm than the slight sav- 
 ing in power available in the disabled engine will amount to. 
 
 Q. What are the causes of broken cylinder heads? 
 
 A. A broken cylinder head at one end or the other will 
 almost invariably result from a breakage of a crank pin, main 
 rod, cross-head or piston rod. This class of accident also 
 frequently occurs as the result of a piston rod key working 
 loose, or a follower bolt dropping off and serving as an 
 obstacle to the free traveling of the piston to the end of its 
 stroke. Another cause that leads to frequent breakages of 
 this kind is the accumulation of water in the cylinders. 
 When an attempt is made to start a locomotive, after it has 
 been standing for a time, the steam entering the steam chest 
 and cylinders will be condensed in such quantities that unless 
 the cylinder cocks are open, enough may accumulate in the 
 clearance space between the piston and cylinder head to 
 break the latter or bend the former. 
 
 Q. How can broken cylinder heads be prevented? 
 
 A. Where they are the result of the breakage of some 
 of the parts enumerated in the answer to the previous ques- 
 
ACCIDENTS TO CYLINDERS, ETC. 61 
 
 tion, a prevention is impossible, but they may be prevented, 
 when due to an accumulation of water of condensation, by 
 having the cylinder cocks open and admitting the steam so 
 slowly, on starting, that the cylinders will be well heated and 
 steam, not water, be blowing from the cylinder cocks be- 
 fore the engine moves. 
 
 Q. What should be done with the cylinder cocks of a 
 disconnected engine? 
 
 A. It is best to remove them or block them open on the 
 disconnected side. The reason is that it is desirable that no 
 pressure shall be exerted against a piston whose cross-head 
 is blocked. As there is always danger of the valve leaking 
 the safe course to pursue is to have the cylinder cocks open. 
 As it is usually desirable to close them upon the working 
 side of the engine, those in the disabled side had best be 
 disconnected or blocked open. 
 
 Q. When a cylinder is broken ivhat should be done? 
 
 A. The exact course to be pursued will depend solely 
 upon the extent of the damage done. If the breakage con- 
 sists merely of a crack, it may be possible to continue on 
 to destination without doing anything more than observe 
 extra precautions to see that the injury does not increase to 
 an extent that will imperil the safety of the train. 
 
 If a piece is broken out of one end of the cylinder, the 
 remedy to be applied may well be the same as that used in 
 the case of a broken cylinder head, . as described in the 
 answer to the question on page 58. 
 
 If the accident is such that the cylinder is demolished on 
 one side and the other remains intact, the crippled engine 
 
62 LOCOMOTIVE BREAKDOWNS. 
 
 may still be sent home under its own steam. To do this 
 remove the main rod cross-head and guides from the dis- 
 abled side. Disconnect the valve rod and remove it. Finally 
 open the front end and loosen the steam pipe and slip a 
 piece of sheet metal into the joint and then tighten the 
 latter. This will cut off the flow of steam to the disabled 
 cylinder when the throttle is opened for the operation of the 
 other side (see also steam chest, page 62). 
 
 Q. What are the causes of natural deterioration of cylin- 
 ders? 
 
 A. The movement of the piston to and fro produces a 
 wear that, in time, necessitates reboring in order to bring 
 the interior back to a cylindrical condition. 
 
 Q. How is this reboring done? 
 
 A. Usually by means of a portable boring bar that is 
 placed in the cylinder while it is in position on the frames, 
 and is driven by some elastic or portable means of power 
 transmission. 
 
 Q. Is there any objection to this reboring of cylinders? 
 
 A. Repeated reborings may make the walls of the cyl- 
 inder too thin to withstand the internal pressure of the 
 steam, or, if the original diameter of the cylinders was such 
 that the tractive power developed was fully up to that cor- 
 responding to the adhesion due to the weight on the driving 
 wheels, the extra tractive power developed, as the result 
 of the increase in diameter, may "make it very difficult to 
 prevent the wheels from slipping whenever an attempt is 
 made to start the engine. This difficulty may, however, be 
 prevented by inserting a bushing into the rebored cylinder. 
 
ACCIDENTS TO CYLINDERS, ETC. 63 
 
 Q. How is such a bushing prepared and applied? 
 
 A. It is made of cast iron and is turned on the outside 
 so that it will require some pressure to force it into position. 
 The interior is bored to the diameter which it is desired to 
 give to the piston and cylinder. The length is so made that 
 the bushing will have a bearing against each cylinder head 
 and be held in position by them in addition to the frictional 
 resistance to motion due to the pressure with which it is 
 put in place. Such a bushing is usually forced in with 
 heavy bolts and screws. 
 
 Q. What remedy should be applied to a broken steam 
 chest? 
 
 A. First remove the casing and ascertain the extent of 
 the fracture. If it is merely a crack upon one side, it may 
 be possible to so close it by wedging between the outside of 
 the chest and the bolts that the parts will be cramped and 
 pressed together enough to prevent an excessive amount of 
 leakage. 
 
 If the crack is too large to be stopped in this way or if 
 there is a piece broken out, the steam chest had best be re- 
 moved, the valve stem and main rod disconnected and the 
 cross-head blocked (page 20). It will then remain to stop 
 the passages to prevent the escape of steam when the .throt- 
 tle is opened. The simplest and quickest way to do this 
 will probably be to fit pieces of board over the steam pas- 
 sage and hold them down with the steam chest cover as 
 shown in Fig. 28. Here the boards B are held down by the 
 blocks A, against which the steam chest cover C is to be 
 firmly screwed. 
 
6 4 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 Another method of cutting off this flow of steam is to 
 slacken the bolts holding the steam pipe to the saddle and 
 slipping a sheet of metal into the joint, as already described 
 in the answer on page 61. The objection to this latter method 
 is the difficulty of doing the work. The bolts holding the 
 steam pipe are apt to be corroded and difficult to loosen 
 
 FIG. 28. METHOD OF BLOCKING STEAM PASSAGES WITH 
 BROKEN STEAM CHEST. 
 
 while the heat of the smoke box will render the work slow 
 and arduous. 
 
 Q. What should be done when a steam chest cover is 
 broken? 
 
 A. The results, as far as the engine is concerned, are 
 practically the same as when a steam chest is broken. The 
 same work of preparation must be done in the removal of 
 the main rod, the blocking of the cross-head, and the closing 
 of the steam passages after the valve has been removed from 
 the steam chest. 
 
 The method to be pursued in holding this blocking in 
 position will depend upon the condition of the cover. If 
 enough of it remains to enable it to be used for holding 
 
ACCIDENTS TO CYLINDERS, ETC. 65 
 
 down the blocking as shown in Fig. 28 this should be done. 
 If it is too badly broken for this, then a stiff plank should 
 have holes cut in it to fit over the studs and be used in its 
 place, or the steam chest box itself may be raised and the 
 boards slipped beneath it and the nuts then be run down upon 
 its upper surface, as shown in Fig. 29, which will also entail 
 the use of the stuffing box cover, as in Fig. 7. 
 
 Q. What is a common cause of the breakage of steam 
 chests and covers? 
 
 A. The reversing of the engine when running at high 
 
 
 "Tn rrn rrn rrn rn 
 
 
 
 
 _ 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 i I E^ I 
 
 
 s m$ i 
 
 
 
 
 FIG. 29. CLAMPING BOARD OVER PORT WITH STEAM CHKST. 
 
 speeds. This converts the pistons into air pumps that force 
 the air into the steam chests very rapidly and may create a 
 pressure there that is quite capable of bursting them. 
 
 Q. How can this accumulation of pressure and the con- 
 sequent bursting of the steam chests be prevented? 
 
 A. By opening the throttle valve slightly when the engine 
 is reversed. This makes it possible for the excess of pres- 
 sure that would otherwise accumulate in the steam chest to 
 escape back through the dry pipe, into the boiler, and if 
 r.ecessarv out at the safetv valve. 
 
66 LOCOMOTIVE BREAKDOWNS. 
 
 Q. What effect may wear have upon the tightness of 
 split spring ring piston packing? 
 
 A. The theory of the action of split ring spring packing 
 is that it is held out against the walls of the cylinder by its 
 own tension and that the pressure is increased by the action 
 of the steam upon the inside surface, forcing it out. The 
 result of this is that, after the engine has been run for a 
 time, the packing may be so worn that the steam will force 
 it out beyond the point where its own natural elasticity would 
 carry it. When this condition is reached the packing will 
 draw away from the walls when there is no steam or steam 
 of a low pressure in the cylinders. Under such conditions, 
 it sometimes happens that the packing will be tight when 
 the engine is taking steam at full stroke or when the maxi- 
 mum boiler pressure is maintained. But, when the reverse 
 lever is drawn back and the cut-off takes place early in the 
 stroke, the steam pressure falls, by expansion, to such an 
 extent at the end of the stroke that the rings will draw 
 away from the walls of the cylinder and cause a blow and 
 rattle while running over the road, but which would not oc- 
 cur when starting. 
 
 Q. Hoiv can blows caused by the wear of the piston 
 rings and due to the failure of the steam to always hold 
 them out in contact with the walls, be best detected? 
 
 A. By testing the rings for blows when the steam pres- 
 sure in the boiler is low. 
 
 Q. If the movement of the piston in the cylinder causes 
 a groaning, how can it sometimes be remedied? 
 
 A. By putting some flake graphite in through the relief 
 
ACCIDENTS TO CYLINDERS, ETC. 67 
 
 valves occasionally. This should be done about once every 
 hundred miles. 
 
 Q. Where rod bolts have been partially sheared and they 
 cannot be driven out, how can they sometimes be removed? 
 
 A. Put the crank on the lower quarter and place a jack 
 beneath the sticking bolt, and tighten up hard. Place a nut 
 or ring over the head so that a blow delivered upon the 
 same from above will come against the rod or strap. Do not 
 strike directly upon the strap. If this fails to start the bolt, 
 take a shovelful of coals from the firebox, and, with the 
 shovel held at an incline, allow them to lay against the side 
 of the rod. After a few moments the heat will so expand 
 the metal of the rod that the bolt can usually be easily driven 
 out. 
 
 Q. In the adjustment of spring ring packing on the pis- 
 tons of cylinders, what precaution should be taken in regard 
 to the tightness of the same? 
 
 A. Care should be exercised that these rings are not set 
 out too tightly. It is, of course, undesirable that they should 
 be so slack that they are not brought into contact with the 
 walls of the cylinder with sufficient force to make a steam- 
 tight joint, but a leak is preferable to having them forced 
 out with so great a pressure that they will cut the cylinders. 
 It should be borne in mind that when metal-to-metal contacts 
 are secure, it does not take an excessive pressure to make a 
 steam-tight joint. 
 
CHAPTER IV. 
 Accidents to Guides, Cross- Heads and Rods. 
 
 Q. W hat should be done in case a guide breaks? 
 
 A. This is an accident that very rarely happens except as 
 the result of the breakage of some other part, such as a cyl- 
 inder head, by which the guide is torn from its fastenings. 
 When it does happen, the valve stem is to be disconnected 
 and the valve blocked in the central position (page 18) and 
 the main rod taken down. 
 
 The disposition that is to be made of the cross-head will 
 depend upon the condition of its connecting parts. If the 
 piston rod has not been bent or has not been injured to such 
 an extent as to prevent the piston from being pushed to the 
 front end of the cylinder, this may be done and the cross- 
 head tied against the cylinder with a bell cord. The piston 
 rod will be able to support it in this position and the tying 
 will prevent it from turning. If this cannot be done the 
 cross-head should be removed from the piston rod, and the 
 piston blocked in the back end of the cylinder if it cannot 
 be removed. 
 
 To block the piston in the back end of the cylinder, take 
 off the front cylinder head and fit in a piece of board that 
 will have a bearing against the piston and the cylinder head 
 when the latter is replaced, as shown in Fig. 30. 
 
 Q. In the case of an engine having four-bar guides that 
 persistently run hot, what can be done to remedy the dif- 
 ficulty? 
 
 68 
 
ACCIDENTS TO GUIDES, CROSS-HEADS AND RODS. 69 
 
 A. It frequently happens that the guides are set too close 
 to the cross-head, and when the latter is in motion it may 
 become heated. This expands the cross-head and causes an 
 increase of the tightness, resulting in hot guides. The rem- 
 edy is to loosen the latter and separate them by the interposi- 
 tion of a thin liner between them and the blocks. This is a 
 remedy, however, that belongs to the shop and should not be 
 
 FIG. 30. BLOCKING OP PISTON WITH BOARD INSIDE OF 
 CYLINDER. 
 
 attempted on the road except in cases of extremity, because 
 of the liability of getting the guides out of line. 
 
 Q. What should be done ivith a bent or broken guide 
 yoke? 
 
 A. This is also an accident that usually follows in the 
 train of some other one. If the condition is such that it 
 cannot be made to hold the guides in proper alignment, the 
 valve stem should be disconnected and the valve clamped 
 in the central position (page 18). The main rod is to be 
 
yo LOCOMOTIVE BREAKDOWNS. 
 
 taken down and the cross-head blocked (page 20). In cast 
 the guide yoke is so injured that it distorts the alignment of 
 the guides upon both sides, the rods and valves must be dis- 
 connected on both sides and the engine towed in. 
 
 Q. What should be done with a broken cross-head? 
 
 A. This accident will involve the disconnecting of one 
 side of the engine, removing the main rod and clamping the 
 valve in the central position (page 18). The balance of the 
 work to be done will depend upon the condition of the 
 break. If it is slight so that the cross-head can be blocked, 
 as described on page 20, this should be done. 
 
 If, however, the cross-head is too badly broken for that, it 
 should be stripped clear of the piston rod, and the piston 
 blocked in the cylinder as described in answer to the question 
 on page 67. 
 
 Q. Suppose a gib only of the cross-head is broken, what 
 can be done? 
 
 A. It may be quite possible to go on without disconnect- 
 ing the engine. It is supposed, however, that the gib is 
 broken or destroyed. The action to be taken will depend 
 upon which gib is broken. 
 
 When an engine is running ahead the cross-head is pressed 
 upward on both strokes by the push and pull of the connect- 
 ing rod. If, then, it is a gib on the lower bearing surface of 
 the cross-head that is broken, it may be replaced with a 
 piece of hard wood set into its place, so as to prevent the 
 cross-head from dropping when it passes the center. This 
 gib will enable the engine to be backed as well as run ahead. 
 
 In case it is the top bearing gib that is broken, the first 
 
ACCIDENTS TO GUIDES, CROSS-HEADS AND RODS. 71 
 
 thing to be done will be to ascertain whether the lower gib 
 can be removed and substituted in its place. If it can, it 
 should be done, and a wooden gib used as before. 
 
 If such a substitution cannot be made a hardwood gib can 
 be put in the place of the one that is broken and the engine 
 run slowly ahead. 
 
 Great care must be exercised in the performance of this 
 work to have the gib sawn as true as possible. It should 
 also be thoroughly saturated and soaked in oil before it is 
 put in position to prevent rapid wearing. The engine should 
 also be stopped at frequent intervals for inspection to see 
 that the wear has not been so great as to endanger the piston 
 rod by springing. 
 
 If a sheet of lead is available to lay over the bearing sur- 
 face of such a gib it will make it possible to run continuously 
 and at moderately high speeds. 
 
 There is usually but little choice of woods when such 
 repairs are to be made. But if such a choice is offered apple 
 Wood should be preferred to any other. In general the 
 denser the wood the better it can be made to serve this 
 purpose. 
 
 Q. What course should be pursued when a wrist pin 
 breaks? 
 
 A. This is practically an accident similar to the breaking 
 of a cross-head where the blocking of the same is still pos- 
 sible and should be treated in like manner- (see page 69). 
 
 Q. What should be done in case of a broken main or con- 
 necting rod? 
 
 A, This is an accident that is usually of a serious char- 
 
72 LOCOMOTIVE BREAKDOWNS. 
 
 acter and rarely occurs, when the engine is running, without 
 causing the breakage of other parts as well. 
 
 The other injuries that are liable to result from this acci- 
 dent are the breakage of one or both cylinder heads, due to 
 the admission of steam at the ports by the movement of the 
 valve before the engine can be stopped, and the bending or 
 breaking of the main crank pin and side rods. 
 
 In any event the engine is disabled upon one side and the 
 valve must be clamped in the central position (page 18) and 
 the cross-head blocked, or removed according to the conse- 
 quential damage that has been suffered. The parts of the 
 main rod must be removed. A careful inspection should be 
 made of the side rods to ascertain whether or no they have 
 been bent or injured. 
 
 If there is the slightest indication of any injury having 
 been done they should be removed from both sides of the 
 engine (see page 72). 
 
 Q. What should be done zvhen a main rod strap breaks 
 at either the front or back end of the rod? 
 
 A. This is practically the same thing as the breakage of 
 the main rod and should be treated in the same way (see 
 the preceding question). 
 
 Q. If the setscrews or nuts holding the keys of the main 
 rod are lost or broken what should be done? 
 
 A. The loss of the setscrew is not a serious matter, 
 as the nuts at the .bottom of the key will usually serve to 
 hold it in position. There need, then, be no diminution of 
 speed on that account, as the setscrew is merely an extra 
 precaution, 
 
ACCIDENTS TO GUIDES, CROSS-HEADS AND RODS. 73 
 
 If, however, the nuts on the bottom of the key are lost, 
 care should be exercised and watchfulness maintained to see 
 that the setscrew is held tightly in position and does not 
 work loose. 
 
 If both setscrews and nuts are lost, there is nothing but 
 its own frictional resistance to hold the key in position and 
 the setscrew should be taken from the other rod and used. 
 Failing this the engine should be run very slowly. 
 
 Q. What should be done when a main crank pin breaks? 
 
 A. The valve must be clamped in the central position 
 (page 18), the main rod on the broken side removed and the 
 cross-head blocked. The side rods must also be removed from 
 both sides of the engine (see second question following). 
 
 Q. What should be done when a side rdd breaks? 
 
 A. This, like the breakage of the main rod, is apt to 
 cause a great deal of consequential damage to the locomotive, 
 especially to the cab. 
 
 It is possible that this accident may occur and do no dam- 
 age to the main crank pin or the main rod. In such instances 
 the side rods on both sides of the engine are to be taken 
 down and the engine run carefully to prevent slipping. 
 
 If the main crank pin or main rod is bent or injured it 
 must be taken down, the valve clamped in the central posi- 
 tion (page 18), and the cross-head blocked. 
 
 Q. Is it necessary to take down the side rods upon both 
 sides of the engine when one is removed, and if so, why? 
 
 A. It is necessary, and the reason is that the trailing 
 wheels are turned in unison with the main driver by the side 
 rods. If one rod is removed, then the other side rod can 
 
74 LOCOMOTIVE BREAKDOWNS. 
 
 exert no turning influence at all upon the wheel when the 
 crank is passing the dead points. If a stop is made at or near 
 these points, an enormous stress may be put upon the rod 
 when starting, especially if the main drivers should slip. 
 Such a stress would undoubtedly break the rod. In addition 
 to this it might be quite possible, owing to lost motion in the 
 parts, for the main driving wheel crank to have reached or 
 passed the dead point while that of the trailing wheel had not 
 reached it. Under such circumstances it can readily be seen 
 that a forward movement of the main driving wheel might 
 tend to roll the rear wheel backward. 
 
 It, therefore, stands as accepted practice from which no 
 deviation is allowable under any consideration, that, if the 
 side rods are removed from one side of an engine, they must 
 be removed from the other side also. 
 
 Q. What should be done in case the side rod of a tandem 
 connected engine breaks? By "tandem connected," is meant 
 an engine upon which the eccentrics are not upon the main 
 driving axle driven by the connecting rod. 
 
 A. In accordance with the answer given to the previous 
 question, it is necessary to remove the side rods from both 
 sides of the engine if that upon one side breaks. Therefore, 
 if one rod connecting the main driving axle with the one 
 carrying the eccentrics breaks, it will be necessary to take 
 down its mate upon the other side of the engine. Under 
 these conditions there will be no means of causing the axle 
 with the eccentrics to revolve in unison with the main axle 
 and the engine will be helpless because of the impossibility 
 of keeping the valves in harmonious motion with the piston. 
 
ACCIDENTS TO GUIDES, CROSS-HEADS AND RODS. 75 
 
 Under these conditions, then, it will be necessary to take 
 down both sides of the engine, block both cross-heads, 
 deaden or extinguish the fire and tow the engine to the shops. 
 If the distance is short the valves may be left connected, but 
 if it is so great that they will be apt to cut themselves and 
 their seats if left free to move under the action of the eccen- 
 trics, they, too, should be disconnected and clamped. It is, 
 of course, evident that, if the valve on neither side can be 
 worked, the engine is helpless. 
 
 Q. What is the reason for tlw breakage of side rods? 
 
 A. It is due to two causes : one is the end thrust to which 
 they are subjected on account of the work of transmission 
 that they are called upon to perform. This amounts to the 
 total thrust of the pistons less the adhesive resistance of the 
 main driving wheels. The other cause is the centrifugal 
 action of the moving rod. This force is the equivalent of an 
 evenly distributed load over the whole length of the rod. It 
 is dependent upon the weight of the rod and the speed of the 
 engine. It is evident, then, that the longer the rod and the 
 higher the speed the greater will be the stress upon the metal. 
 This latter is probably the principal cause of side rod fail- 
 ures, and explains why there are more failures on passenger 
 than on freight engines as exemplified in those that occur 
 on eight- wheelers or 4-4-0 engines as compared with moguh 
 (2-6-0) and consolidations (2-8-0). 
 
 Q. If a section of a side rod breaks upon a sLr or eight, 
 u'heeled connected engine of the ten-wheeled, mogul or con- 
 solidation types of engines, is it necessary to remove all of 
 the side rods? 
 
76 LOCOMOTIVE BREAKDOWNS. 
 
 A. No. If the rear section of such rods break it will 
 merely be necessary to remove the section opposite it, and 
 the engine can be safely run with the forward sections in 
 position. In like manner if any other section is broken the 
 one opposite it only need be removed. Thus in consolida- 
 tion engines with the side rods made in the usual way, if the 
 rear or front sections are broken, it is quite possible to run 
 with the middle and other uninjured sections in position. 
 But if the middle section is broken it will usually necessitate 
 removing the front and rear sections so that the whole of 
 the side rod must be removed from both sides of the engine. 
 
 What can be done under these conditions will depend upon 
 the location of the knuckle. It is usually in the straps of the 
 middle section for both front and back rods. Under these 
 circumstances the disconnecting may be done as outlined 
 above. If, however, the knuckles are placed ahead of the 
 pins, that is to say in the forward straps of the rear and 
 middle sections, then a breakage of the rear section will 
 necessitate the removal of all of the side rods on both sides 
 because the break in the back section involves taking down 
 the middle section, and this, in turn, requires the removal 
 of the front one. 
 
 Q. In the case of a four-wheeled switching engine will it 
 always be possible to run it under steam with the side rods 
 down? 
 
 A. No. Some of these engines are so built that the 
 crank pin of the forward wheel will strike the cross-head 
 unless the two are run together as when everything is in 
 position. In engines of this class, when a side rod breaks, it 
 
ACCIDENTS TO GUIDES, CROSS-HEADS AND RODS. 77 
 
 will be necessary to take down both side rods and both con- 
 necting rods, clamp the valves (page 18) and block the cross- 
 heads in the forward position (page 20). The engine must 
 then be towed in. 
 
 The same thing holds true of some moguls, whose for- 
 ward crank pin would strike the cross-head under the same 
 conditions of independent action. 
 
 Q. Hoiv should side rods be keyed? 
 
 A. The engine should be run upon a straight and level 
 piece of track and placed accurately upon the centers. The 
 wedges should be so adjusted that the axles stand parallel 
 to each other and at right angles to the frames. It is also 
 well to have the engine under steam when this work is done 
 so that the frames may be expanded by the heat of the boiler 
 the same amount that they will be under working conditions. 
 
 After the engine has been put in position all of the keys 
 in the rods to be adjusted should be slackened. The main 
 bearing should then be keyed first, and the work done so that 
 it can be easily moved to and fro by hand. The other bear- 
 ings should then be keyed in succession on either side of the 
 main crank pin. 
 
 The engine should then be moved to the quarters and the 
 other center and a trial made to see that the brasses can still 
 be easily moved on the pins. If they can, the work has been 
 properly done. 
 
 The reason for placing the engine on the center when 
 doing this work is that it is at this point that the greatest 
 stress is put upon the rod, and there is no chance for the 
 
7 8 LOCOMOTIVE BREAKDOWNS. 
 
 adjustment of distances as there is at other points of the 
 revolution. 
 
 Another point to be borne in mind is that it is better to 
 have the brasses keyed too loosely than too tightly. The 
 rods may rattle and make a noise under such conditions, but 
 the bearings will not heat nor will the rods themselves and 
 the crank pins break. 
 
 On the modern four-coupled engine the rods are put up 
 with solid brasses bored about 1-64 inch larger than the pin 
 so that there is no possibility of changing the adjustment 
 of the brasses by keying. 
 
 Q. What precaution should be taken in inspecting side 
 and main rods to avoid the danger of breaking? 
 
 A. The break is apt to occur in the corners of the straps 
 and the actual rupture will usually be preceded by a crack 
 that gradually works out through the metal from the inside 
 until the part is so weakened that it is unable to withstand 
 the regular working stress. In examining the rods, there- 
 fore, these parts should be most carefully inspected for any 
 incipient crack that may appear. Such a crack will be read- 
 ily detected if the rod is wiped clean, but will be invisible on 
 one that is covered with oil and dirt, especially if the former 
 is dried and caked. 
 
CHAPTER V. 
 
 The Walschaerts Valve fiction. Accidents that flay 
 Happen to the Gear. 
 
 Q. Name the different pieces included in the Walschaerts 
 valve gear. 
 
 A. Referring to Fig. 30 (B), the pointer No. 7 rests on the 
 eccentric ( pin); No. 3 indicates the link, the lower extension of 
 which is termed the link foot, indicated by pointer 9; and the 
 motion of the former piece is transmitted to the latter by the 
 eccentric rod No. 8; the motion of the link is consequently given 
 to the radius rod No. 4, which is carried by the suspension bar 
 or radius-rod hanger No. i, at or near its back end; and the 
 suspension bar is connected at its upper end to the lifting arm 
 or lower reversing arm No. 2; the combination lever No. 12 
 is given the forward-and-back motion of the cross-head at its 
 lower end through the connecting link, cross-head link, or vi- 
 brating link as it is variously called No. n, and the cross- 
 head arm No. 10; the combined motion produced by the radius 
 rod and combination lever is delivered to the valve stem No. 
 6; and the valve-stem, combination lever and forward end of 
 radius rod are all supported and carried by the valve-stem guide 
 block or cross-head No. 5. The link block, that is carried 
 within the link, is, of course, not seen, but it is to the link block 
 that the radius rod is attached and given the motion of the link. 
 
 Q. What parts of the Walschaerts gear are most likely to 
 break or give trouble? 
 
 A. There seems to be no piece of this gear that has been 
 found to be weak; and absence of heating of the bearing parts 
 is a strong feature. 
 
 79 
 
8o 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 
THE WAT.SCHAERTS 'VALVE MOTION. 81 
 
 Q. In case of breakdown of any part of the engine requiring 
 that the valve be blocked, should the valve-stem be disconnected 
 as is necessary with the common link motion ? 
 
 A. No; with this gear never try to disconnect between the 
 valve and the valve-stem guide-block or cross-head. When 
 the valve is blocked, or other-wise held centered, the radius rod 
 of the Walschaerts gear is the corresponding part to be dis- 
 connected. 
 
 Q. It is important, in cases of breakdown and disconnection, 
 that the valve should not be given any motion; now, therefore, 
 as the valve is actuated by the combined motion of both radius 
 rod and combination lever, why should not the lower end of the 
 combination lever be disconnected from the cross-head? 
 
 A. A lever to transmit motion must have three points of effort 
 and resistance, and these points on the combination lever are 
 its connections with cross-head, radius rod and valve-stem, and 
 if any one of these be disconnected the transmission of the re- 
 ceived motion ceases; therefore, the lower end of the combi- 
 nation lever may be permitted to swing in unison to the motion 
 of the cross-Head, and with the radius rod detached, the upper 
 end of the lever may remain in connection with, and supported 
 by, the valve-stem cross-head or guide-block; of course, it will 
 be necessary to secure the valve against the vibrations of the 
 combination lever when the engine is drifting in cases where 
 steam pressure in the steam-chest, alone, is depended upon to 
 keep the valve centered. 
 
 Q. When the forward end of the radius rod is disconnected 
 from the combination lever should not its back end be disconnected 
 also? 
 
 A. From its suspension bar, yes; but the radius rod should 
 not be disconnected from the link block if it is possible to brace 
 
82 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 ^00 
 
 o 
 
 w 
 
 O 
 
 fi 
 
THE WALSCHAERTS VALVE MOTION. 83 
 
 it at the exact center of the link; before disconnecting either 
 end of the radius rod, place the reverse lever in the center notch 
 of the quadrant, and in that position the link-block pin will 
 register exactly with the link fulcrum pin, or trunnion; secure 
 the link block in that position by blocking under and over it; 
 then disconnect the suspension bar, fastening it out of reach 
 of the link; lastly, disconnect the forward end of the radius rod 
 from the combination lever and raise and secure it high enough 
 to clear the combination lever and valve-stem cross-head. The 
 Walschaerts link oscillates on a fixed, central fulcrum, so it is 
 plain that the radius rod being held at that central point, will 
 receive no impulse from the swing of the link. Blocks to fit 
 the link slot should be carried on every engine equipped with 
 the Walschaerts gear. 
 
 Q. If the eccentric crank-arm, eccentric rod, link-fool, or their 
 connection pins, should break, the link could receive no motion 
 from that direction; in such cases should the radius rod be dis- 
 connected and centered in the link? 
 
 A. The radius rod should be disconnected from the suspen- 
 sion bar and the combination lever, as before explained, and 
 as in general in all cases of disability in the motion work, but 
 in such cases as last mentioned loss of eccentric motion 
 it will not be necessary to block the radius rod at the center of 
 the link: the link block may rest at the bottom of the link, 
 thus supporting the back end of the radius rod, but the forward 
 end of the radius rod must be strongly secured against moving 
 forth and back in order to prevent rotation of the link. 
 
 Q. In all of these cases of breakdowns and disconnections 
 requiring valve-centering and blocking, is it necessary to take 
 down the main rod of the engine on the disabled side? 
 
 A, That depends upon the kind of engine, the judgment 
 
84 LOCOMOTIVE BBEAK DOWNS. 
 
 of the engineer, and whether it is the custom to do so or not 
 on that road; and it is discussed in the previous chapters re- 
 lating to breakdowns in ordinary. 
 
 Q. In cases of breakdown, with the radius rod disconnected, 
 and the main rod left up permitting the cross-head to travel forth and 
 back in the guides, the nation of the combination lever is not then 
 modified by that of the radius rod and is there no danger, then, 
 while the wheels are turning, that sortie other parts of the ma- 
 chinery may strike the combination lever? 
 
 A. Yes; after remedying a breakdown in the motion work 
 and the radius rod is disconnected, when the engine is first 
 started watch closely to see that the combination lever will not 
 be struck by the wrist-pin .the. 'pin that connects the main rod 
 to the cross-head. 
 
 Q. Suppose that, the combination lever, or vibrating link, 
 or the cross-head arm, should break; should the radius rod be dis- 
 connected as explained? 
 
 A. Yes, in most cases, and the valve centered and blocked, 
 etc., as usual. On some engines, however, where the gear is 
 of recent design it is so arranged that when the combination 
 lever is disconnected and removed, the forward end of the radius 
 rod can be connected directly with the valve-stem or its cross- 
 head, and where possible this should be done in case of broken 
 combination lever, vibrating link or cross-head arm. The engine 
 is not then disabled, will run somewhat "lame" on the affected 
 side, but can pull the greater part of her rated tonnage. 
 
 Q. Is there no possible danger to be apprehended in altering 
 the full travel of the valve which is done when the combination 
 lever is detached and the radius rod connected directly to the valve- 
 stem? 
 
 A. In certain cases; there is. The attachment points of -ra- 
 
THE WALSCHAERTS VALVE MOTION. ' 85 
 
 dius rod and valve-stem to the combination lever differ as to 
 engines with valves of outside admission and those with inside 
 admission; Figs. 30 (C) and 30 (D) represent the most popu- 
 
 FIG. 30 (C). 
 
 FIG. 30 (D). 
 
 EXAMPLES OF THE MOST COMMON METHODS OF APPLICA- 
 TION OF THE WALSCHAERTS VALVE GEAR; SHOWING THE DIF- 
 FERENCE IN ECCENTRIC LOCATION AND UPPER CONNECTIONS 
 OF THE COMBINATION LEVER AS BETWEEN ENGINES WITH 
 VALVES OF INSIDE ADMISSION AND OUTSIDE ADMISSION. 
 
 lar applications of the Walschaerts gear. Fig. 30 (C) shows 
 piston valves of inside admission; the radius rod is attached 
 to the extreme upper end of the combination lever and the valve- 
 stem connection is beneath it. In Fig. 30 (D) the -D-slid6 
 
86 LOCOMOTIVE BREAKDOWNS. 
 
 valve is, of course, of outside admission, and in that case the 
 valve-stem connection must be, and is, to the upper end of the 
 combination lever and the radius rod connected below it. Also, 
 understanding the engine to be running forward, on the one 
 with inside admission it is seen that the eccentric follows the 
 crank-pin by one-fourth turn of the wheel, while the engine 
 with outside admission has the eccentric a quarter ahead of the 
 crank-pin. 
 
 Therefore, where an engine has outside admission valves 
 as in Fig. 30 (D), removing the combination lever and connect- 
 ing the radius rod directly to the valve-stem will result in short- 
 ening the travel of the valve at any point of cut-off; shortening 
 the valve's travel, however, could cause no trouble. But with 
 engines having inside admission valves as in Fig. 30 (C), this 
 direct joining of the radius rod and valve-stem will lengthen 
 the travel of the valve, and in case it is resorted to it should 
 be carefully noted, with the reverse lever in the corner notch, 
 that as the engine moves through a complete revolution of the 
 wheels the valve-stem cross-head does not strike at either end 
 of its guide, that it or anything on the valve-stem shall not touch 
 the gland of the stuffing-box, and that the valve pistons do not 
 strike either head of the steam-chest. 
 
 Q. How may the valve's lead be increased or decreased by 
 adjustment oj the Walschaerts gear; how can the valve be trued 
 up when the exhaust sounds lame? 
 
 A. The Walschaerts valve gear is permanently adjusted 
 by the builders, or in the back shop of the railway, and cannot be 
 tampered with; the lead cannot be changed outside of the shop; 
 and as for lameness in the exhaust this will seldom be heard in 
 association with this gear if it leaves the shop correctly set up; 
 when it does exist it is generally the result of a distortion of 
 
THE WALSCHAERTS VALVE MOTION. 87 
 
 the heavy, carrying parts of the valve gear, or of the engine 
 frame, and the remedy lies in a general overhauling of the en- 
 gine. Looseness from wear in the driving-boxes can cause an 
 irregularity in the valve's action which it is possible to rectify, 
 sometimes, by shortening or lengthening the eccentric rod; the 
 true remedy, however, is to refit the driving-boxes so that the 
 axle will regain its original position with reference to the sides 
 of the driving-box, and this will true up the valve in nearly 
 every case of the kind. 
 
 Q. How may it be known whether the eccentric rod should 
 be shortened or lengthened ? 
 
 A. Set the engine with the crank-pin on the forward dead 
 center on one side, and have the reverse lever moved from the 
 go-ahead corner notch up toward the center of the quadrant; 
 while the link block is rising, if the valve-stem is pushed for- 
 ward slightly, the eccentric rod should be lengthened; but, if 
 the valve-stem should be drawn backward by the rise of the 
 link block the eccentric rod needs to be shortened. In either 
 case make but slight changes in the length of the rod, and keep 
 on testing, until hooking-up the lever to the center has no effect 
 on the valve-stem. Then test, and alter, if necessary, the other 
 side in the same way, but with the crank-pin on the back dead 
 center. 
 
 In answers to the foregoing questions, instructions to " remove 
 the broken parts" do not appear, as it is considered that any 
 man competent to handle a case of breakdown would under- 
 stand without seeing it in a book that such should be done. 
 
CHAPTER VI. 
 Accidents to the Running Gear. 
 
 Q. What should be done if a driving axle breaks? 
 
 A.- The breakage of a driving axle is apt to be a serious 
 mishap to an engine. The fracture usually occurs just in- 
 side the hub of the wheel. The result is that if the engine is 
 running at anything more than a very low speed and the 
 main driving axle breaks the wheel will leave the rails and 
 carry all of the connections with it, stripping the side of the 
 engine upon which it is located of side and main rods, and 
 possibly causing the piston to knock out a cylinder head. 
 
 In the case of the breakage of a trailing axle the accident 
 may be restricted to the breaking of a side rod in addition to 
 the loss of the wheel. This accident is also apt to cause a 
 derailment. 
 
 There are, however, instances on record, where the engine 
 was moving slowly, that an axle has broken and not injured 
 any of the rods and the wheel has remained upon the rail. 
 In case the engine is not derailed, the first thing to be done is 
 to strip off the connections. If it is a main driving axle, then 
 the connecting rod upon the broken side and the side rods 
 upon both sides must be stripped, and the valve and cross- 
 head blocked. The condition of the break will be the guide 
 as to whether it will be safe to move the engine under its 
 own steam. If all parts are in good condition after the rods 
 have been removed, the engine may be moved under its own 
 steam, but it must be done very slowly and very cautiously. 
 
 88 
 
ACCIDENTS TO THE RUNNING GEAR. 89 
 
 This may be done to get it on to a siding in order to clear 
 the main track, but for a long run to the shop, the remaining 
 connecting rod should be taken down and the engine towed 
 in. 
 
 Where the breakage is that of a rear axle, it may then be 
 possible to disconnect and still leave both main rods in posi- 
 tion. Under these circumstances the engine may ;be run 
 slowly for long distances with safety. 
 
 Before moving the engine, however, it is necessary to 
 block up the axle. This may be done in either one 'of two 
 ways : by blocking up the oil cellar as high as it can be 
 raised after jacking up the axle. This blocking is done by 
 driving wedges in between the bottom of the oil cellar and 
 the pedestal brace, as shown in Fig 31. In addition to this 
 the equalizer should be pried into a horizontal position and 
 a block driven in to hold it there. If the equalizer and 
 springs are on top of the frames this is an easy matter, as the 
 block will be driven in between the top of the frame and the 
 end of the equalizer. 
 
 If the equalizer is below the frame the end should be 
 chained up to the lower rail, as shown in Fig. 32. 
 
 Should it be the main axle that is broken this blocking 
 will carry the engine by thus throwing the load upon the 
 rear wheel. If it is the rear axle that is broken it will be well 
 to jack up the rear end of the engine, and chain one or two 
 pieces of rail to the frame and allow the back ends to rest 
 on the tender frame, as shown in Fig. 33. Then, when the 
 engine is lowered, they will take a portion of the load and 
 transfer it to the tender. 
 
LOCOMOTIVE BREAKDOWNS. 
 
ACCIDENTS TO THE RUNNING GEAR. 91 
 
 In case the breakage occurs on a consolidation engine the 
 oil box that is to be blocked up may be relieved of its load 
 by running the rear wheels up on wedges. This lifts the 
 frame and renders the blocking more easy. 
 
 Q. What should be done in case a driving wheel breaks f 
 
 A. This is an accident that may be practically identical 
 in its results as a broken axle. If it is a trailing wheel that is 
 broken the side rods connected to it and its mate must be 
 removed, and in the case of a main wheel, the connecting rod 
 must be treated in the same manner. The latter, of course, 
 involves clamping the valve (page 18) and blocking the 
 cross-head (page 20). 
 
 The condition of the wheel will govern the method of 
 treatment. If it is so weakened that it cannot carry any load, 
 it should be blocked up clear of the rail, just as in the case 
 of the broken axle described in the previous question. 
 There is, however, a difference to be observed in the block- 
 ing. In the case of the broken axle it was recommended 
 that the oil cellar be blocked up leaving the journal free to 
 turn upon it. Such treatment will result in the cutting of 
 the journal; but, under the circumstances, this is a matter 
 of no moment, as the axle will be scrapped anyhow. 
 
 Where the wheel is broken, it may be desirable to protect 
 the axle and so it will be best to remove the cellar from the 
 oil box and fit a piece of hard wood snugly in over the top 
 of the pedestal binder to serve as a rest for the axle and 
 wheel, as shown in Fig. 34. In other respects the accident 
 is to be treated like that of a broken axle, as in the previous 
 question. 
 
I .OTOMOTIYK T'.RFA KDOWNS. 
 
 Q. What should be done if 
 a driving wheel lire breaks? 
 
 A, This accident may or 
 may not seriously disable the 
 engine. Sometimes the break- 
 age of a tire, when running, 
 strips off the rods on one side 
 of the engine as completely as 
 if the axle or wheel had 
 broken. At other times the 
 tire merely cracks and re- 
 mains in position on the 
 wheel. 
 
 In the latter case, it is fre- 
 quently possible to run the 
 engine to the terminal without 
 taking down any of the rods. 
 Great care and watchfulness 
 must, however, be exercised 
 while doing this and the en- 
 gine must be run very slowly. 
 It is recommended, however, 
 that if the break occurs on a 
 trailing wheel, the side rods 
 be removed. This will not 
 only lessen the stress on the 
 tire by relieving it of all driv- 
 ing action, but will give it an 
 opportunity to fall clear of 
 
ACCIDENTS TO THE RUNNING GEAR. 93 
 
 the engine without doing any damage in case it does come 
 off. If the tire has been thrown off and has stripped the rods 
 from one side of the engine, the case must be treated in the 
 same manner as a broken axle or a broken wheel in the previ- 
 ous question. 
 
 Q. What should be done when the main tire on a stand- 
 ard eight-wheeled engine breaks f 
 
 A. The wheel should be jacked up clear of the rails, the 
 oil cellar removed and a block driven in over the pedestal 
 brace to carry the axle, as in Fig. 34. The rods should be 
 removed. It is also well to take off the driving springs, and 
 block up over the rear axle box beneath the frame so- as to 
 raise the latter to such a height that the center from which 
 the tire is broken cannot come down against the rail. 
 
 0. What should be done when a rear tire on a standard 
 eight-wheeled engine breaksf. 
 
 A. The axle should be blocked up in the same way as 
 when the main tire is broken (see four preceding questions). 
 
 Q. What should be done when a forward tire breaks? 
 
 A. Treat the same as in the second question preceding. 
 
 Q. When an axle, wheel or tire breaks on a standard 
 eight-wheeled engine and the blocking is done as directed, 
 how is the weight of the engine distributed f 
 
 A. If it is the rear axle, wheel or tire to which the acci- 
 dent has occurred, the front axle will be loaded with the 
 weight previously carried by itself and the rear wheel with 
 something more on account of its location ahead of the point 
 of equalizer suspension and nearer to the center of gravity. 
 For this reason it is well, when such conditions exist, to 
 
94 LOCOMOTIVE BREAKDOWNS. 
 
 place a portion of the weight, on the tender, by use of rails 
 chained to the frames, as shown in Fig. 33. 
 
 If it is the main driving axle, wheel or tire to which the 
 accident has happened the weight previously carried by this 
 wheel is distributed between the rear wheel and the forward 
 truck so that the increase put upon the former does not 
 double its normal load because it is farther removed from 
 the center of gravity of the engine than the point of suspen- 
 sion of the equalizer. 
 
 Q. Does a driving wheel tire ever leave the center except 
 by breaking? 
 
 A. . Yes ; they frequently become loose and may leave the 
 centers on that account. 
 
 Q. What causes driving wheel tires to become loose and 
 how can that looseness be detected before any damage is 
 done? 
 
 A. A driving wheel tire may become loose by being worn 
 so thin that the action of the rails hammers out the metal 
 and stretches it until its elasticity fails to hold it to the 
 center. This is sometimes facilitated by the' fact that the tire 
 was put on too tightly in the first place. Such a condition 
 may put the metal under such a stress, after it has been 
 worn thin, that the limit of elasticity is exceeded, and the 
 tire takes a permanent set, when the elongation due to the 
 action of the rails will make it loose. Or it may have been 
 put on with not enough shrinkage, so that the service to 
 which it is subjected soon loosens it. 
 
 One of the first indications of a loose tire will be the oil 
 that will seem to be oozing out between the tire and the 
 
ACCIDENTS TO THE RUNNING GEAR. 
 
 95 
 
 center. To test the matter a chisel mark may be made on 
 the tire and the center and the engine then started two or 
 three times. If the two marks show any shifting it is a 
 sure" sign of looseness. The fact, however, that they do not 
 shift cannot be taken as positive evidence that the tire is 
 tight. 
 
 An engine upon which it is suspected that a tire is loose 
 should be run slowly and cautiously to the terminal. 
 
 Q. What should be done when a driving box brass 
 breaks? 
 
 A. The wheel to which the box holding the brass be- 
 
 FIG. 35. BLOCKING BENEATH SPRING STIRRUP TO RELIEVE 
 BROKEN DRIVING Box BRASS. 
 
 longs may be run up on a wedge. This 
 saddle and a block can then be driven in 
 the frame and the spring saddle, as show 
 will allow the equalizer and springs to 
 box of the weight that would otherwise 
 If the springs are hung beneath the 
 work will be more difficult. The exact 
 
 will lift the spring 
 
 between the top of 
 
 n in Fig. 35, which 
 
 act and relieve the 
 
 be put upon it. 
 
 driving boxes the 
 
 method to be fol- 
 
96 LOCOMOTIVE BREAKDOWNS. 
 
 lowed will depend upon the type of suspension. Should the 
 springs be carried by hangers supported on top of the box 
 it may be possible to jack up the spring, remove the hangers 
 and chain the spring or pedestal to the bottom rail of the 
 frame or to the pedestal legs. 
 
 In case the spring is carried by a hanger made solid with 
 the bottom of the box, it may be found best to remove the 
 spring or chain the end of the equalizer or equalizers next 
 the broken brass to the lower rail of the frame, as in Fig. 32. 
 
 If it is the rear brass of an eight-wheeled engine that is 
 broken, it will be well to carry a portion of the weight of the 
 rear end on the tender frame, as described in the answer to 
 the question on page 78, and shown in Fig. 33, provided there 
 is room to get the pieces alongside the frames. 
 
 Q. What should be done if a driving box breaks? 
 
 A. This accident very rarely occurs to such an extent as 
 to render the box useless. The lugs at the sides are fre- 
 quently broken but this does not so impair the strength of 
 the box that it becomes necessary to relieve it of the weight 
 which it is carrying. When, however, such an accident does 
 occur the emergency should be treated in the same manner 
 as the broken brass described in answer to the preceding 
 question. 
 
 |0 
 
 Q. If the main box of a ten-wheeled (4-0-0) engine is 
 broken so that the brass is useless, how should the blocking 
 be done? 
 
 A. The same method should be used as in the case of a 
 broken main driving spring, except in the fixing of the main 
 box, the blocking should be put beneath instead of above it, 
 
ACCIDENTS TO THE RUNNING GEAR. 97 
 
 and a notched block should be above the axle to steady it 
 and assist in taking the thrust of the connecting rod while 
 the engine is in motion. 
 
 Q. W hat is the cause of the pounding of the driving 
 boxes in the wedges when the engine is in motion f 
 
 A. A looseness in the fit between the box and the wedges 
 due to wear or improper fitting when the engine was erected. 
 
 Q. Why is the pounding of the driving bo.ves usually 
 worse upon the left than upon the right-hand side of the 
 engine when running forward and worse upon the right- 
 hand side when running backward? 
 
 A. This is due to the relative position of the cranks. 
 The cranks are set on the quarters with the right-hand one 
 usually leading when the engine is running ahead. Follow- 
 ing the course of the steam distribution for a revolution will 
 make the action clear. When the right-hand crank passes 
 the back center its cylinder takes steam at the back end and 
 the driving box is pressed against the forward wedge. This 
 continues until the top quarter is reached when the same 
 thing takes place on the left-hand side. Soon after the 
 exhaust is opened on the right-hand side and there is no 
 further pressure in the cylinder to hold the box against the 
 front leg of the pedestal, and the box is free to swing back. 
 This it does under the influence of the steam pressure in the 
 left-hand cylinder. This pressure tends to draw the left 
 crank pin ahead, and so the axle turning on the left-hand box 
 as a fulcrum is thrown back on the right-hand side and that 
 box is moved against the rear pedestal with a comparatively 
 light pound, owing to the distance between the boxes being 
 
98 LOCOMOTIVE BREAKDOWNS. 
 
 so much greater than that from the left-hand box to the 
 crank pin. 
 
 This puts the right-hand box in a position to take the 
 thrust of the steam when the crank passes the forward cen- 
 ter and no pound takes place at that time. 
 
 The exhaust then opens on the left-hand side with the box 
 against the. forward wedge where it is held by the steam 
 pressure upon the right-hand side, tending to thrust that end 
 of the axle to the rear, while the left end is held to the front 
 with the box. This continues until the left crank passes its 
 forward center, when the admission of steam to the front 
 end of its cylinder thrusts it, and with it its box, violently 
 to the rear and there is a heavy pound as the latter strikes 
 the wedge. 
 
 It will thus be seen that when steam is admitted to the 
 right-hand cylinder the box is always against the proper 
 wedge to withstand the thrust, while, in the case of the left- 
 hand box, the opposite condition exists. 
 
 These conditions are reversed when the engine is running 
 backward and the left is the leading crank. 
 
 Q. How can the pounding of driving bo.res be remedied? 
 
 A. By setting up the live wedges, and this can be done 
 as follows : 
 
 In order to do this properly all of the boxes must be 
 brought up snugly against the front wedges, which are 
 usually the fixed or dead ones. This may be done when the 
 engine is cold by pinching it ahead until the cranks are upon 
 the upper eights. This pushes all of the boxes against the 
 front wedges. If the cranks are on the lower eights the 
 
ACCIDENTS TO THE RUNNING GEAR. 99 
 
 boxes will be drawn against the rear wedges when the pinch- 
 ing is done against the rear wheel. 
 
 The boxes may also be drawn against the forward 
 wedges by moving the engine into the upper eighths position 
 and then, after blocking the wheels, admitting a little steam 
 to the cylinder. 
 
 "\Ylien the boxes have been properly set, the live wedges 
 should be run up 'against the boxes with a short handled 
 wrench so that they may not be set up too tightly. 
 
 As there must be some play between the wedges and the 
 box, they will probably bind if left in this position. It is, 
 therefore, necessary to relieve them a little. To do this 
 make a mark on the pedestal at the tops of the live wedges 
 and then lower each to them an equal amount, which should 
 be about l /fa inch. This will make it possible for the boxes 
 to play freely up and down between the wedges and yet not 
 be so loose as to pound. 
 
 Q. If a wedge bolt breaks, what is apt to be the result? 
 
 A. The upward movement of the box is liable to catch 
 the wedge and carry it up with it until it is jammed and 
 stuck. 
 
 Q. What should be done with a broken wedge bolt? 
 
 A. It is sometimes possible to splice the two ends of the 
 bolt together by screwing each of them half way into a nut. 
 When this cannot be done the wedge may be held up in 
 position by a nut or piece of iron fastened beneath it with a 
 piece of wire. 
 
 Q. What -will be likely to occur in case the box is stuck 
 between the wedges? 
 
100 
 
 LOCOMOTIVE BREAKDOWNS. 
 
ACCIDENTS TO THE RUNNING GEAR. 101 
 
 A. The first effect of the fastening of the box will be to 
 cause the engine to ride very hard by depriving it of the 
 action of the springs. When the box clears and lets go the 
 sudden release of the frame will throw such an excessive 
 stress upon the springs that they or their hangers may be 
 broken. 
 
 Q. Hoiv may a driving spring u'ith a cracked leaf be pro- 
 tected against breaking? 
 
 A. Where a driving spring has been weakened by the 
 cracking of a plate, and is still strong enough to carry its 
 load under ordinary conditions, it may be protected against 
 further fracture by partially blocking the equalizer. This 
 can be done by strapping a nut or block to the frame or 
 equalizer, as shown in Fig. 36. The stop piece A should 
 be fastened on top of the frame in such a way that it does 
 not touch the equalizer under ordinary conditions. Then, if 
 an excessive jar causes an undue deflection of the spring, 
 the end of the equalizer striking this block will relieve the 
 spring of the extra stress to which it would otherwise be 
 subjected, and thus avoid a further break. 
 
 Q. What should be done if a driving spring stirrup or 
 hanger should break? 
 
 A. The work to be done is to relieve the broken part of 
 the load and so block the frame that the engine can be run. 
 In order to do this blocking it is necessary that the frame 
 should first be raised from the driving box over whicH the 
 break has occurred. This may be done either by jacking or 
 by running the wheels up on wedges laid on the rails. The 
 former requires a longer time and so. can hardly be used 
 
102 LOCOMOTIVE BREAKDOWNS. 
 
 where a broken engine is blocking the main line. Where 
 the wheels are run up on wedges it must be done carefully 
 as there is always a danger of derailment. 
 
 If it is the main spring stirrup or hanger that is broken, 
 on an eight-wheeled (4-4-0) engine, a block should be put 
 over the rear box and beneath the frame or wedged in be- 
 tween the equalizer and the frame. The rear wheel is then 
 to be run up on the wedge, thus lifting the frame and reliev- 
 ing the front or main box of its load. Blocking should then 
 be placed between the main driving box and the frame and 
 the rear wheel run down from the wedge. This relieves the 
 .equalizer of its load and the main spring, with its stirrup 
 and hangers, can then be removed and blocking put between 
 the equalizer and the frame, thus raising that bar up to its 
 proper position with the final blocking in position, as shown 
 in Fig. 37. 
 
 In case of underhung springs the method of procedure is 
 the same with the exception that it may be difficult to block 
 or chain the equalizer. Under these circumstances it may be 
 necessary to place blocking over both boxes and remove all 
 of the spring rigging from that side of the engine. 
 
 If it is a stirrup or hanger of the rear or trailing axle 
 spring that is broken the process must be reversed. That is 
 to say the front wheel should first be run up on the wedge 
 to relieve the rear boxes of the weight and thus make it 
 possible to block over that box. 
 
 When the accident occurs on the main spring stirrup or 
 hanger of a mogul (2-6-0) or ten-wheeled (4-6-0) engine 
 the weight can be removed from the box by running the 
 
ACCIDENTS TO THE RUNNING GEAR. 103 
 
 front wheel upon a wedge. If it is at the front or rear 
 spring, the main wheel should be raised. 
 
 The blocking of the rear and main driver of the mogul 
 should be done in the same way as that described for the 
 eight-wheeled engine. If it is at the forward box, it may be 
 necessary to remove the springs from both sides as these 
 are equalized with the truck. Should it be the hanger only 
 that is broken, the fractured part may be replaced with a 
 chain. 
 
 If it is found to be necessary to block both of the forward 
 boxes, the intermediate equalizer to the truck must also be 
 blocked, as in Fig. 46. 
 
 The chief thing to be borne in mind is, that when the 
 stirrup breaks blocking must be resorted to and that, if the 
 break is on a hanger, it is frequently possible to replace the 
 broken part with a chain. 
 
 Q. What should be done if a driving spring breaks? 
 
 A. This accident involves the same conditions and calls 
 for the same treatment as that detailed in the answer to the 
 question on page 91. It is usually impracticable, or at least 
 undesirable, to attempt to replace a broken driving spring. 
 The better way is to remove all the attachments that are liable 
 to shake loose and proceed to block the engine in exactly the 
 same manner as that prescribed for a broken spring stirrup 
 or hanger. 
 
 Q. If the spring of the main driving box of a ten-wheeled 
 (4-6-0) locomotive breaks how should the blocking be 
 placed? 
 
 A. Where the springs are over the boxes the equalizers 
 
IO4 
 
 LOCOMOTIVE BREAKDOWNS. 
 
ACCIDENTS TO THE RUNNING GEAR. 
 
 105 
 
 are usually between the rails of the frame. First put a block 
 in between the top of the main box and the frame and run 
 the driver up on a wedge so as to relieve the front and back 
 wheels of a portion of the weight. Then raise the ends of 
 the equalizers and put blocks in between their inner ends 
 and the lower rail of the frame, as shown in Fig. 38. Then 
 run the main wheel off from the wedge and the forward 
 driver up on it. This will relieve the main box of the load 
 and make it possible to put in a thicker block so as to raise 
 
 FIG/ 39. METHOD OF CHAINING FOUR-WHEELED TRUCK 
 FRAME WITH A BROKEN FRONT AXLE. 
 
 the frame more nearly to its original height. When this 
 has been done the wedge under the forward wheel may be 
 removed and the engine is ready to proceed. 
 
 Q. What should be done if an axle under a front four- 
 wheeled truck breaks? 
 
 A. The end of the truck where the break has taken place 
 should be jacked up and the wheels with the broken axle, the 
 boxes and other parts likely to shake loose removed. The 
 end of the truck so raised should then be chained securely 
 to the frames, as shown in Fig. 39, after which the engine 
 may be slowly run to the terminal. 
 
TO6 
 
 LOCOMOTIVE UKEAKDOW N s. 
 
ACCIDENTS TO THE RUNNING GEAR. 107 
 
 Q. What should be done if the truck axle of a consoli- 
 dation or mogul engine breaks? 
 
 A. The front end of the engine should be jacked up and 
 the truck removed. This is facilitated by taking down the pi- 
 lot or front step. While the front end is thus raised, the for- 
 ward spring stirrups should be removed and blocking placed 
 beneath the frames on top of the oil boxes, as shown in Fig. 
 40. This will keep the front end of the engine up and at 
 the same time put the load previously divided between the 
 truck and the front driving wheel entirely on the latter. 
 It may also be found to be necessary to remove the springs 
 to prevent them from shaking loose. 
 
 After the engine has been thus blocked it may be run 
 slowly and carefully to the terminal, keeping it in mind that 
 the forward axle is carrying an excessive load and is liable 
 to heat. 
 
 Q. What precaution should be taken in the inspection of 
 the running gear to avoid accidents upon the road? 
 
 A. The springs, spring hangers and equalizers should 
 be carefully examined for incipient cracks and flaws, and 
 the tires, for any indication of looseness. As soon as any 
 such defects appear they should be remedied at once, as 
 the running stress will be very apt to increase them and 
 make them dangerous. In the matter of axles, the breakage 
 usually occurs next to the wheel on the inside, where it is 
 impossible to inspect. Safety here lies in using ample 
 strength at the start and limiting the life of the axle to what 
 it is known it will stand. 
 
CHAPTER VII. 
 Truck and Frame Accidents. 
 
 Q. How can the truck of a mogul or consolidation engine 
 be removed? 
 
 A. First disconnect .ne radius bar and then block up the 
 front end of the engine to a height sufficient to permit the 
 removal of the center pin from the bearing. The truck can 
 then be removed. 
 
 It will depend somewhat on the construction of the engine 
 as to what should be done in the blocking of the equalizer. 
 If this is so proportioned that the rear end will strike the 
 boiler before the front end will come down to the rails it 
 will need no blocking. If this will not occur it may be 
 blocked down at the back, or, better still, chained up at the 
 front by a chain passing through the center pin bearing, as 
 shown in Fig. 40. 
 
 Q. Is it not possible to run the engine zvith a broken 
 truck axle nnthout removing the same from the frame? 
 
 A. If the axle is broken outside the box, it may be pos- 
 sible to raise that corner of the truck where the break has 
 occurred and by chaining it well up cause the remaining 
 wheel to hug the rail. In this way the engine may be run 
 slowly and carefully without removing the broken axle. 
 This applies only to four-wheeled trucks, as it would be 
 hazardous to attempt to run a pony- truck in this condition 
 (see Fig. 39). 
 
 1 08 
 
TRUCK AND FRAME ACCIDENTS. 
 
 109 
 
no LOCOMOTIVE BREAKDOWNS. 
 
 Q. What should be done when an engine truck frame is 
 broken? 
 
 A. As in many other cases the method to be followed 
 will depend somewhat upon the nature of the break. If the 
 frame of a four-wheeled truck is broken between the bolster 
 and the equalizer springs it may be possible to run it. First 
 jack up the engine to relieve the truck of the weight, and 
 then block -up the center of the frame with blocking resting 
 on the equalizers, as shown in Fig. 42. The weight can then 
 
 maw- 
 
 FIG. 42. OUTLINE OF METHOD OF BLOCKING FOUR-WHEELED 
 TRUCK WITH BROKEN FRAME. 
 
 be lowered to rest on the center plate, and the engine run 
 carefully to the terminal. 
 
 Q. What should be done when the pony truck frame 
 under a consolidation or mogul engine breaks? 
 
 A. As this frame corresponds to the transom of a four- 
 wheeled truck frame, it will take less time and be far safer 
 to remove the truck from the engine as described in the 
 answer to the question on page 98, than it will to attempt to 
 splice the frame. 
 
 Q. What can be done in case a spring hanger of an 
 engine truck breaks? 
 
TRUCK AND FRAME ACCIDENTS. 1 1 1 
 
 A. The broken part can usually be replaced by a chain. 
 The bolster or frame should be jacked up above its normal 
 position and the spring chained fast, as shown in Fig. 43. 
 The imposition of the load and the slipping of the chain will 
 usually let it come back to its proper place. The engine 
 should be run slowly and carefully. 
 
 Q. What should be done in case of a breakage of a tran- 
 som of a. four-wheeled engine truck? 
 
 A. It is usually possible to chain the bolster, or, in case 
 
 
 FIG. 43. METHOD OP CHAINING FOUR-WHEELED TRUCK 
 WITH BROKEN SPRING HANGER. 
 
 of a rigid truck, the broken part to a piece of rail laid across 
 the top of the frame. Where a piece of rail of the proper 
 length is not available, the end of the bolster may be chained 
 to the frame, or, with a rigid truck, a heavy stick of timber 
 may be laid across on top of the equalizers to carry the load. 
 
 Q. What should be done with a broken truck wheel? 
 
 A. If it is a rear wheel of a four-wheeled truck, it may 
 be chained to a piece of rail or timber laid across the top 
 of the truck in such a way as to prevent it from turning. 
 The engine may then be moved with the wheels sliding. 
 
ii2 LOCOMOTIVE BREAKDOWNS. 
 
 If it is a forward wheel that is broken, the same method 
 may be followed to move the engine to a siding to clear the 
 track. After which, if a fresh pair of wheels to replace the 
 broken ones are not available the truck should be taken out 
 and turned around, and then, with the disabled wheels re- 
 moved, chained to the frame in the same manner as described 
 for a broken axle in the answer to the question on page 95. 
 
 Q. What should be done in case the center pin of a pony 
 truck breaks? 
 
 A. The front end of the engine should be jacked up so 
 as to relieve the equalizer of all load. The back end of this 
 equalizer should then be blocked down, as in Fig. 46, so 
 that the front end cannot strike the _axle. After which the 
 jacks can be removed and the engine run cautiously with 
 the full train. The reason for slow and cautious running in 
 this case is that the front truck being entirely relieved of 
 all load would be apt to leave the rails if the speed were 
 high. 
 
 Q. What should be done in case an engine truck center 
 casting breaks? 
 
 A. If the breakage occurs upon a four-wheeled truck' it 
 will usually be possible to block it up with pieces of rail or 
 timber placed across the tops of the equalizers. 
 
 Should the accident occur on a pony truck the blocking 
 may be put between the top of the truck frame and the 
 engine frame. 
 
 In either case, when the engine is so blocked, the truck 
 will not swing readily beneath it, and so there will be a 
 constant danger of derailment on curves. Consequently, the 
 
TRUCK AND FRAME ACCIDENTS. TT 3 
 
 engine should be run slowly and carefully to the shops or 
 terminal. 
 
 Q. What should be done when an engine truck spring 
 breaks? 
 
 A. The front end of the engine should be raised and the 
 truck frame blocked up over the equalizers, as shown in Fig. 
 44. The blocking should be put over the equalizers because 
 if it is put on the axle boxes, the increased stress put upon 
 
 FIG. 44. METHOD OF BLOCKING ENGINE TRUCK FRAME 
 WITH BROKEN SPRING. 
 
 the frame on account of the greater distance of the support 
 from the center may cause the frame to bend. 
 
 If, however, the breakage is that of a spring on the pony 
 truck of a mogul or consolidation engine, the truck may be 
 jacked up and blocking inserted between the oil box and the 
 frame. 
 
 Q. What should be done ivhen an equaliser breaks? 
 
 A. The engine must first be raised, as in the case of a 
 broken spring stirrup or hanger, page 91. This can usually 
 best be done with a broken equalizer by jacking up the back 
 end of the frame on the side where the break has occurred. 
 All parts likely to shake loose must then be removed, and 
 
ii4 LOCOMOTIVE BREAKDOWNS. 
 
 blocking placed over both axle boxes next the equalizer to 
 carry the frame, as shown in Fig. 45. 
 
 If the break has taken place near the end of the equalizer 
 it may be possible to block under that end in the same way 
 as in Fig. 37, and thus avoid the necessity of blocking over 
 one of the axle boxes. 
 
 If the equalizer is below the frame it may be possible to 
 apply the same remedy ; chaining the end of the equalizer 
 instead of blocking it, in the same way as in Fig. 32. 
 
 Q. What must be done when an equalizer stand breaks? 
 
 A. If it is the stand itself that is broken the same remedy 
 must be applied as in the case of a broken equalizer (see 
 previous question). Should it be merely the bolts that have 
 given way, it may be possible to jack the engine so as to 
 relieve the stand of its load and then re fasten it in position 
 by other bolts. 
 
 0. What should be done if a cross equalizer on a mogul 
 engine is broken? 
 
 A. Jack up the front end of the engine and put blocking 
 over the forward driving axle boxes to carry the frame. 
 Also remove the springs and the broken part and block the 
 intermediate equalizer down, as shown in Fig. 46. Or, as 
 an alternative, the blocking over the axle box may be 
 omitted and the forward end of the driving spring chained 
 down to the frame, as shown in Fig. 47, provided there 
 is room for the passage of the chain back of the driving 
 wheel. The blocking of the equalizer may be left as de- 
 scribed. 
 
 Q. What should be done when the intermediate equalizer 
 of a mogul engine is broken ? 
 
TRUCK AND FRAME ACCIDENTS. 
 
n6 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 A. The front end of the engine should be raised and 
 blocking be placed either over the forward axle box, as 
 shown in Fig. 46, for a broken cross equalizer ; or above 
 the cross equalizer and beneath the boiler, thus holding the 
 former down in position. The broken part is, of course, to 
 be removed. 
 
 Under the conditions the truck is relieved of its load and 
 
 <^_J 
 
 
 1 
 
 f ^ 
 
 
 
 1 
 
 
 
 
 
 1 
 
 
 
 
 
 FIG. 47. AN ALTERNATIVE METHOD OF BLOCKING A MO- 
 GUL OR CONSOLIDATION LOCOMOTIVE WITH A BROKEN 
 CROSS EQUALIZER. 
 
 the engine should be run slowly and cautiously for the 
 reasons set forth in the answer on page 102. 
 
 Q. What should be done if an engine frame breaks? 
 
 A. There is really no repairing that can or need be done 
 upon the road. The frame is intended to carry the working 
 parts of the engine and sustain the stresses incident to the 
 work performed. It is, however, supplemented by the boiler 
 and its connections, as well as by its own construction, in 
 that it usually consists of two rails. These are ordinarily 
 sufficient to make it possible to run the engine without dan- 
 
TRUCK AND FRAME ACCIDENTS. 117 
 
 ger of further injury; provided the speed is low and without 
 making any changes in the parts. 
 
 It is well under these conditions to give up at least a por- 
 tion of the train, and under no circumstances should another 
 engine he allowed to pull one so disabled when there ~ is a 
 train behind the latter. 
 
 Q. If an equalizer is bent or cracked, hoiv can it be pro- 
 tected from further damage? 
 
 A. If the bend or crack is at the center of the bar, the 
 only relief that can be effected will be to remove the bar or 
 chain the ends of the springs to the frames, thus destroying 
 its action, just as when it is broken. If the injury is at a 
 distance from the center, the spring hanger at that end should 
 be removed and the spring chained to the frame, while a 
 blocking may be put between the frame and the bar to pre- 
 vent motion. This blocking should, of course, be placed 
 between the place where the weakness has developed and 
 the post. This also destroys the action of the equalizer as 
 such, and need only be employed when there is danger of an 
 immediate rupture. It may be added that such defects 
 rarely appear in the body of the rod, but are usually found 
 at the center and ends; where the greater portion of the 
 stresses are carried and the equalizer is weakened by the 
 slots for the posts and hangers. 
 
CHAPTER VIII. 
 Boiler Troubles. 
 
 Q. W hat are the principal causes of water being carried 
 oi'er into the cylinders from the boiler? 
 
 A. Priming and foaming. 
 
 Q. What is the difference between foaming and priming? 
 
 A. Foaming is caused by the presence of some foreign 
 substances in the water, such as alkali or oil, whereby a 
 soapy mixture is formed that is very light. There are many 
 other substances besides the two named that may cause this 
 foaming, such as cornmeal, that is sometimes used to stop 
 leaks, and mud. 
 
 Priming usually takes place where the boiler is being 
 forced or where the steam space is too small to accommodate 
 the amount being generated. This causes the steam, as it 
 rises from the water, to carry the latter with it and over into 
 the cylinders. This phenomenon may also be caused by de- 
 fective circulation, whereby the steam does not have room to 
 pass through the water but drives the latter ahead of it as it 
 moves through narrow and contracted spaces. 
 
 Q. Hoiv can the foaming of the boiler be detected? 
 
 A. Ordinarily the first indication of foaming is the ap- 
 pearance of water at the top of the stack. When this hap- 
 pens the first thing to be done is to shut off steam and allow 
 the water to settle. If, then, there are three gauges of 
 water, the trouble will probably be found to be due to too 
 much water in the boiler. If, on the other hand, the water 
 
 118 
 
BOILER TROUBLES. 119 
 
 settles down so that there is only one gauge of water, or not 
 even that, foaming will undoubtedly be the trouble. Foam- 
 ing also manifests itself by the whitish appearance of the 
 steam as it escapes from the stack, cylinder cocks or water 
 gauges, as well as by the sound which it makes when issuing 
 from the latter. It does not make the clear whistling noise 
 of steam nor the rushing noise of water, but a choked flutter. 
 
 Q. When it has been determined that the boiler is foam- 
 ing what should be done? 
 
 A. The cylinder cocks should be opened so as to pre- 
 vent the knocking off of the cylinder heads as the result of 
 the entrained water. The surface blow-off, if there is one, 
 should be opened. The left injector, as well as the right, 
 should be put to work to raise the water level. Steam should 
 be shut off at frequent intervals, and the water allowed to 
 settle, so that its true level may be known and not allowed 
 to rise too high or fall too low, and the speed should be 
 reduced if necessary. 
 
 On reaching the first stop, enough solid water should be 
 in the boiler to permit it to be blown down for two gauges. 
 
 Q. What should be done when a boiler is priming? 
 
 A. The injector should be shut off and the water level 
 lowered and the fire checked so as to lessen the rate of evap- 
 oration. 
 
 Q. How can the foaming of oily ivatcr be cheeked or 
 stopped? 
 
 A. A piece of sulphate of copper or blue vitriol placed in 
 the supply pipe will frequently stop foaming due to oil or 
 grease, provided no alkali has previously been put in the 
 
120 LOCOMOTIVE BREAKDOWNS. 
 
 water. The blue vitriol can be obtained at any local tele- 
 graph office. 
 
 As soon, however, as a water station is reached, the tank 
 should be allowed to overflow freely, so that the oil which 
 rises to the top of the water may be swept away. This 
 method of getting rid of the oil is further facilitated by put- 
 ting on the heater at the same time. 
 
 Q. If the water in a boiler falls so low as to leave tlie 
 crown sheet uncovered, what should be done? 
 
 A. The engine should be stopped and the fire banked 
 with earth so as to prevent the crownsheet from being 
 burned. After the boiler has cooled somewhat and the 
 steam pressure has fallen, the injector may be started and the 
 water level raised. When water appears at the first gauge, 
 the fire may be cleaned and the run resumed. 
 
 Q. // the boiler is fitted with a fusible plug that is melted 
 on account of the water falling to too loiv a level, ivhat 
 should be done? 
 
 A. This will put out the fire and disable the engine. It 
 only remains to protect the train and prepare to be towed in. 
 
 If, however, another fusible or solid plug is available, this 
 may be put in place after the sieam pressure has been low- 
 ered, and the boiler again filled through the safety valve, 
 after which the fire may be rekindled. As this involves the 
 consumption of an excessive length of time, it is usually out 
 of the question to consider it. 
 
 Q. What should be done if a flue is leaking badly? 
 
 A. If the leak is at the tube sheet where the tube is ex- 
 panded into place, nothing can be done upon the road. If, 
 
BOILER TROUBLES. 121 
 
 however, the leak is due to a defective tube, and water is 
 blowing through to the firebox, it may be plugged. This 
 can be done by cutting the end of a pole into the shape of a 
 plug that will fit the interior of the tube, and practically 
 cutting it off so that the pole can be easily broken at that 
 point, as shown in Fig. 48. This plug is then inserted in the 
 end of the tube and driven home, after which the pole is 
 broken, at the partially' severed point, leaving the plug in 
 position as shown in Fig. 49. The part of the plug project- 
 ing into the firebox will be burned off, but the body, being 
 
 FIG. 48. POLE SHARPENED FIG. 49. A PLUGGED 
 FOR PLUGGING TUBE AND TUBE. 
 
 READY EOR INSERTION. 
 
 protected by the tube, will usually hold in position until the 
 end of the run is reached. This causes the leaking steam and 
 water to go into the smokebox, whence it is carried away 
 by the exhaust. 
 
 There are plugs especially made for doing this work, but 
 they are not ordinarily supplied to locomotives. An exam- 
 ple of this type of plug is shown in Fig. 50. This is known 
 as the Morgan tube stopper and can only be applied when 
 the engine is cool. It consists of a cap that sets down 
 over the end of the tube, and is held in position by a bolt 
 running through to a similar cap al the other end of the 
 
122 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 tube. These stoppers are extensively used at sea, but their 
 application to locomotive work is quite limited. 
 
 Q. If, in blowing dozvn the boiler in accordance with the 
 answer to the question on page /op, the blow-off cock should 
 become clogged so that it cannot be closed, what should be 
 done? 
 
 A. Such a condition will probably result in the empty- 
 
 FIG. 50. THE MORGAN" TUBE STOPPER. 
 
 ing of the boiler to such an extent as to lay bare the crown- 
 sheet of the firebox to the action of the fire. The fire should, 
 therefore, be drawn at once. If the bed of coals happens to 
 be thin at the time, it may be possible to draw it away from 
 the firebox sheets and heap it up on the center of the grates 
 and then deaden the whole by shoveling in damp earth, thus 
 choking the fire and keeping the incandescent coal away 
 from the sheets, so as to avoid all possibility of burning. 
 
BOILER TROUBLES. 123 
 
 Q. In case the drop grate on a locomotive having a shal- 
 low ash pan should become broken or burned out, what 
 should be done? 
 
 A. The fire should be drawn back off from the broken 
 part and the space beneath filled up to the level with the 
 top of the grates with stones. The coal should be thrown on 
 over it, that an excessive amount of air may not be drawn 
 up through the air space between the stones. 
 
 Q. If the drop grate on an engine having a deep hopper 
 ash pan should be broken or burned, what should be done? 
 
 A. The engine should be run to the first point where a 
 supply of splice bars or other short lengths of iron or steel 
 can be obtained, and after pulling back the fire, these may 
 be used to bridge the opening and form a grate to carry 
 the fire to destination. 
 
 Q. How can leaky joints in the exhaust pipe of a loco- 
 awtii'c be located? 
 
 A.. This is not a serious defect, nor is it one that will 
 require any attention upon the road. Where the air brake 
 pump exhausts into the passages of the saddle, a leak may be 
 located by plugging or blocking the nozzle and starting the 
 pump with an angle cock open so that no pressure will ac- 
 cumulate in the main reservoir. The pressure of the ex- 
 haust, that will be choked by the plug in the nozzle, will 
 cause the steam to escape from any leaks that may exist in 
 the passages or pipes. 
 
 If the air pump does not exhaust into these passages, it 
 will be exceedingly difficult to make a proper examination. 
 Tt may, however, be done when the steam is low, with a 
 pressure of from 25 to 30 pounds. 
 
124 LOCOMOTIVE BREAKDOWNS. 
 
 The nozzle should be plugged as before, and the wheels 
 thoroughly well blocked. The throttle may then be opened 
 a little and the reverse lever moved backward and forward. 
 This will put a pressure in the exhaust pipes and passages 
 that will escape from the leaks if there are any. 
 
 Q. What is the best time to inspect an engine for leaky 
 steam pipes in the front end? 
 
 A. It is well to do this after the fire has been drawn and 
 the. boiler allowed to cool, so that the temperature of the 
 front end has fallen considerably below that existing there 
 when the engine is at work or just in from a run. This 
 will make it possible to see where the leaks are much more 
 easily than when everything is hot, since, under the latter 
 conditions, the escaping steam is taken up by the hot air and 
 cannot be seen as readily as when the boiler is cooler, neither 
 is it possible for the inspector to examine the suspected 
 parts as closely. 
 
 Q. Is there any danger in allowing boilers to stand under 
 pressure? 
 
 A. The evidence on this point is not altogether conclu- 
 sive, as it has not yet been positively ascertained exactly 
 what occurs inside of a boiler when an explosion does take 
 place after the boiler has been standing under pressure 
 for a time. The following phenomena have, however, been 
 observed : 
 
 Water that has been in a boiler until the air has been ex- 
 pelled and then allowed to cool and become quiet, can be 
 heated in the open air to a temperature considerably above 
 the boiling point before ebullition will take place. Water 
 
BOILER TROUBLES. 125 
 
 so superheated will burst at once into a violent state of ebul- 
 lition that amounts almost to an explosive energy, if the 
 vessel containing it is subjected to jars or shocks. It is a 
 common occurrence for boilers to explode at the instant 
 of the opening of the throttle after they have been standing 
 for a time. 
 
 The conclusion that has been drawn from this series of 
 observed phenomena is that, the boiler having been quietly 
 standing under pressure, the water has become superheated, 
 and then, when the throttle is opened, the outflow of steam 
 causes a disturbance of the water resulting in a sudden liber- 
 ation of steam with a correspondingly sudden increase of 
 pressure. This increase of pressure, though comparatively 
 slight, but acting, as it does, like a blow upon the sheets, may 
 be sufficient to cause a weak section to give way, thus pro- 
 ducing an explosion that would not have occurred had the 
 boiler been in first class condition. 
 
 Q. Does the form of the seams of a boiler have any ef- 
 fect upon the rate of deterioration of the sheets? 
 
 A. Yes, a -very decided effect. A seam should be so con- 
 structed that the application or removal of pressure from a 
 boiler should have no effect upon the shape of the metal of 
 which the seam is formed. That is to say, the variation of 
 the pressure should have no tendency to cause a bending of 
 the metal. Thus the old fashioned lap -seam, Fig. 51, is of 
 such a character that, when pressure is applied to the boiler, 
 there is a tendency to bend the sheet at a. A continued repe- 
 tition of the load frequently causes grooving and subsequent 
 fracture at that point. 
 
126 LOCOMOTIVE BREAKDOWNS. 
 
 On the other hand, with the welt seams, Fig. 52, there is 
 no such tendency to bend the metal. 
 
 Q. Is there any danger in making repairs while pressure 
 is upon the boiler? 
 
 A. It is inadvisable to do this because, if the metal is 
 
 a 
 FIG. 51. LAP SRAM. 
 
 grooved or weakened in any way, the jar due to the use of 
 a hammer or calking tool may start a crack that will precipi- 
 tate an explosion. It is a safe rule to follow that all repairs 
 should be made on a cold boiler. 
 
 Q. What should be done if a sheet cracks? 
 
 A. Cracked sheets are not uncommon in locomotive 
 boilers. The places where such cracks most commonly ap- 
 
 FIG. 52. A WELT SEAM. 
 
 pear are the throat sheet, the tube sheet and the side sheets 
 of the firebox. The cracking of a sheet does not necessarily 
 mean that an explosion is imminent. On the other hand, 
 the very fact that the crack was not followed instantly by 
 an explosion is a warrant that it is not threatened imme- 
 diately. However, the crack does indicate a weakness of the 
 boiler, and the pressure should be at once reduced. 
 
BOILER TROUBLES. 127 
 
 This can best be done by throwing earth in on the fire and 
 starting the injector. A careful inspection should be made 
 to determine the extent of the injury, and the continued 
 movement of the engine or train should depend upon the 
 extent of damage sustained and the likelihood of an increase 
 of the same. 
 
 Q. What 'should be done in the case of a blistered sheet? 
 
 A. Blistered sheets are not as common in steel as they 
 were in iron on account of the greater homogeneity of the 
 former metal. 
 
 Blisters occur in the firebox where the plates are subjected 
 to the direct action of the fire. They are of the same shape 
 as a blister upon the hand and are of all sizes from that of a 
 five cent piece up to a foot or more across. They have the 
 same shape, but should not be confused with bagging or 
 sagging. When a blister forms the same precautions should 
 be taken as in the case of a cracked sheet. If inspection 
 shows that the blister is not large and has not raised away 
 from the sheet over an area measuring more than two or 
 three inches across, the engine may proceed under reduced 
 pressure, but repairs should be made before it is again sent 
 out upon the road. 
 
 Q. What is tihe progressive action of a steam boiler ex- 
 plosion ? 
 
 A. The initial rupture takes place at some point of weak- 
 ness of the structure, which opens sufficiently to permit of 
 the outpouring of a considerable quantity of the contained 
 steam and water. These contents rush out with a tremen- 
 dous velocity under the influence of the pressure existing 
 
128 LOCOMOTIVE BREAKDOWNS. 
 
 within. The impact of this rapidly moving mass against 
 the surfaces and edges of the already weakened part pro- 
 duces stresses far in excess of those existing before the 
 initial rupture took place. The result is that, in an incon- 
 ceivably short space of time, the sheets are torn asunder, 
 and the reaction of the expanding steam on the unsupported 
 plates of the boiler hurls the latter from its setting, spread- 
 ing death and destruction, and the explosion is an accom- 
 plished fact. 
 
 The rupture usually follows lines of weakness previously 
 existing in the sheets either as the result of deterioration or 
 of construction. Thus it will follow groovings along a lap, 
 the line of rivet holes of a seam, or the edge of a welt 
 where there is a chance for the sheet to make a short bend 
 and tear like paper along the edge of a ruler. 
 
 Q. What is the source of the energy set free in boiler ex- 
 plosions and what is its magnitude? 
 
 A. The source of the energy displayed in boiler explo- 
 sions is the heat stored in the contained water. Other things 
 being equal, the greater the quantity of water held by the 
 boiler the greater will be the effects of the explosion. The 
 water is heated to a temperature corresponding to the pres- 
 sure of the steam. Thus, if the pressure is 180 pounds per 
 square inch, the temperature of the steam and water will be 
 380 degrees Fahr., or 168 degrees more than the temperature 
 of water boiling in the open air. To convert water of 212 
 degrees Fahr. into steam having the tension of the atmos- 
 phere requires an addition of about 965.0 heat units. Hence, 
 if a pound of water at a temperature of 380 degrees be cooled 
 
BOILER TROUBLES. 129 
 
 to 212, 1 68 heat units will be set free, or enough to evap- 
 orate 17 per cent, of the water into steam having the tension 
 of the atmosphere. 
 
 This is exactly what takes place in a boiler explosion. 
 The restraint upon the expansiveness of the steam having 
 been removed, a portion of the water flashes into steam 
 and this, expanding to atmospheric pressure, causes the 
 parts of the fractured boiler and adjacent objects to be 
 hurled in all directions. 
 
 Considering the subject from another point of view, name- 
 ly, the amount of energy set free by the explosion of a loco- 
 motive boiler. Take a boiler containing 2,400 gallons, or 
 20,000 pounds of water, at a temperature corresponding to a 
 pressure of 180 pounds per square inch. In cooling down 
 to 212 degrees, each pound liberates 168 heat units or a total 
 of 3,360,000. As the mechanical equivalent of a heat unit is 
 778 foot pounds, the mechanical energy of the heat thus set 
 free is 2,614,080,000 foot pounds or an amount sufficient to 
 lift a locomotive weighing 190,000 pounds to a height of 
 more than two and a half miles. Of course no such re- 
 sults as this are ever developed because of the dissipation 
 of the energy in all directions. But the energy thus shown 
 to exist gives an idea of the reason why boiler explosions are 
 so disastrous. 
 
 Q. Is the fact that a boiler has been tested at hydrostatic 
 pressure an absolute safeguard that a boiler iviil not explode 
 when subjected to the same steam pressure? 
 
 A. No. There are numerous instances on record where 
 a boiler has been subjected to a hydrostatic test and, almost 
 
130 LOCOMOTIVE -BREAKDOWNS. 
 
 immediately afterwards, when under steam of less pressure, 
 has broken a brace or exploded. 
 
 The reason for this is that, in the two cases, the conditions 
 of the stress are very different, and this is due almost en- 
 tirely to differences of temperature. In the case of the hy- 
 drostatic pressure, the water is cold or, at any rate, consid- 
 erably below the boiling point, whereas when the boiler is 
 under steam the whole structure is heated to a high tem- 
 perature and there may be. wide variations in the temper- 
 ature of the different parts, thus introducing stresses that 
 are entirely independent of the pressure. 
 
 Q. What are some of the causes of locomotive boiler ex- 
 plosions? 
 
 A. In comparison with boilers used in some other classes 
 of work, locomotive boiler explosions are infrequent, and 
 are usually due to the deterioration of age and service or to 
 negligence on the part of the engineer. There are almost no 
 locomotive boiler explosions occasioned by bad design. They 
 are now built in accordance with approved designs, and 
 there is rarely a defect in one of these boilers that is not 
 common to the whole class. 
 
 Explosions due to deterioration may result from a thin- 
 ning of the plates by corrosion, the cracking of the same 
 by repeated bendings under the influence of unequal expan- 
 sion and contraction of the different parts and the breaking 
 of the staybolts in the firebox in such quantities that the 
 sheets cannot withstand the pressure, and they give way. 
 
 Neglect may result in an explosion and low water may be 
 the cause. If the crownsheet is allowed to become bare 
 
BOILER TROUBLES. 131 
 
 while a high steam pressure is still maintained, the sheet 
 will be overheated and weakened. If this is carried far 
 enough, as it. sometimes is, the sheet will first bulge down- 
 ward, bagging between the staybolts and stretching the 
 metal, as shown in Fig. 53. When this has reached a cer- 
 tain limit, the plate will be stripped from the staybolts and 
 the crownsheet will come down. 
 
 In a general way the statement holds that locomotive 
 
 FIG. 53. A BAGGED CROWNSHEET. 
 
 boiler explosions invariably occur because the boiler itself is 
 too weak to withstand the pressure to which it is subjected. 
 
 Q. Where are staybolts most apt to break? 
 
 A. In the upper rows at the front end of the firebox. It 
 is at this point that the widest variations of expansion of 
 the two plates united by them take place. The side sheets 
 are rigidly fastened together at the mud-ring, and also at 
 the back head. As the inside sheet is subjected to the direct 
 action of the fire, it is the hotter of the two, and therefore 
 expands the more. The difference in the expansion of the 
 two plates is subject to constant variation, and this causes a 
 continual bending of the staybolts at the inner face of the 
 outside sheet, a bending that will eventually cause fracture. 
 
 Q. How are broken staybolts detected? 
 
 A. By striking on the outer end with a light hammer and 
 
J 3 2 LOCOMOTIVE BREAKDOWNS. 
 
 listening to the sound. If the noise of the blow is like that 
 struck upon a solid substance, the probability is that the 
 staybolt is intact. If a hollow sound is given out, the stay- 
 bolt will undoubtedly be found to be cracked. Xo written or 
 verbal instructions, however, will serve to make a man a 
 staybolt inspector. It can be learned only by practice and 
 close observation. 
 
 Q. What are some of the common causes of boiler depre- 
 ciations that are apt to cause explosions? 
 
 A. The most common is a corrosive grooving that is apt 
 to take place along the edge of a longitudinal seam due to a 
 constant bending at that point, which is usually due to an 
 improperly made seam, or one wherein the plate has been 
 grooved by the calking tool. Pitting may also be the cause 
 of an explosion, though this is more rare as it is easily de- 
 tected by inspection, and the sheet removed before a dan- 
 gerous condition has been reached. The same holds true of 
 the external corrosion of the firebox sheets. The repeated 
 rolling of the tubes may also bring about a dangerous con- 
 dition, on account of the metal being made so thin that it 
 will not remain tight. This, however, rarely causes an ex- 
 plosion, as the tubes will give ample warning of their con- 
 dition by leaking, so that they must be removed before the 
 pressure becomes such as to strip them from the tubesheet. 
 
 To sum this matter up, locomotive boiler explosions are 
 due to a deterioration of the sheets of the shell or firebox or 
 to the negligence of the engineer. 
 
 Q. What is the progress of events in the overheating of 
 a croumsheet? 
 
BOILER TROUBLES, 133 
 
 .\. It is well known that both iron and steel lose in tensile 
 strength very rapidly as they are heated. At a temper- 
 ature at which they are a bright red, they have only about 
 one-fourth the tensile strength that they have at the ordi- 
 nary steam temperatures. While at a welding heat they 
 have no resisting properties and cannot sustain any load. 
 
 Consequently, when the crownsheet becomes bare, while 
 subjected to the action of the fire, it is rapidly heated and 
 weakened. Then, yielding under the pressure of the steam 
 in the boiler, it first bulges, as shown in Fig. 53, the metal 
 stretching in the operation until at length the sheet is stripped 
 from the staybolts, comes down, and an explosion is the end. 
 
 Q. What is the cause of the grooving of boiler plates and 
 hozv does it progress? 
 
 A. As already stated in the answer on page 115, groov- 
 ing is apt to occur in the face of a sheet at the edge of the 
 lap of the seam, especially if it is a plain lap seam as shown 
 in Fig. 51. The metal, being bent to and fro at this point, 
 breaks the scale and first exposes the clean metal to the cor- 
 rosive action of the water. Continued bending strains the 
 metal so that a slight crack starts ; and corrosion, taking 
 place along the side of this crack, produces a groove. 
 
 Q. What is the cause of bulging sheets in the firebox? 
 
 A. This may be due to the same cause as that already 
 noted in the answer on page 121 regarding the collapsing of 
 a crown sheet. When sheets are covered with oil or scale, 
 they may be overheated to such an extent that they will yield 
 before the pressure to which they are subjected, and thus 
 
134 LOCOMOTIVE BREAKDOWNS. 
 
 bulge inwards. Another cause, resulting in their overheat- 
 ing, is the forcing of the fire. 
 
 It has been pretty accurately ascertained that when the 
 water leg is narrow and the fire forced, there may not be 
 any water in contact with the side sheets of the firebox at 
 all, but in its stead a stratum of steam as much as 4 -inch 
 thick. As steam is not so good a conductor as water, it al- 
 lows the sheet to be overheated and bulging may take place. 
 
 Q. What should be done if a sheet bulges? 
 
 A. The intensity of the fire should be checked at once, 
 and the engine worked under .a reduced pressure to the ter- 
 minal, where the sheet should be replaced. 
 
 Q. What should be done in case a handhole plate or plug 
 is blown out? 
 
 A. The fire should be drawn or deadened at once, as this 
 accident will result in the emptying of the boiler. 
 
 The remedy that can be applied will depend to a great ex- 
 tent upon what has happened. In the case of a handhole 
 plate blowing ofT, it is usually due to the breakage of a bolt. 
 If the plate can be found, it may be replaced by using an- 
 other bolt, or a piece of sound wood may be used as a sub- 
 stitute for the plate. 
 
 In the case of a plug blowing out, one of soft pine may 
 be driven in in its place. 
 
 After the hole has been closed, tire boiler may be refilled, 
 a fire built, and steam raised to a low pressure, with which 
 the engine may be run to its destination. 
 
 Q. If a boiler has become emptied while upon the road, 
 
BOILER TROUBLES. 135 
 
 for any reason, as in the case of the preceding question, how 
 can it be refilled? 
 
 A. This is a slow and laborious process where the engine 
 is off alone by itself. It can only be done by means of pails 
 and pouring the water in through one of the openings that 
 may be obtained by unscrewing the whistle, a safety valve or 
 other part giving free access to the boiler. 
 
 Q. How can boiler deterioration due to the accumulation 
 of scale be prevented? 
 
 A. Naturally the best way will be to avoid the accumu- 
 lation of scale, which can be easily and cheaply effected by 
 purifying the water and removing all of the scale-producing 
 compounds from the water before it is put into the tender. 
 
 Where the apparatus is not available for effecting this 
 purification, it must be borne in mind that all of the scale- 
 producing contents of the water are carried forward to and 
 deposited in the boiler. The evils of this deposition may be 
 relieved by the use of certain chemicals placed in the tank 
 every time that it is rilled. What these should be and the 
 quantity that should be used will depend entirely upon the 
 chemical composition of the water and nothing will be found 
 to be a universal remedy for all waters, and no one should be 
 used indiscriminately. Such a compound merely so affects 
 the water that the scale formed is not hard and does not 
 cling to the surfaces of the tubes and sheets, but can be 
 readily washed away. In any case where untreated scale- 
 forming waters are used in a boiler, frequent washing, pre- 
 ferably with hot water, should be resorted to. 
 
CHAPTER IX. 
 Defective Throttle and Steam Connections. 
 
 Q. What should be done in case the throttle valve be- 
 comes disconnected? 
 
 A. This accident most frequently occurs in consequence 
 of the connecting pins at the valve working out. It may 
 happen with the valve open or closed. 
 
 If the valve is closed, the engine is helpless ; the fire 
 should be deadened and the engine disconnected so as to be 
 towed in. The only way in which the difficulty can be 
 remedied is to reduce the steam pressure to nothing, remove 
 the dome cap and replace the lost connection pins. 
 
 If the accident occurs when the throttle is open, steam 
 should be immediately reduced so that the reverse lever can 
 be easily moved to and fro. This will enable the engineer to 
 control the movements of the machine. If the train is fitted 
 with air brakes they should be used cautiously, and if only 
 hand brakes are available the train crew should be notified of 
 the condition of affairs and instructed to stand by ready to 
 apply them when they are called for. 
 
 Meantime notice of the accident should be sent to head- 
 quarters. 
 
 Q. What should be done if a dry pipe collapses? 
 
 A. This is practically the same accident so far as the 
 effect upon the engine and the method of dealing with it is 
 concerned as that of a disconnected open throttle valve 
 (see the preceding question). 
 
 136 
 
DEFECTIVE THROTTLE AND STEAM CONNECTIONS. 137 
 
 Q. What should be done ithen the throttle valve leaks? 
 
 A. This may be the result of wear or the cutting of the 
 valve or seat on account of wire drawing. It is more an- 
 noying than dangerous and the only precaution that need be 
 taken will be to always have the cylinder cocks open and 
 the reverse lever in the central notch when the engine is 
 standing. 
 
 Q. II oiv is it possible to tell whether it is the dry pipe or 
 the throttle valve that is leaking? 
 
 A. As the throttle valve is located well up above the 
 water level, the steam leaking through it will be dry ; where- 
 as the dry pipe, being close down to the water and sometimes 
 actually submerged in it, will leak more or less water. 
 
 Q. What should be done in case a whistle or safety valve 
 is broken off or blown out?, 
 
 A. As the hole is small, it can usually be plugged as 
 soon as the steam pressure has blown down sufficiently to 
 permit the work to be done. The plug had best be of hard 
 wood cut to fit and then driven home, after which it should 
 be tied down with a bell cord or braced in position. 
 
 As the blowing off gf the steam through the hole opened 
 by the fracture will lower the water rapidly, both injectors 
 should be started and run as long as possible, and the fire 
 deadened until the plug is in position. It will probably be 
 unnecessary to kill the fire. 
 
 Q. What should be done if a steam pipe bursts or is 
 broken? 
 
 A. This is an accident of the same nature as the break- 
 ing of a steam chest or cover, and calls for the same general 
 
138 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 treatment. The only way in which the flow of steam can be 
 stopped is to remove the broken pipe and bolt a plate over 
 the T head connection of the same, using paper felting or 
 wood to pack it as shown in Fig. 54. It may be possible to 
 stop this flow for a short time by driving a plug into the tee 
 and bracing it there so that it cannot be blown out. This 
 cannot be depended upon, however, for any length of time, 
 as the heat of the firebox is apt to shrink the wood and make 
 it loose. 
 
 After the opening has been stopped, the valve on the dis- 
 abled side should be dis- 
 
 :s ] 
 
 FIG. 54. PLATE BOLTED OVER 
 TEE HEAD FOR BROKEN 
 STEAM PIPE. 
 
 connected and clamped 
 (page 18), the main rod 
 taken down, and the cross- 
 head blocked (page 20). 
 
 Q. What should be done 
 if the steam pipes are leak- 
 ing? 
 
 A. This may have a very 
 detrimental effect upon the 
 steaming qualities of the engine, but it is best to make 
 no attempt to remedy the difficulty upon the road. At 
 the end of the run the leak should be stopped by the applica- 
 tion of a new pipe or the repairing of the old one. 
 
 Q. Hoiv can leaky steam pipes be detected? 
 
 A. The blowing of the steam can usually be heard when 
 the firedoor is open. If there is any uncertainty in the mat- 
 ter, the front should be opened and the throttle valve started 
 slightly, when the escaping steam can be at once seen, 
 
CHAPTER X. 
 Defective Draft Appliances. 
 
 Q. // a petticoat pipe becomes displaced, how should it 
 be readjusted? 
 
 A. The petticoat pipe is used for the purpose of obtain- 
 ing an even draft over the whole surface of the grates and 
 through the whole nest of tubes. If the pipe is too high, 
 the greater portion of the draft will pass through the lower 
 rows of tubes and pull upon the front end of the fire. If it 
 is too low, the strongest draft will be through the upper 
 rows of tubes and the pulling will be at the rear end of the 
 firebox. The displacement of the petticoat pipe is, there- 
 fore, readily detected both by the action of the fire and the 
 choking of the tubes, where there is the least draft, with 
 ashes and cinders. 
 
 From what precedes, it is evident that if there is an ex- 
 cessive draft through the lower rows of tubes, the petticoat 
 pipe should be lowered; and, if this excessive draft is 
 through the upper rows, it should be raised. 
 
 Q. If a diaphragm or deflector plate in the smokebox be- 
 comes misplaced, how should it be readjusted? 
 
 A. The service rendered by the diaphragm in the front 
 end of an engine is identically the same as that of the petti- 
 coat pipe, namely, the production of an even and uniform 
 draft through the grates and tubes. This uniformity is 
 obtained by the adjustment of the lower edge of the dia- 
 phragm, which is a separate sheet from the main body. 
 
 139 
 
140 LOCOMOTIVE BREAKDOWNS. 
 
 When the present form of front end was first introduced, 
 this lower sheet was movable and could be raised and low- 
 ered by a system of levers under the control of the engineer 
 in the cab. It is now bolted to the main plate in a way that 
 permits of a limited amount of motion. 
 
 The displacement of the diaphragm is indicated in the 
 same way as that of the petticoat pipe by the uneven action 
 of the draft upon the fire, and a possible collection of cinders 
 in the tubes that have an insufficient current of gases passing 
 through them to keep them clear. If the diaphragm is too 
 high, it will cause an excessive draft through the top rows 
 of tubes and, if it is too low, the same results occur with 
 the lower rows. 
 
 If, then, there is an excessive draft through the upper 
 rows of tubes and at the rear end of the firebox, the dia- 
 phragm should be lowered. If the reverse is the case, and 
 the excess of draft is through the lower rows, the plate 
 should be raised. 
 
 It is impossible to give any general directions for the 
 adjustment of this plate or the petticoat pipe that will make 
 it possible to set it to the desired position without trial, as 
 this will depend not only upon the type of engine, but the 
 service which it may be called upon to perform, and the 
 quality of the coal that is to be burned. The form of dia- 
 phragm and front end recommended by the American Rail- 
 way Master Mechanics' Association is shown in Fig. 55. 
 
 Q. What should be done if the netting becomes clogged 
 or broken? 
 
 A. The clogging of the netting is apt to interfere seri- 
 
DEFECTIVE DRAFT APPLIANCES. 
 
 141 
 
 ously with the steaming qualities of the boiler, besides add- 
 ing to the danger of causing a blowback of the fire into the 
 cab, which is likely to injure the men. 
 
 The clogging is usually due to the use of an excessive 
 amount of oil in the cylinders. It does not occur so fre- 
 quently where an automatic oiler is used as where the cylin- 
 
 F IG - 55- THFJ MASTER MKCHANICS' FRONT KND. 
 
 ders are lubricated from cups in the calx With this form of 
 lubricator, the opening of the throttle immediately after the 
 oil has been introduced, is apt to throw it out at the exhaust 
 nozzle and spatter the netting. 
 
 When this clogging has occurred, the netting can usually 
 be cleaned by building a light fire on the top of the same. 
 
142 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 Other forms of clogging can ordinarily be removed by beat- 
 ing. 
 
 If the netting has been cut or worn away so that there are 
 holes in it, the danger is that of throwing large sparks out 
 into the air and setting fire to the neighboring property. 
 The precaution to be taken, when this happens on the road, 
 
 ^0=0 
 
 FIG. 56. BOARDING USED TO REPLACE BROKEN FRONT 
 CASTING. 
 
 is to work the engines as easily as possible when passing 
 through districts where there is danger of igniting a fire, 
 and have the netting replaced with new as soon as the ter- 
 minal is reached. 
 
 Q. What should be done with a broken front? 
 
 A. This is an accident that rarely happens except as the 
 result of a blow, such as a collision, and it is usually accom- 
 
DEFECTIVE DRAFT APPLIANCES. *43 
 
 panied by other damages. The broken front may itself be 
 repaired by replacing it with boards held by the studs and 
 nuts previously used to hold the front, as shown in Fig. 56. 
 
 Such boarding will only be serviceable for a short time 
 owing to the danger of its being burned by the heat and 
 cinders of the smokebox. It may, however, be made to serve 
 until the terminal is reached provided the engine is worked 
 easily. 
 
 Q. What are the causes of the exhaust apparently coming 
 out of one side of the stack? 
 
 A. It may be due to the exhaust nozzle being set so high 
 that the steam does not properly fill the stack. Or if either 
 petticoat pipe or nozzle is out of line the same result will be 
 produced. 
 
 Q. What trill be the effect of the steam not properly fill- 
 ing the stack? 
 
 A. It will lower the steaming qualities of the engine and 
 the vacuum in the smoke box will be irregular in its forma- 
 tion and action. The reason for this is that the blast pro- 
 duces the partial vacuum in the smokebox by induction, just 
 exactly as the jet of steam in an injector lifts the water from 
 a tank. If, then, the jet does not fill the stack, the space 
 about it serves as a means of sluggish flow of the gases, with 
 the result that the vacuum is lowered by a very considerable 
 amount. This is why it is so important that there should 
 be a proper adjustment of the size and portion of the exhaust 
 nozzle relatively to the height and diameter of the stack. 
 
CHAPTER XL 
 Injector Troubles. 
 
 Q. What should be done if the injectors fail to work? 
 
 A. That is a condition often existing with one injector, 
 but as every locomotive is equipped with two, it rarely hap- 
 pens that both are disabled at the same time. When it does 
 happen, however, the safe course is to stop before the water 
 gets so low as to expose the crownsheet and deaden the 
 fire so that steam may not be generated, and then blow out 
 at the safety valves. 
 
 The first thing to be done is to see that there is water in 
 the tank. If there is, take down the hose and examine the 
 strainer to see that it is clean. The accumulation of dirt 
 in .the strainer is probably the most common cause of the 
 failure of the injector. 
 
 If the strainer and pipe are clean, examine the injector 
 itself for defects and foreign matter. If the trouble is 
 irremediable, the fire should be deadened by throwing on 
 earth, and the engine prepared to be towed in. 
 
 Q. If the injector fails to work when there is a full pres- 
 sure of steam upon the boiler, how can the trouble sometimes 
 be remedied? 
 
 A. By reducing the steam pressure. If the delivery of 
 water to the injector is so scanty that the supply is insufficient 
 to condense the high pressure and high temperature steam, 
 it may be sufficient to do this condensation with steam of 
 lower temperature and thus work the injector. 
 
 144 
 
INJECTOR TROUBLES. 145 
 
 Q. What arc some of the principal causes of the failure 
 of injectors to work? 
 
 A. Leaky pipes are apt to cause an injector to break. 
 If there is a leak in the feed pipe leading from the tender 
 tank to the injector, air may be drawn in such quantities 
 that the water will not rise to the height of the instru- 
 ment. Small leaks of this character can usually be stopped 
 or checked by wrapping the pipe with cloth and wetting it. 
 
 If the leak is not enough to entirely check the flow of 
 the water it may be sufficient to give an elasticity to the 
 stream in the delivery pipe that will prevent it from open- 
 ing the check valve by causing air to enter and mingle with 
 the water. Such air may enter at other points besides the 
 suction pipe, so that in case of an injector failure all parts 
 should be examined for leaks. 
 
 In making this examination especial attention should be 
 paid to the packing about the suction pipe valve where a 
 leak is very likely to occur. 
 
 Another cause of the failure of injectors is the accumula- 
 tion of scale on the tubes. This is especially apt to occur 
 when carbonate of soda is put in the tank in order to soften 
 the deposits in the boiler. The precipitation of the scale 
 takes place as soon as the water is heated, and so more 
 or less will adhere to the interior portions of the injector. 
 
 Again, there may be some obstruction in the delivery pipe. 
 It may be choked with scale or foreign substances or the 
 check valve may be clogged in the same way. It is not an 
 uncommon thing to find large deposits of scale at the open- 
 ing of the delivery pipe into the boiler and, if the check 
 
146 LOCOMOTIVE BREAKDOWNS. 
 
 valve is on the inside, this scale may interfere with its 
 opening to the full amount needed for the free passage of 
 the water. 
 
 When an injector refuses to work under these conditions 
 it may sometimes be made to operate by opening the squirt 
 valve. This affords an extra relief for the water and may 
 be all that is needed to make the injector deliver some water 
 to the boiler, though it involves a considerable waste unless 
 it can be led back to the tank. 
 
 A clogged strainer may also stop the flow of water so 
 that the injector will not work. This clogging is, of course, 
 due to the presence of dirt in the water, and this dirt may 
 be drawn in and lodged in the tubes so that they cannot 
 perform their proper functions with the result that the in- 
 jector will not work. Or the flow of water may be checked 
 by the improper regulation of the valve in the suction and 
 steam pipes. 
 
 Finally, there are a number of conditions in which the 
 injector may fail, due to the condition of the steam that is 
 delivered to it. 
 
 If the boiler is foaming or priming and the steam comes 
 to the injector laden with water held in suspension, the 
 injector will be almost certain to fail to work. This is due 
 to the fact that the operation of the injector depends upon the 
 high velocity with which the steam issues from the admission 
 nozzle. The presence of large quantities of water in the 
 steam will have a tendency to decrease this velocity and may 
 lower it to such an extent that it cannot force the feed water 
 into the boiler. 
 
INJECTOR TROUBLES. 147 
 
 The same thing holds true if the temperature of the feed 
 water is too high. It must be low enough so as to condense 
 all of the steam delivered from the nozzle. In case this is 
 not done there will be a surplus of steam existing in the 
 body of the feed water which will give the latter an amount 
 of elasticity which will not permit it to open the check valve 
 and enter the boiler. The stream of the feed from the in- 
 jector to the check valve should be solid water without any 
 intermingling of steam or air. 
 
 This is the reason why care should be exercised in the 
 use of the heater for raising the temperature of the water 
 in the tank. 
 
 Q. What should be done under these various conditions 
 in order to get the injector to work? 
 
 A. If the failure is due to air leaks they should be 
 stopped by wrapping the leaky hose or pipe with a wet rag, 
 which may be rendered still more impervious to the passage 
 of air by rubbing it well with soap. If it is found that the 
 leak is a result of defective packing the latter should be 
 tightened. 
 
 Dirt in any part of the piping or apparatus should be 
 cleaned out. 
 
 If the boiler is foaming so that the injector will not 
 work, the trouble may be sometimes checked by shutting 
 the throttle and allowing the water to settle. The use of 
 the injector alone may not cause the water to rise suf- 
 ficiently to break the action. If this can be done the injector 
 may be used intermittently with the engine until a water 
 
148 LOCOMOTIVE BREAKDOWNS. 
 
 station is reached, the locomotive being handled in accor- 
 dance with the answer on page 109. 
 
 It also sometimes happens that, where the water is foam- 
 ing badly, the injector can be started and some water be 
 forced into the boiler before the injector will break. Under 
 these circumstances the injector may be started at frequent 
 intervals, thus getting a little water at a time into the 
 boiler. 
 
 If the temperature of the water in the tank is so hot 
 that the injector cannot handle it, the only way will be to 
 cool the water. This may be done by running to the first 
 water tank if the water in the boiler is high enough to do it. 
 If the distance is too far a stop should be made at the first 
 stream, and by allowing a portion of the water to run out 
 of the tank, a small quantity of fresh will cool the remainder 
 sufficiently to make it possible to work the injector. 
 
 Q. If the injector gets water but cannot force it into' the 
 boiler, -what may be the trouble? 
 
 A. Any of the defects named in the answer on page 135, 
 when existing in a minor degree, may produce this re- 
 sult. 
 
 Some of these defects may develop slowly and the action 
 of the injector becomes less and less efficient, until at 
 last it will cease to work. This is especially apt to be the 
 case with air leakages. The injector can force a small 
 amount of air into the boiler with the water, but a rapidly 
 growing leak will cause it first to deliver less and less 
 water until it can merely cause it to appear at the overflow 
 and finally stop altogether. 
 
INJECTOR TROUBLES. 149 
 
 The same thing holds true of an accumulation of scale at 
 the check valve. For these reasons troubles of this kind should 
 be remedied at once and not be allowed to increase to such 
 proportions that a failure upon the road can take place. 
 
 Q. What is the cause of injectors losing water at the over- 
 flow while working? 
 
 A. In the case of the double-tube injectors, such as the Met- 
 ropolitan, or Hancock Inspirator, this loss is due to the over- 
 flow valve not closing clear off, or leaking. With single-tube 
 (open overflow) injectors, it is sometimes caused by worn or 
 clogged tubes. 
 
 For an injector to "pickup" all of its waiter it is necessary 
 that the steam supply shall be near the maximum pressure, 
 and that the feed ..water shall be cold; when an engine begins to 
 fail in steam the overflow will soon begin to spill water, and 
 this should be watched for, as a continuous loss of this kind 
 for miles may finally compel cutting the engine loose from the 
 train and running for a water tank. Warm feed water will 
 also spill from the overflow. The loss can be stopped by par- 
 tially closing the water supply valve. 
 
 If, on the other hand, the steam pressure is at its maximum 
 and too high for the amount of water that is being supplied 
 to the injector, there will often be a roaring or whistling sound 
 from the overflow and it is likely to "break" in its action; in 
 such cases increase the water supply. 
 
 O. Are all single-tube injectors so sensitive to irregular steam 
 and water supply? 
 
 A. All of the older kinds are; but the newer types, such as 
 the Improved Sellers and the Simplex, will not be affected by 
 any ordinary differences in boiler pressure that aie likely to 
 occur while the engine is in service. 
 
150 LOCOMOTIVE BREAKDOWNS. 
 
 Q. Why does not the Simplex injector lose water if the boiler 
 pressure becomes lower? 
 
 A. Referring to Fig. 56 (A), the water to be delivered to the 
 boiler is energized by the steam, when the injector is working 
 
 FIG. 56 (A). THE SIMPLEX LOCOMOTIVE INJECTOR. 
 
 at full capacity, in two separate chambers, A and B; the in- 
 strument is designed for a certain steam pressure, and when 
 that pressure is supplied the steam from nozzle 21 combines 
 with the amount of water from chamber B that can pass around 
 the nozzle and is delivered on through the injector to the boiler, 
 and this represents about as great a supply as a boiler would 
 require when working hooked well up, or on light throttle, and 
 represents the whole work of the injector when the water supply 
 is restricted by partial closure of the water valve 13. After 
 the steam from nozzle 21 has picked up the water of chamber 
 
INJECTOR TROUBLES. 151 
 
 B, its energy if at approximately full pressure is not nearly 
 exhausted, and as the jet passes through tubes 23, 24 and 24A, 
 it first induces a vacuum in chamber A; then, if emergency 
 valve 35 is open, as it normally should be, and if the water sup- 
 ply valve 13 is fully open, inlet valve 19 will rise and permit 
 feed water to fill chamber A, where it will be picked up by the 
 main jet at the apertures between the tubes, and in these tubes, 
 23, 24 and 24 A, will absorb the remaining energy of the steam 
 and thus increase the capacity of the injector to the maximum. 
 
 Understanding this, it should be plain that if the steam press- 
 ure should fall very much below the maximum its decrease in 
 energy would result in its ceasing to combine with the water 
 of chamber A, inlet valve 19 would seat, and the injector would 
 be working at a reduced capacity the capacity of the water 
 supply through the orifice around nozzle 21. 
 
 Q. If the overflow valve (technically, the heater cock check}, 
 86, should leak what would be the result? 
 
 A. The action of the jet through tubes 23, 24 and 24A could 
 not produce a vacuum in chamber A, as air would be drawn 
 in through valve 86, and by inlet valve 19 failing to open, the 
 capacity of the injector would be appreciably diminished. 
 
 Q. What is the duty of emergency valve 35? 
 
 A. In case inlet valve 19 should leak, or be stuck open, 
 it would be impossible to "prime," or start the injector work- 
 ing; within it there would be, in effect, a short circuit. When 
 this occurs, the emergency valve 35 should be closed; the injec- 
 tor can then be started, but will work, of course, at reduced 
 capacity. After it has been fully started, however, the emer- 
 gency valve may be opened and the injector will again give full 
 service as long as the steam pressure does not fall nor the water 
 supply be reduced which would cause the injector to " break " 
 
152 LOCOMOTIVE BREAKDOWNS. 
 
 to cease working. Under the circumstances, the emergency 
 valve would have to be closed every time the injector was to be 
 re-started. In light service the emergency valve 35 may often 
 be left closed, and the capacity of the injector will be ample if 
 the engineer works his throttle and reverse lever to advantage. 
 
 Q. How is the heater worked in the Simplex injector? 
 
 A. It must be seen that water valve 13 is open, and over- 
 flow valve 86 closed, the latter by throwing over the lever of 
 cam 30, the cam giving a wedging effect to hold the valve seated; 
 then, handle 5 must be pulled out, slightly, just enough to open 
 the lifting valve at the end of spindle n; steam will then pass 
 through the valve at n, and through the lifting tube 22, into 
 chamber B and to the feed water. A thumb-screw is shown 
 on the guide for steam spindle, and when the handle 5 is prop- 
 erly set for the heater this thumb-screw should be tightened, 
 in order to prevent the spindle from being steam-pushed and 
 opening the steam supply too fully. 
 
 Q. I/ the check valve is stuck open what should be done? 
 
 A. It is sometimes possible to jar it shut by striking on 
 the casing with a soft hammer or block of wood. In case this 
 proves to be ineffectual the valve in the suction pipe ahead of 
 the injector [water regulating valve], should be closed, or the 
 injector kept at work at all times. 
 
 Q. What objection is there to allowing the . hot water from 
 the boiler to leak back into the tank from a check valve that is 
 stuck open? 
 
 A. The water in the tank will soon become heated to so 
 high a temperature that neither injector can be made to work. 
 
 Q. How can scale be removed from injector tubes? 
 
 A. The parts coated should be placed for a short time 
 in a bath of muriatic acid, and then thoroughly rinsed in clear 
 
INJECTOR TROUBLES. 153 
 
 water. The acid will loosen the scale and cause it to fall off. 
 The rinsing is needed to guard against subsequent corrosion. 
 
 Q. What should be done in case a check valve is knocked 
 off? 
 
 A. The fire should be killed at once so as to protect the 
 firebox sheets. This may be done by drawing the fire or shovel- 
 ing damp earth in on top of it. 
 
 Q. What can be done in case a check valve in the delivery 
 pipe from the injector becomes cocked so that it will not seat? 
 
 A. It is possible that an injector with an independent lift- 
 ing jet could be made to hold the steam in the boiler and start 
 at any time against that pressure. But with injectors that 
 do not have such a jet it is probable that the steam and water 
 would flow back, and have the same results as a broken check. 
 This is, of course, on the supposition that there is no check 
 between the injector and the main one at the entrance of the 
 delivery to the boiler. Such a check would neutralize the effect 
 of any displacement of the main one. Sometimes a cocked valve 
 may be made to straighten and subsequently seat, by cutting 
 down the delivery of the injector to as low a point as possible 
 and then opening it wide. The sudden influx of water may 
 open the valve enough to loosen it and permit it to square it- 
 self and then come back fairly on its seat. 
 
 Q. What should be done in case the pump jails to work? 
 
 A. Attention may be called to the fact, as a preface to 
 the answer to this question, that the pump has been practi r 
 cally discarded from modern American locomotives, and the 
 injector substituted in its place. When the pump is used it 
 consists ordinarily of a solid plunger attached to the cross- 
 head and moving to and fro in a hollow cylinder a little larger 
 than its own diameter. Leakage is prevented by a stuffing 
 
154 LOCOMOTIVE BREAKDOWNS. 
 
 box, as in the case of the piston rods or valve stems. The valves 
 are usually very strong and the delivery valves are frequently 
 in duplicate and set in series. This is in order that any leakage 
 through one may be checked by the other. 
 
 Of course the pump is only at work when the engine is in motion. 
 
 The first things to be looked to in case the pump ceases to 
 work are the lazy cock and the condition of the water in the 
 tank. The former should be open and the latter of sufficient 
 depth to feed the pump. If these two points are found to be 
 all right, the next thing is to open the air cock in the delivery 
 pipe. This will relieve the pump of some of the pressure 
 against which it must work while forcing water into the boiler, and 
 may start it when it would be impossible to do so if such a re- 
 lief were not afforded. As soon as a solid stream of water is 
 seen issuing from the air cock, the latter may be closed and the 
 pump will ordinarily deliver to the boiler without further trouble. 
 
 If the opening of the air cock fails to start the pump the next 
 place to look for the difficulty is in the suction valve. If this 
 valve opens, water can hardly fail to be delivered, but if it is 
 stuck shut, none can enter the pump. It can sometimes be 
 started by jarring with a hammer, but, owing to the difficulty 
 of reaching it from the running board, it is sometimes danger- 
 ous to attempt to strike its casing when the engine is in motion. 
 
 The safe plan, then, is to slacken speed and to strike the 
 casing while walking alongside. If this does not remedy the 
 trouble, a stop must be made and a search instituted. 
 
 While doing this the packing about the plunger should be 
 examined to see that it is not leaking to such an extent that 
 the air admitted prevents the suction valve from opening. In 
 case it is, it should be tightened and the cure will probably be 
 found to be effected. 
 
INJECTOR TROUBLES. 
 
 155 
 
 The next thing to be done is to take down the strainer and 
 see that it is clean. This proving to be all right, next remove 
 
 FIG. 57. SECTION OF LOCOMOTIVE BOILER PUMP. 
 
 the bolts holding the suction pipe to the suction valve casing. 
 Take out the casing and remove the valve, and see that it is 
 not jammed, stuck or battered, but is perfectly free to move. 
 
156 LOCOMOTIVE BREAKDOWNS. 
 
 If this is all right, do the same thing with the delivery valves; 
 and, then, if the pump fails to work, the trouble will probably 
 be found to exist in the check valve, which can only be examined 
 when there is no steam pressure on the boiler. 
 
 The delay implied in the above answer would not ordinar- 
 ily be incurred because of the fact that the locomotive is in- 
 variably fitted: with two pumps, and if one fails the other can 
 be put into service, and it is not at all probable that both will 
 fail at the same time. 
 
 When, ^however, one pump does fail steps should be taken 
 at once to put it into working order again, so as to have the. 
 usual reserve- against emergencies. The examination of the 
 strainer can ordinarily be made during the time occupied in 
 taking water, and the valves can be taken dow'n and examined 
 during; the time allowed for lunch, if there is such an allowance, 
 on a passenger run-, or while waiting at passing points on a 
 freight train. The construction of an ordinary locomotive 
 pump is shown in Fig. 57. The valves are of the most substan- 
 tial construction and all parts are so designed that they can be 
 easily and quickly removed for inspection and repairs. It will 
 be noticed that there are two air chambers; one for the delivery 
 and the other for the suction. The use of the former is to give 
 a comparatively even pressure upon the stream flowing into 
 the boiler; while the latter serves the same purpose in preventing 
 the pounding of the /valves and keeping the flow of water steady, 
 especially at high speeds, when the capacities of the valve open- 
 ings will be taxed to their utmost. It will be readily understood 
 that, where the valves are opening and closing several hundred 
 times a minute, it is of the utmost importance that there should 
 be no break in the stream of water. 
 
CHAPTER" XII. 
 Accidents to Cab Fixtures. 
 
 Q. What should be done in case the cylinder lubricator 
 fails to ivorkf 
 
 A. The lubricator should be disconnected and the cylin- 
 ders oiled through the feed pipes in the same way as that 
 employed with the old-fashioned cylinder lubricators. 
 
 Just how this can be done will depend somewhat upon 
 the lubricator th'at is used. It will usually be founid to be 
 possible to so disconnect it that the work can be (Jone as 
 described. 
 
 Take the Nathan lubricator shown in Fig. 58, as 3m ex- 
 ample. If the lubricator stops feeding oil on account dfcfhe 
 breakage of the glass or for any other reason, the valves 
 A and B should be closed. This cuts off the flow of oil 
 through the glass or passage affected, but does not in any 
 way interfere with the working of the balance of the lubri- 
 cator. 
 
 -.Special tallow cups C are provided on these lubricators, 
 which may be opened and used in the same way as the old- 
 fashioned cab oilers when the engine is on a down grade 
 or at any other time that it is drifting with the throttle 
 closed. 
 
 This feature can also be used at any time to supplement 
 the supply of oil to the cylinder in any quantity, as in the 
 case of common non-automatic lubricators. This method 
 can be used,Hvith possibly some changes in the detail of the 
 
158 
 
 LOCOMOTIVE BREAKDOWNS. 
 
ACCIDENTS TO CAP, FIXTURES. 159 
 
 operation and arrangement with all sight feed automatic 
 lubricators. 
 
 Q. What may be the cause of an irregular action of an 
 automatic sight feed cylinder lubrica'tor? 
 
 A. If the fitting of the choke plugs is too loose, or the 
 feed holes are too large, the result may be an intermittent 
 feed. This hole should not be more than 1-32 inch in di- 
 ameter. An obstruction in the equalizing tubes will also 
 cause an irregular action. These tubes should be kept free 
 and clean and the choke plugs tight. 
 
 Q. What is the first thing to be done in case a lubricator 
 fails to work? 
 
 A. The bottom cocks should be opened and a full head 
 of steam turned on so as to blow it out. If this fails to put 
 the instrument in working condition, take out the sight feed 
 glasses and examine the feeders at the bottom to see that 
 they are clean and clear. If this fails it should be dis- 
 connected as per the instructions in the answer on page 145. 
 
 Q. In case a Nathan lubricator fails to feed, but the feed 
 glasses fill with water when not at work, the said water all 
 leaving the glass when attempting to use the feed what 
 may be the matter? 
 
 A. According to the makers of the device, such trouble 
 may be "caused by not having full steam pressure on the 
 lubricator when the engine was moved out of the round- 
 house. The water valve was opened, but not the steam. In 
 this condition there was a direct opening from the lubrica- 
 tor to the steam chest through the water valve, drawing the 
 condensed water from the condenser and then siphoning the 
 
160 LOCOMOTIVE BREAKDOWNS. 
 
 oil through the water tube out of the oil chamber. This 
 will cause the water from the sight feed glasses, together 
 with any oil that may be on top of the same, to be drawn 
 into the oil chamber. This will last until the oil chamber is 
 solid full, then the feed glasses will fill up with water again, 
 and if the condenser has in the meantime regained con- 
 densed water, the cup will feed oil again. The remedy is 
 to open the steam valve full before the engine is moved. 
 
 Q. What should be done if the glass of the water gauge 
 breaks? 
 
 A. If the fittings are not supplied with automatic self- 
 closing valves, this is a minor accident that may cause 
 serious injury to the enginemen, especially to the fireman, 
 on account of the pieces of flying glass. The only thing to be 
 done is to close the cocks at the top and bottom of the 
 fitting, thus shutting off the escape of steam, and then use 
 the gauge cocks to determine the water level for the re- 
 mainder of the run. 
 
 Q. What is Ihe principal indication of a defect in the 
 water glass of a locomotive f 
 
 A. When the engine is in motion the surface of the water 
 in the glass is constantly rising and falling, and if, at any 
 time, it becomes stationary, it is a sure sign that the bottom 
 opening of the glass is clogged to a greater or less extent. 
 
 Q. Is the fact that the surface of the water is moving up 
 and down when Ihe engine is in motion a sure sign that both 
 top and bottom openings of the glass are free? 
 
 A. No. The top opening may be nearly or quite closed, 
 and if the bottom one is clear the water will continue to rise 
 
ACCIDENTS TO CAB FIXTURES. 161 
 
 and fall in the glass, although it will not correctly register 
 the water level in the boiler. For this reason the water 
 gauges should be kept free at all times, and be frequently 
 used to check the indications of the water glass. 
 
 Q. In case a water glass is broken hoiv can a new one be 
 cut to iit in its place? 
 
 A. . A piece of hardened steel with a bent point should 
 be used to make a scratch around the inside of the tube. 
 The latter can then be easily and accurately broken at the 
 point so marked. 
 
 Another way that is said to be equally effective is to wet 
 the sulphur end of an ordinary match and make a mark 
 around the inside of the glass at the point where it is 
 desired to break it. Then hold the glass at this point in the 
 flame of a candle or another match, revolving it in the mean- 
 time so as to heat it evenly over the whole circumference. 
 It is said that it can then be readily broken with the ringers 
 at the point marked, with a smooth and even fracture. 
 
 Q. What precautions should be taken in replacing a 
 broken water glass? 
 
 A. If the boiler is hot at the time the replacement is 
 made the packing at the ends of the glass should be screwed 
 up very loosely so that there is no possibility of the unequal 
 expansion between the glass and the frame causing an 
 excess of pressure on the former and breaking it. After it 
 has been put in position it should be allowed to stand long 
 enough to become as warm as it will through contact with 
 the heated parts of the frame. Then start the upper valve 
 so as to allow a mere leakage of steam into the glass and 
 
I 6-2 
 
 LOCOMOTIVE BRKA KDOWXS. 
 
 FIG. 59. THE GOLLMAR 
 BELL RINGER. 
 
 permit a considerable amount of 
 condensation to collect at the bot- 
 tom before starting the lower 
 valve in the same way. When 
 the water level indicates approxi- 
 mately that of the boiler the 
 valves may be gradually opened 
 until they are in their normal 
 working position. 
 
 The packing glands may then 
 be screwed gently home until all 
 the leaking has been stopped, re- 
 membering, however, that it is 
 better to have a leak than to 
 screw the packing home too 
 rapidly, since the glass should be 
 perfectly free to expand length- 
 wise and diametrically in order 
 to adjust itself to the normal 
 working condition and be with- 
 out strain. 
 
 Q. What should be done in 
 case a bell ringer refuses to 
 work? . 
 
 A. The real cause of the fail- 
 ure of this part of the engine 
 mechanism is usually due to a 
 neglect on the part of the en- 
 gineer or fireman to give the de- 
 vice proper care. The usual 
 
ACCIDENTS TO CAB FIXTURES. 163 
 
 trouble is dirt. Whether compressed air or steam is used 
 oil for the lubrication of the cylinder is needed, and the 
 trouble usually is not that an insufficient quantity is supplied 
 but that too much is used and that, too, in doses larger than 
 the cylinder can take care of. The result of such treatment 
 is that the exhaust pipe soon becomes filled with cooked oil 
 so that the pressure cannot escape as the bell pushes the 
 piston down and the apparatus is choked. The first step 
 to take, therefore, when the bell ringer fails to work is to 
 take it apart and see that it is clean. 
 
 As these bell ringers are usually worked by a single acting 
 piston whose valve is moved in one direction, at least, by the 
 weight of the bell, the mechanism is ordinarily very simple. 
 A failure to act may also easily occur. In the Gollmar ringer, 
 for example, shown in Fig. 59, the steam or air is admitted 
 through the port a to the interior of the hollow cylindri- 
 cal valve c. 
 
 As the piston d is raised by this pressure, the end of the 
 stem, e, strikes against the lug of the valve c, through 
 which it passes. In order that the exhaust may escape it,is 
 necessary that this valve c should be raised high enough 
 so that its lower edge shall be above the exhaust opening b. 
 
 The stem e after being adjusted is held in its proper posi- 
 tion by the check nut /. If, then, this latter works loose 
 and the stud e unscrews, it is evident that the valve c will not 
 be raised high enough for the exhaust to escape, which will 
 result in the stopping of the ringer. 
 
 Stoppage may also result from a leakage of the piston 
 packing ring, but this latter will come on so slowly and will 
 
[64 LOCOMOTIVE BREAKDOWNS. 
 
 manifest itself by the gradual weakening of the action of 
 the device so that there should be no difficulty in this case 
 in locating the trouble. 
 
 The mechanism is so simple that when it refuses to work 
 the cylinder head should be taken off and all parts removed. 
 By measuring the height of the exhaust port b above the 
 bottom of the cylinder and knowing the stroke of the piston, 
 it is an easy matter to subtract the former from the latter 
 and ascertain whether the stem e is adjusted to give the 
 proper lift or not. 
 
 Q. What should be done in case a steam gauge becomes 
 broken or fails to indicate the actual pressure ? 
 
 A. This is a minor accident that is of comparatively 
 little moment. While it is desirable that the gauge should 
 be accurate in order that the enginemen may be able to regu- 
 late the fire and run most efficently it is quite possible to run 
 safely without any steam gauge at all. The failure of this 
 fixture is comparatively rare, but as it is subject, to constant 
 deterioration it should be tested frequently and readjusted 
 to proper indication. If, however, the gauge should be 
 broken as the result of any accident the steam should be 
 shut off from it and the run completed by the indications of 
 the safety valve. Incidentally, the noise of the steam escap- 
 ing from the top gauge cock should afford an approximate 
 indication of the steam pressure in the boiler. This, how- 
 ever, requires an ear trained by long and close observation. 
 
CHAPTER XIII. 
 Tender Accidents. 
 
 Q. What should be done in case of the breakage of the 
 draiv-bar between the engine and tender? 
 
 A. If the engine has safety chains these will usually have 
 sufficient strength to haul the tender, -but may be insufficient 
 to do the same with a heavy train. Should there be no safety 
 
 FIG. 60. SPLICED TENDER HOSE. 
 
 chains, the engine and tender may be held together by 
 chaining the tender frame to the deck. 
 
 Q. Whal should be done with a broken or burst hose 
 connection between the engine and tender? 
 
 A. As there is nothing to burst this hose since it is sub- 
 jected to no internal pressure, any rupture to which it may 
 be subjected is likely to be caused by a parting of the engine 
 and tender, as in the breakage of a drawbar. 
 
 If the hose is not torn in two it may be temporarily re- 
 paired by laying a piece of leather or heavy cloth over the 
 hole and binding it down with strong twine or cord. 
 
 165 
 
1 66 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 If the hose is torn entirely in two, it may be possible 
 to repair it by wrapping it with leather or heavy cloth as 
 before, or by inserting a piece of hose into each of the two 
 severed ends and binding the hose down tightly against it. 
 A short length of iron pipe may also be used and wound in 
 place in the same manner, as stiown in Fig. 60. 
 
 Q. What should ^e done when a tender truck breaks 
 down? 
 
 A. If it is the forward truck, it should be removed and 
 
 FIG. 61. CHAINED UP TENDER TRUCK. 
 
 the front end of tender frame may be chained to and held by 
 the rear end of the engine frame. 
 
 If it is the rear truck that has failed it should be re- 
 placed by a car truck, if one is available. If not, the tender 
 should be jacked up and the front truck put at the rear, and 
 the front end chained to the engine frame as already de- 
 scribed. 
 
 When a tender has been chained in this way the engine 
 should be run very slowly and cautiously. 
 
TENDER ACCIDENTS. 167 
 
 Q. What should be done if an axle under a tender truck 
 breaks? 
 
 A. If it is a front axle that end of the truck should be 
 chained up to the frame of the tender so that the wheels will 
 be clear of the rails, as shown in Fig. 61. These must also 
 be secured so that there is no danger of the broken parts fall- 
 ing down upon the track. 
 
 Should it be a rear axle that is broken the frame should 
 be jacked up and the truck turned around, after which it 
 should be chained and secured as already directed. 
 
 When possible it is safer and better to substitute a car 
 truck for the one that is disabled. 
 
 Q. What should be done if a tender wheel is broken? 
 
 A. The pair of injured wheels should be chained .or 
 blocked so that they cannot turn and the engine run care- 
 fully with these wheels sliding to the nearest siding or 
 telegraph station. 
 
 Q. When an engine or the tender is disabled by the 
 breakage of a wheel or axle, and the rear wheel of a truck 
 or the rear driving wheel is daynaged, is it safe to run the 
 enginp backwards? 
 
 A. It is not. 
 
 Q. If the tank valve has become broken or disconnected 
 so that it has dropped down on the seat, how may it be un- 
 seated? 
 
 A. It may be done by opening the heater wide and blow- 
 ing steam in with force. This should throw the valve out of 
 position. After which the heater valve should be immed- 
 iately closed to avoid the danger of bursting the hose. 
 
CHAPTER XIV. 
 Miscellaneous Accidents. 
 
 Q. What are the first duties of the engineer in case of G, 
 breakdown upon the road? 
 
 A. The first thing to be done after stopping is to see to 
 it that the train is protected by flagmen in both directions in 
 case of a single track road, and in the rear on a double 
 track. If the nature of the accident is such that both tracks 
 of a double track road are in any way obstructed, flagmen 
 should be sent to the front as well as to the rear. Should the 
 breakdown be one that is likely to require much time to put 
 the engine in running order, word should be sent to the 
 nearest telegraph station, flagging a passing train to send the 
 message if necessary. 
 
 The next thing to do is to determine the character of the 
 mishap and locate the damage ; ascertaining whether it will 
 be necessary to ask for outside assistance, and, if it will be, 
 sending to the nearest telegraph station for the same at once. 
 Finally work should be started immediately to put the engine 
 in condition to be moved. There is almost always something 
 that can be done before outside help arrives that will facili- 
 tate the preparations and shorten the time during which the 
 disabled engine will be blocking the tracks. 
 
 Q. When running over a slippery rail will it be necessary 
 to keep a continuous stream of sand running? 
 
 A. If the engine is fitted with a pneumatic sander that 
 is so adjusted that an exceedingly fine stream of sand can be 
 
 1 68 
 
MISCELLANEOUS ACCIDENTS. 169 
 
 delivered to the rail at all times it may be necessary to main- 
 tain such a flow continuously. But, with the common sand 
 valve, gravity flow sander, such a fine regulation is impossi- 
 ble, and better results can be obtained by opening and closing 
 the sand valve than by permitting an uninterrupted stream to 
 flow down upon the rails. The objection to the latter method 
 is that it wastes the sand and makes the train pull hard ; 
 while, with the intermittent method, the excess that runs 
 down upon the rails when the valve is opened will cause 
 enough to stick to the drivers to maintain the required 
 adhesion to prevent slipping over short distances when the 
 valve is closed. No rule can be given for this, as the work 
 must be done according to the condition of the rail, and 
 the speed of the train, but ordinarily an opening made once 
 in every ten or fifteen rods will suffice. 
 
 Q. How can a dead engine that is being towed be pumped 
 up so that it can move itself? 
 
 A. If the engine is to be towed for a short distance only, 
 it may be done with all of the connections intact, and with 
 the pistons moving to and fro in the cylinders. Under these 
 conditions if the reverse lever is thrown into a position 
 opposite to that in which the engine is moving the pistons 
 will draw air in at the exhaust and pump it into the boiler 
 (the throttle being open). A pressure will then be accumu- 
 lated therein that can be drawn upon to move the engine for 
 short distances until the supply is exhausted. 
 
 Q. What should be done if an engine becomes derailed ? 
 
 A. It is impossible to give explicit directions for putting 
 a derailed engine back upon the rails, as each case calls for a 
 
1 7 LOCOMOTIVE. BREAKDOWNS, 
 
 special method of procedure. Only general instructions can, 
 therefore, be given. 
 
 The first thing to be done after the derailment occurs is 
 to examine the situation carefully and decide whether or no 
 it will be necessary to send for assistance in order to replace 
 the machine on the rails, and also what kind of assistance 
 will be needed. Sometimes an engine may be off the rails 
 in a way in which it is helpless to assist itself, but where a 
 pull from another engine will put it back. At others it must 
 needs be lifted by a traveling derrick. 
 
 In a general way it may be stated that an engine can be 
 most easily put back upon the rails over the same path that 
 it followed in leaving them. 
 
 Where jacking must be resorted to, the amount of lift 
 should be reduced to a minimum. As the wheels are the 
 important elements in the case, they should begin to rise as 
 soon as the jacking is begun. That this may be so, block- 
 ing should be placed beneath the boxes and above the pedes- 
 tal binders of the driving axles, so that the wheels may 
 start to rise at once. If this is not done the weight of the 
 engine will have to be lifted the distance between the binders 
 and the oil box before the work will have any effect on the 
 wheels. 
 
 As soon as the wheels begin to rise, keep the space be- 
 tween them and the ground well filled with plank and block- 
 ing, so that no settlement may be possible through an 
 accident or settling of the jacks themselves. Where the 
 engine is to be moved a short distance transversely of the 
 
MISCELLANEOUS ACCIDENTS. 171 
 
 tracks, traveling jacks will be found to be a great con- 
 venience. 
 
 If it is not found to be necessary to jack up the engine, 
 portable frogs may be used to replace the same. These 
 should be put in front of the wheels and the locomotive 
 moved back in the direction opposite to that followed when it 
 left the rails. 
 
 It should also be borne in mind that sudden movements 
 of a derailed engine are apt to make matters worse rather 
 than better. The engine should always be moved slowly 
 and carefully so that it may be instantly stopped in case 
 things go wrong. 
 
 If more than one pair of wheels are off the rails and an 
 attempt is to be made to replace the machine with frogs, 
 these should be put in front of the wheels that are outside 
 the rails, and blocking be used in front of those on the 
 inside, provided there are not enough frogs to serve each 
 with one. 
 
 These are a few of the general principles that are to be 
 applied in putting a derailed locomotive back upon the 
 track. Just how they are to be used in detail will depend 
 upon the conditions of the accident, the local surround- 
 ings and the good judgment of the man in charge of the 
 work. 
 
 Q. What arc some of the forms of wrecking frogs that 
 are valuable for use in replacing derailed engines upon the 
 tracks? 
 
 A. Fig. 62 shows a common wrecking frog that is used 
 for the wheel on the outside of the rail in connection with 
 
172 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 the wedge, Fig. 63. The former is made of a heavy bar with 
 legs that can straddle the rail and having a spur at the end 
 at the base to fix into a tie to prevent slipping. The wedge is 
 
 FIG. 62. COMMON WRECKING FROG. 
 
 made of a piece of hard wood shaped as shown in Fig. 63, 
 and plated on the top and bottom to protect it against in- 
 dentation by the flanges. This is used for the wheels on 
 the inside of the rails and serves merely to lift them to the 
 
 FIG. 63. WRECKING WEDGES FOR RE-RATLING WHEELS. 
 
 height of the rails, it being unnecessary to carry the flanges 
 over the top of the same as in the case of the wheels outside 
 the rails with which the frog is used. 
 
MISCELLANEOUS ACCIDENTS. 173 
 
 The wedge is prevented from slipping by spurs in the 
 bottom that are pressed into the ties. It may be rectangular 
 or triangular in plan, the latter being used at switches where 
 converging rails would make the use of a rectangular one 
 impossible. 
 
 In addition to these common frogs and wedges there are 
 a number of others upon the market that are rendering 
 efficient service. 
 
 Among these are the Alexander frog, Fig. 64, which is 
 
 FIG. 64. THE ALEXANDER WRECKING FROG. 
 
 made of pressed steel and is very strong and comparatively 
 light. 
 
 The Cooke frog, Fig. 65, is triangular in plan and fits 
 over the rail, having spurs to prevent slipping. It thus 
 forms an inclined plane upon each side of the rail for the 
 elevation of the wheels. These frogs are used in pairs and 
 are rights and lefts. 
 
 Q. In case an engine is derailed, injured, or in such a 
 position that 'the sheets and tubes cannot be kepi covered 
 ivith water, what should be done? 
 
 A. The- fire must be drawn or extinguished. 
 
 Q. How can this best be done? 
 
174 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 A. Either by cleaning off the grates by drawing the fire 
 out at the door or smothering it with a thick layer of damp 
 earth. 
 
 Q. Why not quench the fire with water? 
 
 A. The intense heat of the fire will 'cause such a sudden 
 generation of stearn that it will not only put the person throw- 
 ing on the water in great danger, but will be apt to scatter 
 the live coals in a way likely to set fire to neighboring 
 
 . 65. THE: COOKE WRECKING FROG. 
 
 objects. In addition to this, the sudden cooling of the fire- 
 box sheets has a tendency to crack them. 
 
 Q. When danger ahead threatens a train, what course 
 should be pursued in making a quick stop? 
 
 A. The throttle should be closed, the air brake set to an 
 emergency application, the engine reversed, sand applied to 
 the rail and the throttle opened, if the air brakes are not 
 applied to the driving wheels. Otherwise the throttle had 
 best be left closed. 
 
MlSCKLLANEOUS ACCIDENTS. 175 
 
 Q. What arc sonic of 'the causes of hot bearings? 
 
 A. Hot bearings may be due to too great a pressure upon 
 the journal ; to a binding of the boxes or the brasses causing 
 the shaft to be pinched ; to defective lubrication ; to badly fit- 
 ting brasses, and to dust and grit working in between the 
 rubbing surfaces. 
 
 Q. What should be done if the main axle bearing runs 
 hot? 
 
 A. As soon as the bearing manifests signs of heating 
 it should be copiously supplied with oil, and if the boxes 
 are fitted with water pipes that will throw a stream of water 
 upon them, that leading to the hot box should be opened. 
 If the water and the oil so applied fail to keep the journal 
 cool, but its temperature continues to rise until there is dan- 
 ger of melting the babbitt or brass, the box should be re- 
 lieved~of a portion of its load. This may be done by driving 
 a wedge in between the spring saddle and the frame. 
 
 Sometimes heating may be due to the binding of the box 
 in the wedges. If this is the case, any further heating 
 merely makes matters worse, and relief may sometimes be 
 obtained by slacking oft" the wedges. 
 
 Q. What should be done in case a rod brass becomes 
 hot? 
 
 A. If the heating is discovered before the babbitt melts, 
 the trouble may usually be relieved by loosening the brasses 
 a little, cooling off with water and giving the heated bearing 
 a copious supply of oil. 
 
 Should the bearing become so hot as to melt the babbitt 
 before the trouble is discovered, it is best not to stop until it 
 
176 LOCOMOTIVE BREAKDOWNS. 
 
 is all thrown out. Otherwise it will be apt to fill and clog 
 the oil holes. The engine may then be stopped and the rod 
 keys loosened a little, the bearing given a good supply of 
 oil and the run finished. Careful and constant supervision 
 must be exercised, when running in this condition, to avoid 
 the cutting of the pins. 
 
 Q. What should be done in case an eccentric strap be- 
 comes hot? 
 
 A. The engine should be stopped and the bolts holding 
 the two parts of the strap in position slackened. If possible, 
 an extra liner should be put in so that the strap bolts can 
 be tightened and rattling avoided. The eccentric should 
 be carefully oiled and the straps allowed to cool slowly, 
 if they are cast iron. Water should not, under any cir- 
 cumstances, be put upon a hot cast iron eccentric strap as it 
 will be almost certain to cause a crack. 
 
 Again, in the case of a hot eccentric strap, do not move 
 the reverse lever after shutting off steam. If it is thrown 
 down into the corner as in the usual way when making a 
 stop, the extra stress put upon the straps due to the in- 
 creased travel of the valve will be very apt to break it. Wait 
 rather until the engine has stopped and the strap bolts have 
 been slackened. 
 
 Q. What should be done if a tender or forward truck 
 axle becomes hot? 
 
 A. It may be cooled with water, after which it should be 
 carefully repacked. 
 
 Q. What should be done if the crosshead or guides be- 
 come hot? 
 
MISCELLANEOUS ACCIDENTS. 177 
 
 A. As there are no means of adjusting the crosshead by 
 which it may be eased, the best course to take is to keep 
 the rubbing surfaces copiously supplied with oil and slacken 
 speed if necessary. Do not throw water on hot guides as it 
 will probably warp them and make matters worse. 
 
 Q. What are the objections to using water for cooling 
 hot bearings? 
 
 A. Water is not a lubricant and does not act as such upon 
 a bearing. It merely serves as a cooling liquid by which 
 the heat generated by the interaction of the journal and the 
 box is dissipated. Meanwhile, there is a rapid wearing away 
 of the parts affected. 
 
 Another objection is that the brasses and other parts so 
 cooled are apt to be distorted by a contraction that may be 
 local, so that they will afterwards be more apt to run hot than 
 would be the case had they not been so treated. 
 
 As far as the journal itself is concerned it apparently is a 
 matter of no moment whether water is used upon it when it 
 is hot or not. There are no records of journals having 
 failed afterward because they were cooled with water, even 
 though they may have been heated to redness and allowed 
 to stand under the weight of the car while the water was 
 being poured upon them. 
 
 Q. What is a cause of crank pins running hot? 
 
 A. This is most frequently due to badly fitting brasses. 
 It often happens that when the brasses are removed they 
 are improperly fitted by being eased off too much at the top 
 so that they do not have a good bearing there, or by being 
 keyed too tight so as to pinch the pin. If brasses have 
 
1 7 8 Loco M or i v K B R K A K now x s . 
 
 been running cool before they were refitted, and do not do 
 so afterwards it is a sure sign that the work has not been 
 done in a proper manner. Satisfactory results are most 
 easily attained by boring the brass a little larger than the pin. 
 
 Crank pins will also run hot if the proper quality of oil is 
 not used. If cylinder oil is put in the oil cups in cold weather 
 it is apt to fail in the feeding and cause trouble by allow- 
 ing the pins to become hot. 
 
 Q. If oiv should rod brasses be filed when worn? 
 
 A. The filing should be such that when the keying is 
 done the two brasses are brought solidly together, metal to 
 metal. If this were to be done by simply filing off the edges 
 of the brasses, they would be apt to pinch the pin at the top 
 and bottom and run hot. For that reason they must be 
 eased off a little at the top and bottom. After the filing has 
 been done the brasses should be replaced in the strap and 
 keyed solid. When in this condition they should whirl easily 
 and freely upon the pin. 
 
 Q. What should be done in ease an engine becomes stalled 
 in the snow? 
 
 A. As in many other instances the course to be pursued 
 will depend upon the existing conditions. 
 
 If the fuel supply of the tender has been nearly or quite 
 exhausted so that there is nothing wherewith to keep the 
 engine hot, it will be necessary to empty the tender, discon- 
 nect the pipes and, as soon as the steam pressure has fallen, 
 allow the water to run out of the boiler either by opening the 
 blow-off pipe or starting a washout plug. 
 
 Should there be a tender full of coal or a supply sufficient 
 
MISCELLANEOUS ACCIDENTS. 179 
 
 for a time, the fire may be maintained and the tender kept 
 supplied with water by shoveling in snow and melting it and 
 keeping the resultant water above the temperature of freez- 
 ing by opening the heater cocks. 
 
 Q. Hozv should a dead engine be disconnected for tow- 
 ing? 
 
 A. The generally accepted method of disconnecting an 
 engine for towing is to take down the main rods, block the 
 crossheads and clamp the valve stems, leaving all of the side 
 rods in position, if possible. 
 
 The reason for leaving the side rods in place is that they 
 serve to balance the cranks and thus neutralize the hammer- 
 blow that would otherwise be delivered to the rail by the 
 unbalanced crank. This corresponds with the condition in 
 which new engines are put when being towed from the 
 shops of the builder to the purchaser, and whose speed of 
 movement over the road is usually limited ; a rule which 
 must be observed in the towing of a dead engine. 
 
 If, however, the condition of the engine is such as to 
 necessitate the removal of any of the side rods, it should be 
 borne in mind that the corresponding ones upon the other 
 side of the engine must be removed also. 
 
 These directions for disconnecting an engine will have to 
 be modified in many instances, dependent upon the nature 
 of the accident which the engine has suffered, and the condi- 
 tion of other parts. It is evident, therefore, that no general 
 directions can be given that will cover every specific case, but 
 that the treatment of each must be distinct and referred to 
 the judgment of the engineer in charge. 
 
i8o LOCOMOTIVE BREAKDOWNS. 
 
 Q. When an engine has been running with one side dis- 
 connected, what precautions should be taken in stopping? 
 
 A. Care should be taken that it does not stop at or near 
 the center. The best point to stop will be with the crank pin 
 about one-eighth of a revolution past the center. This is at 
 a point where the valve will be well open and the thrust 
 of the rod upon the pin such as to have a powerful turning 
 effect. At the same time it gives an almost maximum dis- 
 tance to be traveled before the crank reaches the next center, 
 by which time a sufficient momentum will have been ob- 
 tained by the engine to carry it past the same and thus avoid 
 the annoyance of stopping upon the dead point. 
 
 Q. If an engine that is disconnected upon one side should 
 stop at or so near 'the dead point thai it will not start, what 
 should be done? 
 
 A. The only remedy will be to use a pinch bar and move 
 the engine until the crank is in a position to be moved by 
 the steam pressure upon the piston. 
 
 Q. // the sand pipe on one side of an engine becomes 
 clogged is it advisable to sand 'the rails from the other side 
 only? 
 
 A. No. If the engine is apt to slip and sand is used on 
 one side only, the catching of that wheel will throw an ex- 
 cessive stress upon the axle which will make it possible to 
 cause bending. 
 
 Q. When an engine is slipping, hozv should sand be used? 
 
 A. Steam should first be shut off and then the sand valve 
 opened, after which steam may again be admitted to the 
 cylinders. 
 
MISCELLANEOUS ACCIDENTS. 181 
 
 The reason for this method of procedure is that, when the 
 wheels are revolving at a high speed they acquire a consid- 
 erable momentum. If, then, the main driving wheels are 
 suddenly stopped by the application of sand, the trailing 
 wheels may bend the side rods. 
 
 Q. What is the cause of pounding in a locomotive? 
 
 A. Pounding may be due to a great variety of causes 
 and these are sometimes far more difficult to locate than 
 blows. One of the most dangerous causes of pounding is to 
 be found in the cylinders when the boiler is foaming or prim- 
 ing. The water thus carried over with the steam fills the 
 clearance spaces and causes the piston to strike a powerful 
 blow at the end of the stroke, which may result in the break- 
 age of the heads unless there is some outlet provided for 
 the escape of such water. Sometimes when the crank pin 
 and crosshead brasses have been refitted, the main rod may 
 be so lengthened or shortened that the piston strikes against 
 the cylinder head. 
 
 Cylinder pounding may also be caused by an insufficient 
 supply of oil. 
 
 It is impossible to convey by words a true idea of the 
 noise made by cylinder pounding under these three condi- 
 tions. The pound is, however, different in sound in each in- 
 stance and peculiar to the cause, but can only be differen- 
 tiated by the trained ear. 
 
 Lost motion in the reciprocating parts is also a prolific 
 cause of pounding. This is usually due to the results of 
 wear. Sometimes such pounds are dangerous and should be 
 remedied at once; at others no immediately serious results 
 
1 82 LOCOMOTIVE BREAKDOWNS. 
 
 need be looked for other than an increase in the wear of 
 the parts so affected. 
 
 Thus, if a pound develops between the piston rod and the 
 piston or crosshead, it should be cared for without delay, as 
 it will be apt to cause a fracture of the piston rod with the 
 resultant breakage of one of the cylinder heads. 
 
 A pounding at the wristpin or crank pin is not so serious, 
 but should not be neglected, as it will denote a rapid in- 
 crease of wear ; and, in the case of the crank pin brass, may 
 result in the bending of the pin. In the case of the side 
 rod the pound is not so serious on account of the reduced 
 stresses which it is called upon to carry. In fact side rods 
 with bushings loose upon the crank pins do the principal part 
 of their pounding after steam has been shut off, which is, 
 however, a rattle rather than a pound. 
 
 Pounding also occurs in the driving boxes and wedges 
 due to the looseness or improper adjustment of these parts. 
 A loose pedestal brace will also produce the same effect. If 
 a wedge works down so that the box has a chance to partially 
 turn, the latter may catch and hold until some extra stress is 
 put upon it when it will let go and there will be a single 
 blow that will partake of the nature of a crash, though noth- 
 ing may be broken. Such pounding as this is especially se- 
 vere on the springs, and will be likely to cause a fracture of 
 the same. 
 
 For these reasons care should be taken that the wedges 
 are maintained in a parallel position and in proper adjust- 
 ment at all times. Finally a loose driving box brass may 
 cause a pound. 
 
MISCELLANEOUS ACCIDENTS. 183 
 
 In addition to these main causes of pounding, there are a 
 number of minor ones that may be due to the looseness of 
 any of the moving parts, such as eccentric straps, the strik- 
 ing of the springs against rigid portions, also to eccentric 
 rod, link, rocker or valve stem connections. Pounding in the 
 steam chest due to loose packing strips or in the cylinder 
 from the same cause is readily distinguished by the peculiar 
 clicking sound that is produced. 
 
 Q. How can a pound be located? 
 
 A. Pounds due to looseness or wear can best be located 
 by placing the engine on the quarter, the top being the bet- 
 ter, blocking the driving wheels, opening the throttle and 
 reversing. As the reverse lever is moved to and fro steam 
 will be admitted first to one side of the piston and then the 
 other, causing such movement of the reciprocating parts as 
 the looseness of the same will permit. By carefully watch- 
 ing such motion the pound can be located. Should this work 
 fail to fix it on one side, it should be repeated on the other. 
 
 Of course this method will not locate a pound in the cylin- 
 ders, since there is not sufficient movement of the piston 
 under these conditions. If the pound is due to foaming or 
 priming it will disappear when the cylinder cocks are opened 
 or the throttle closed. If the piston strikes the cylinder head 
 or the packing rings are broken, the defect can usually be 
 determined by walking alongside or riding on the cylinders 
 when the engine is in motion. 
 
 One precept should be borne in mind and invariably acted 
 upon, and that is never to run an engine with a bad pound 
 in the cylinders. 
 
184 LOCOMOTIVE BREAKDOWNS. 
 
 Q. If driving-wheels become locked due to the application 
 of the brake, how can they be started? 
 
 A. If the driver brake is powerful enough to skid the 
 drivers either by the direct pressure which it applies or as 
 the result of jamming, as sometimes occurs with the cam 
 brake, the only certain relief is to be found in the release 
 of the same, provided the locking is due to the application 
 of the brakes alone unassisted by the reversal of the engine. 
 It may be possible to start by throwing the reverse lever into 
 full gear forward and suddenly opening the throttle. This, 
 however, is of doubtful efficiency and cannot be depended 
 upon. 
 
 Q. In case a driving axle becomes hot, what is 'the best 
 position in which to place the engine in order to repack the 
 same? 
 
 A. For packing the axles of trailing wheels, there is little 
 or no choice of position as far as the cranks are concerned. 
 In the case of the main driving axle it is usually advan- 
 tageous to stop the engine so that the eccentrics are as much 
 out of the way as possible. Ordinarily it will be found that 
 with the crank one-eighth of a turn below the forward cen- 
 ter, these parts will be as much out of the way as it will be 
 possible to get them. 
 
 Q. Why is it necessary when keying rod brasses to make 
 sure that the engine is in 'tram before doing the work? 
 
 A. Because of the necessity that the lengths of the rods 
 should correspond to the distance between the centers of the 
 wheels that are coupled and because of the impossibility of 
 drawing the wheels into tram by keying the rod brasses. A 
 
MISCELLANEOUS ACCIDENTS. 185 
 
 fundamental rule for this piece of work is never to attempt 
 to key rod brasses with the engine out of tram. The reason 
 for this is that, if the engine is out of tram, the rods upon the 
 two sides of the engine will be of different lengths and there 
 will be a constant strain set up that will not only prevent the 
 smooth working of the engine but may result in a break- 
 down. Thus, if the main axle does not stand square with 
 the frames when the main rod is keyed -the result will be 
 either that the wheels will have a constant tendency to crowd 
 against one rail producing a sharp flange upon the wheel 
 that is set back ; or if the axle does afterward become square 
 with the frames, the inequality in the length of the main 
 rods will carry at least one piston nearer to one cylinder 
 head than the other, which in exaggerated cases may cause 
 a pound that will be decidedly detrimental to the safety of 
 the machine. 
 
 In case the wheels connected by side rods are not upon 
 parallel axles, there will be the same tendency for one wheel 
 to crowd the rail and wear a sharp flange. In addition to 
 this the box will be held out of line with the shoes and 
 wedges and be apt to stick, or, at any rate, wear more 
 rapidly than would otherwise be the case. Too great pains 
 cannot be taken when keying and fitting rod brasses to see 
 to it that the axles are parallel to each other and square with 
 the frames. Then, by leaving the brasses so loose that they 
 can be easily whirled and moved to and fro on the pin, the 
 best and most satisfactory results will be obtained. 
 
CHAPTER XV. 
 Accidents to Compound Locomotives. 
 
 Q. What must be done in case of an accident to a com- 
 pound locomotive? 
 
 A. If the compound locomotive is of the two-cylinder 
 type, and the accident occurs to any of the parts that are 
 common to it and the simple engine, the emergency may 
 be dealt with in the same way as with the simple engine. 
 The same holds true of the four-cylinder cross compound 
 type. In the case of the four-cylinder engine of the 
 Vauclain type, it may be necessary to vary the method some- 
 what in the case of the valves and pistons. For all parts 
 of the mechanism outside the cylinders and beyond the 
 crosshead and rocker the instructions given for the simple 
 engine will hold. 
 
 Q. What special parts of tivo -cylinder compound locomo- 
 tives are apt to get out of order or be broken? 
 
 A. The intercepting valve and the receiver in the smoke- 
 box. 
 
 Q. What accidents can occur with the intercepting valve 
 of what is known as the Richmond compound locomotive? 
 
 A. This valve is shown in section in Fig. 66, in the posi- 
 tion which it occupies when working under compound con- 
 ditions. It may stick in the open position as shown or in the 
 closed position with the valve / against its seat K. The 
 emergency valve E may also be stuck open or closed. Or 
 some one of the parts named may be broken. 
 
 286 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 
 
 187 
 
 Q. What will be the result if the intercepting valve sticks 
 open in the position shown in Fig. 66. 
 
 A. The fact will not be apparent so long as the engine is 
 in motion, since that is the position the valve should occupy 
 while working as a compound. When a stop is made, 
 
 FIG. 66. SECTION OF INTERCEPTING VAIA T E OF THE RICH- 
 MOND TWO-CYLINDER COMPOUND LOCOMOTIVE. 
 
 however, * the engine will be found to be in the same condi- 
 tion as a simple engine that has been disconnected upon one 
 side and is to be worked with a single cylinder. It will 
 then be found to be impossible to start the engine if the 
 high-pressure crank is at or near the center. If, however, 
 the engine is standing so that the high-pressure cylinder 
 
i #8 LOCOMOTIVE BREAKDOWNS. 
 
 can start it, the engine will move and the first exhaust from 
 that cylinder will put some pressure on the large pistons ; 
 probably enough to keep the light machine in motion but not 
 enough to start a heavy train. 
 
 Q. What will be the result if the intercepting valve sticks 
 closed against its seat K? 
 
 A. This is a more serious matter. When the valve is 
 so closed, the engine is supposedly working as a simple 
 engine, and this is the case only when starting and exerting 
 a maximum tractive power at a slow speed, as the valve 
 is only closed. at such times and it is almost impossible that 
 it should occur when the engine is running at speed upon 
 the road. 
 
 If the engine were to be running slowly and working as 
 a simple machine, the emergency valve E would be raised 
 from its seat and there would be nothing to indicate to the 
 engineer that anything was the matter with the intercepting 
 valve. When it became desirable to convert the engine to 
 compound action, or after starting in the ordinary manner 
 when it is automatically converted to such action, the trouble 
 would at once manifest itself. The pressure in the receiver 
 would rise until it equaled that of the boiler, and the pres- 
 sure upon the two sides of the high-pressure piston would 
 be equalized and it would cease to be doing any work. 
 
 The relief for this state of affairs is to open the emergency 
 valve E, permitting the exhaust from the high-pressure 
 cylinder to escape into the atmosphere, thus reducing the 
 back pressure upon its piston and making it possible to run 
 slowly in simple action. 
 
AcCIDKNTS TO COMPOUND LoCOMOTTYKS. iSg 
 
 Q. What unll be the result if the emergency valve E sticks 
 shut? 
 
 A. The only result will be that it will be impossible to 
 convert the engine to simple action. It will start in simple 
 action and then, as soon as the receiver pressure has risen 
 to the proper point, it will automatically change to compound 
 action. For such a condition as this nothing need be done 
 until the trip is ended. 
 
 Q. What will be the result if the emergency valve E 
 sticks in the open position ? 
 
 A. This will render it impossible for the engineer to 
 convert the engine to compound action and the engine will 
 continue to work as a simple expansion machine so long as 
 it remains open. Such a condition will involve running 
 slowly to the first stopping place, when the valve may be 
 closed. 
 
 Q. What is the objection to running fast when the valves 
 are in the position indicated in the previous question? 
 
 A. There is no objection and no danger in running rap- 
 idly under these circumstances, but the construction of the 
 engine is such and the exhaust passages from the high pres- 
 sure cylinder are so restricted that it is impossible for the 
 engine to attain or maintain a speed of more than from eight 
 to ten miles an hour under these conditions. 
 
 Q. .// the main valve I of the Richmond intercepting valve 
 should -be broken, what would be the result? 
 
 A. The result would be the same as though it were stuck 
 open as detailed in answer to the second question preceding, 
 as far as the delivery of the high-pressure exhaust to the low- 
 
IQO LOCOMOTIVE BREAKDOWNS. 
 
 pressure cylinder is concerned. That is to say, this exhaust 
 steam would be able to pass directly from the receiver to the 
 steam chest of the low-pressure cylinder. 
 
 In addition to this, it might be possible for live steam 
 to flow from the auxiliary steam pipe to the low-pressure 
 steam chest, provided the break was of such a nature as to 
 render the reducing sleeve inoperative. This might produce 
 an excess pressure in the low-pressure cylinder. If this 
 sleeve was still operative, the effect would be to shut off the 
 live steam from the auxiliary pipe and allow the engine to 
 work as a compound. 
 
 Q. When an intercepting valve on a Richmond compound 
 locomotive is out of order, Iww can it be repaired or read- 
 justed? 
 
 A. If it is desired to examine the piston and emergency 
 valve access can be obtained to the same by taking off the 
 cap held by the nuts A r . If the dash pot plunger B is to 
 be examined it may be done by removing the cap held by the 
 nuts M. In order to remove the whole valve, take off the 
 cap held by the nuts L and everything can be removed from 
 the casing. 
 
 Q. If the intercepting valve of a Richmond compound 
 locomotive is so broken that the now of steam from the auxil- 
 iary steam pipe to the low-pressure cylinder is such that an 
 excessive pressure is apt to be created in that cylinder, what 
 should be done? 
 
 A. No injury can ordinarily result from this condition, as 
 the low-pressure steam chest is provided with a safety valve 
 for the relief of any such excess of pressure. 
 
ACCIDENTS TO COMPOUND LOCOMOTIVKS. 191 
 
 Q. IV hat should be done in case the intercepting valve of 
 a Richmond compound locomotive should become broken in 
 such a way that the reducing valve portion is so fractured as 
 to allow live steam from the boiler to blow unchecked into the 
 receiver? 
 
 A. The cap held by the nuts L should be removed and all 
 of the parts Of the intercepting valve removed with the ex- 
 ception of the emergency valve E. A piece of wood should 
 then be put over the opening O leading from the auxiliary 
 steam pipe, thus cutting off the flow of steam to the inter- 
 cepting valve casing. This board should also be made to 
 cover the opening of the casing. 
 
 The result of this arrangement will be to convert the 
 engine into a purely compound engine, with free passages 
 from the high-pressure exhaust to the low-pressure steam 
 chest. When running, the engine will act as in ordinary 
 working, but, at starting, only the high-pressure cylinder will 
 be available. 
 
 Q. // the breakage should be such that the emergency 
 valve E is destroyed in addition to the fractures, as detailed 
 in the previous question, what should be done? 
 
 A. When taking out the other parts of the intercepting 
 valve the emergency valve E should be removed also. 
 
 Two courses are now possible. The openings at O and 
 that of the valve itself may be closed as described in the 
 answer to the previous question. Under these conditions the 
 exhaust from the high-pressure cylinder would pass directly 
 out to the atmosphere, and that cylinder would alone be avail- 
 
192 LOCOMOTIVE BREAKDOWNS. 
 
 able for work. It would also involve the desirability, if not 
 the necessity, of disconnecting the low-pressure side. 
 
 The other and better course will be to place a piece of 
 board over the seat of the emergency valve E, and hold it in 
 position by a bolt passing through it and out through the hole 
 in the cap usually filled by the stem of the emergency valve. 
 
 This will put the engine in exactly the same condition as 
 
 FIG. 67. SECTION OF BY-PASS VAI/VE OF RICHMOND COM 
 POUND lyOCOMOTlVE IN OPEN AND CLOSED POSITION. 
 
 that described in the answer on page 176, with the emer- 
 gency valve in good condition and held against its seat. 
 
 Q. What will be the effect upon the working of the Rich- 
 mond compound locomotive if the by-pass valves of the 
 low-pressnre cylinder are stuck open, and what should be 
 done? 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 193 
 
 A. As the function of these valves is, when open, to per- 
 mit the passage of air to and fro from one end of the cylin- 
 der to the other, when the engine is in motion with the steam 
 cut off, it follows that if they are stuck open as in Fig. 67, 
 steam entering one end of the cylinder will have access to 
 the other also, with the result that its effect upon the piston 
 will be nullified. It amounts to the practical cutting out of 
 the low-pressure cylinder to which they are applied. 
 
 The remedy is to remove the caps from the ends of the by- 
 pass valve casing and drive the valves back into their closed 
 position ; blocking them there if necessary. 
 
 Q. What will be the effect if the by-pass valves of a Rich- 
 mond compound locomotive are stuck shut and what should 
 be done? 
 
 A. As this is the proper position of these valves when 
 the engine is at work, nothing will be noticed while this con- 
 dition prevails. As soon as steam is shut off, however, air 
 will be drawn into the low-pressure cylinder through the 
 relief valve and pumped out at the exhaust, thus constantly 
 fanning the fire. 
 
 Since this is not a serious matter and can be partially 
 neutralized by opening the furnace door, it will not be worth 
 while to stop the train to* read just the valves, and this stick- 
 ing can be neglected until the end of the run is reached. 
 
 Q. What can be done to render the low-pressure cylin- 
 der available for useful work if the by-pass valve should be- 
 come broken, leaving the passage between the ends of the 
 cylinder open? 
 
 A. It is merely necessary to remove the broken parts and 
 
194 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 drive a wooden plug into the middle of the valve, as shown 
 in Fig. 68, where it may be held by a plug or nail driven in 
 at the vent hole in the middle of the casing at the bottom. 
 
 Q. IVliat will be the result and what should be done if the 
 receiver of a two-cylinder compound locomotive is broken 
 or ruptured? 
 
 A. If the fracture is not of sufficient size to cause a seri- 
 ous fall in the receiver pressure, the engine may be run in 
 that condition to the end of the trip, though the leaking of 
 
 FIG. 68. PLUGGED BY-PASS VALVE OP RICHMOND COMPOUND 
 LOCOMOTIVE. 
 
 steam into the smokebox may seriously interfere with the 
 steaming of the boiler. 
 
 If the break is of such a character as to so reduce the re- 
 ceiver pressure that the low-pressure cylinder does not re- 
 ceive a sufficient supply of steam to maintain the proper steam 
 chest pressure, the automatic intercepting valves of such de- 
 signs as the Richmond and Schenectady will close and live 
 steam from the boiler will be delivered at a reduced pressure 
 to the large cylinder. 
 
 Under these circumstances the emergency valve should be 
 opened so as to permit the exhaust steam from the high- 
 
OMPOUND LOCOMOTIVES. 195 
 
 pressure cylinder to pass directly into the atmosphere. The 
 engine can then be run in simple action to the terminal. 
 
 Q. What should be done if the auxiliary steam pipe lead- 
 ing to the low-pressure cylinder should become broken? 
 
 A. This accident will have no effect whatever upon the 
 action of the engine when in compound action, as no steam 
 passes through this pipe to the cylinder under these condi- 
 tions. 
 
 The treatment of the matter will depend upon the nature 
 of the break. If it merely causes a leak that does not seri- 
 ously interfere with the steaming of the engine or the main- 
 tenance of the pressure, it may be ignored until the end of 
 the run is reached. 
 
 If it does cause so great an escape of steam as to prevent 
 the maintenance of the proper pressure, a plate of metal 
 should be put in between its flange and that of the tee 
 head, to prevent this loss, exactly as described in regard to 
 the steam pipes of a simple engine in the answer to the ques- 
 tion on page 128. 
 
 Q. What leaks are likely to occur in the intercepting 
 valve of a Richmond compound locomotive? 
 
 A. This intercepting valve, which is shown in section in 
 Fig. 66, may develop a leak at a or along the out- 
 side of the sleeve C. A leak past the seat a of the re- 
 ducing sleeve, merely allows the steam to flow down the out- 
 side of that sleeve and escape into the atmosphere at the 
 front of the cylinder saddle. It does not affect the working 
 of the engine nor cause a blow, and is at once detected by the 
 appearance of the escaping steam at the point -indicated. 
 
196 LOCOMOTIVE BREAKDOWNS. 
 
 A leak along the outside of the sleeve C permits live steam 
 to flow from the chamber D into the receiver. Such a leak 
 has a tendency to raise the receiver pressure and thus in- 
 crease the work of the low-pressure while it lowers that of 
 the high-pressure cylinder. There is but little chance or prob- 
 ability that this leak will become a serious matter in the op- 
 eration of .the locomotive, and it can ordinarily be neglected. 
 
 If, however, it is desired to determine definitely whether 
 or no there is a leak at this point, the test may be made as 
 follows : 
 
 First make sure that there is no leak at the high-pressure 
 valve. Remove the cap of the emergency valve E and with the 
 latter block the intercepting valve into the open or com- 
 pound position which it occupies in Fig. 66. Place the high- 
 pressure valve in the central position and open the throttle 
 slightly. If there is a leak steam will appear in the receiver 
 and escape at the cylinder cocks of the low-pressure cyl- 
 inder. 
 
 Such a leak will be very insignificant at the worst, and its 
 detection and location will not repay the labor involved if it 
 is to be done upon the road. 
 
 Q. What accidents may occur with the intercepting valve 
 of what is known as the Schenectady compound locomotive? 
 
 A. The breakage of the various parts forming this valve, 
 or the sticking of those that should move from one position to 
 another, in addition to the breakage of the receiver and aux- 
 iliary steam pipe that are common to all two-cylinder com- 
 pound locomotives. 
 
I ACCIDENTS TO COMPOUND LOCOMOTIVES. 197 
 
 Q. What will be the result if t\he intercepting valve of a 
 Schenectady compound should become stuck in the closed 
 position, shozvn in Fig. 6p, and ivhat should be done? 
 
 A. When in this position the engine is in simple action 
 and the pressure in the receiver from the exhaust of the small 
 cylinder would accumulate until its back pressure neutralized 
 the steam pressure on the working side of the high-pressure 
 piston. 
 
 The remedy would be to open the emergency or starting 
 valve in the cab and thus admit steam back of the piston A, 
 moving it to the left as in Fig. 69, and thus opening the valve 
 B, through which the exhaust from the high-pressure cylin- 
 der will be permitted to escape from the receiver into the 
 atmosphere. 
 
 While in this condition the operation of the engine will 
 be confined to simple action, and in that way may be made to 
 haul its train to destination. 
 
 Q. Ho iv will the sticking of an intercepting valve of a 
 two-cylinder compound locomotive in the closed condition 
 manifest itself? 
 
 A. By the sluggish action of the engine, due to the fact 
 that all of the work is being done by the low-pressure cylin- 
 der. 
 
 Q. What will be the result if the intercepting valve of a 
 Schenectady compound locomotive s\hould become stuck in 
 the open position? 
 
 A. This is the position, shown in Fig. 70, in which the 
 engine is in compound action. The result will not be notice- 
 able when the engine is working regularly. But at starting 
 
198 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 199 
 
 no steam would be admitted from the auxiliary steam pipe to 
 the low-pressure cylinder, with the result that the engine 
 could not be put into simple action and the small cylinder 
 would alone be. available for the work. It would be the 
 same as though the low-pressure side were disconnected 
 until an exhaust from the small cylinder had developed some 
 pressure in the receiver, which is at once communicated to 
 the large piston. 
 
 Q. What will be the result and what should be done 
 if the shell M of the intercepting valve should be broken? 
 
 \. The results and the remedy will both depend upon 
 the extent and nature of the injury. 
 
 If the forward part of the shell only, or that in front 
 of the reducing valve c, is broken, the remaining portion 
 may be pushed ahead into the position that it would naturally 
 occupy when the engine is in simple action. 
 
 When so placed the automatic reducing valve c will shut 
 off the flow of live steam from the auxiliary steam pipe to the 
 low-pressure cylinder or at least regulate the pressure. The 
 locomotive can then be run as a compound without trouble. 
 At starting the reducing valve will act the same as usual, 
 but will blow steam into the receiver as well as the low- 
 pressure steam chest, thus lowering the power of the high- 
 pressure cylinder. 
 
 If the injury extends back so that the reducing valve is 
 put out of action, it will be possible for the live steam from 
 the auxiliary pipe to blow directly through to the receiver 
 and low-pressure steam chest. This would put full boiler 
 pressure upon the large piston, so increasing the power of 
 
200 
 
 LOCOMOTIVE BREAKDUW xs. 
 
 8.1 
 
 > ?. 
 
 Q O 
 ^ O 
 JH 
 
 ft..- 1 
 85 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 201 
 
 the same that the handling of the engine would be exceed- 
 ingly difficult on account of the slipping of the wheels, were 
 it not for the safety valves on the low-pressure cylinder 
 which would be blowing off steam to their full capacity. 
 
 This flow of steam should be stopped. It can be done by 
 taking off the cap of the intercepting valve case at 5 and, 
 after removing all of the broken parts, a wooden plug can 
 be driven in to cover the openings from the chamber E 
 of the auxiliary pipe to the intercepting valve chamber. 
 Then, by replacing the cap at S, the engine may be worked 
 as a compound. 
 
 Q. What will be the result and what should be done if 
 the stem d connecting the intercepting valve and the piston 
 of the dashpot P should become disconnected or broken? 
 
 A. This accident will manifest itself by a violent slam- 
 ming of the intercepting valve when the engine is changed 
 from simple to compound action or the reverse. 
 
 If running it is well to keep the throttle open so as to 
 hold the valve in one position as far as possible. At the 
 first stop the cap of the valve casing should be removed at 
 S, and an examination made of the fracture. If the key 
 only has come out or been broken it may be put back or 
 replaced with another. If the rod is broken the intercepting 
 valve itself may be put in either the simple or compound 
 positions as in Figs. 69 or 70. If in the former it may be 
 held closed by putting a block of wood between the back 
 end of the valve and the inside of the cap and bolting the 
 cap home. 
 
 Steam should then be admitted against the piston A so as 
 
202 LOCOMOTIVE BREAKDOWNS. 
 
 to hold the valve B open and thus give the high-pressure 
 exhaust a free passage to the atmosphere. 
 
 If the valve is to be put in the position of compound 
 action, as shown in Fig. 70, it may be tied there by means 
 of a piece of bell cord passed through the opening of the 
 dashpot stem d which should therefore be removed. 
 
 The first of these methods will probably be the most sat- 
 isfactory way of getting over the road with a heavy train 
 where grades must be climbed, the second where the train 
 is light and speed is of more importance than the develop- 
 ment of a high tractive power. 
 
 Q. Where is it possible for leaks to occur and what are 
 apt to be the results in the case of the intercepting valve 
 of the Schenectady tivo-cylinder compound locomotives? 
 
 A. This valve is shown in section in Figs. 69 and 70. 
 A leak may exist between the valve B and its seat, allowing 
 steam to escape from the receiver into the direct exhaust. 
 This lowers the receiver pressure, tending to decrease the 
 work of the low-pressure cylinder and increase that of the 
 high. The leak, however, is not apt to be serious, and will, 
 therefore, have an inappreciable effect upon the working of 
 the engine. 
 
 A second point of leakage will be around the main shell 
 of the intercepting valve. This will have no influence what- 
 ever except when the direct exhaust valve B is open and the 
 engine is working simple. In that case there may be some 
 back leakage from the low-pressure steam passage into the 
 exhaust. 
 
 It is quite possible, if this leak were large enough, for it 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 203 
 
 to produce a continuous blow, which would only be audible 
 when the engine were working as a simple machine. 
 
 A third possible point of leakage is at the packing rings 
 g. When the engine is working as a compound such a leak 
 would permit a flow of live steam to take place into the low- 
 pressure steam chest, but would not cause a blow. When 
 the engine is working as a simple machine such a blow may 
 permit steam to escape into the receiver and thence into 
 the atmosphere. It might be serious enough to produce a 
 continuous blow, but such a condition is highly improb- 
 able. 
 
 The fourth possible point of leakage is past the packing 
 rings of the working piston b. Such a leak allows steam to 
 escape to the atmosphere through the small pipe 0, thereby 
 making itself at once manifest. 
 
 None of these leaks are apt to be at all serious, so that 
 little or no attention need be paid to them until the engine 
 can be sent to the shop for repairs. 
 
 In fact, the wear of the intercepting valves of two-cyl- 
 inder compound locomotives is not apt to be of a character 
 that will materially affect the action or working of the 
 machine in a way that will be perceptible upon the road. 
 
 Q. What will be the result and what should be done if 
 the emergency valve B of a Schcnectady compound locomo- 
 tive becomes broken or stuck open? 
 
 A. This permits of a direct passage of the high-pressure 
 exhaust into the atmosphere, so that the engine must be 
 worked in simple action. If the remaining portion of the 
 intercepting valve is intact and operative, it will move into 
 
204 LOCOMOTIVE BREAKDOWNS. 
 
 the position shown in Fig. 69, and live steam will be ad- 
 mitted to the low-pressure cylinder through the reducing 
 valve. The engine can thus be run to destination as a single 
 expansion engine. 
 
 if it is desired to work it as a compound when the valve 
 B is broken it will be necessary to remove the cap of the 
 chamber in front of the piston A, and remove the latter. 
 A plug may then be driven in to close the passage R leading 
 to the exhaust pipe. 
 
 Whether it will be worth while to do this or not will de- 
 pend upon the distance to be traveled and the time avail- 
 able. 
 
 Q. If one side of a two-cylinder compound locomotive 
 'is disabled in any way so that it must be disconnected, can 
 the engine still be worked on one side? 
 
 A. Yes. 
 
 Q. If the loiv-pressure side of a two-cylinder compound 
 locomotive is disabled so that it must be disconnected, what 
 should be done? 
 
 A. The rods, valve, crosshead, and other parts relating 
 to the cylinder should be treated in exactly the same way 
 as in the case of a simple engine. (See pages 18 and 20.) 
 
 When this has been done the emergency valve should be 
 opened so as to permit the exhaust steam from the high- 
 pressure cylinder to escape into the atmosphere. The inter- 
 cepting valve will then move into the position of simple 
 action and the low-pressure steam chest will be filled at a 
 pressure corresponding to that at which the reducing valve 
 is set to act ; just as, under the same circumstances, the 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 205 
 
 steam chest of the disabled side of a simple engine is sub- 
 jected to boiler pressure in consequence of the steam de- 
 livered to it from the open pipe. 
 
 Q. If the high-pressure side of a two-cylinder compound 
 locomotive is disabled so that it must be disconnected, ivhat 
 should be done? 
 
 A. This accident may be treated in exactly the same 
 manner as though it had happened to one of the parts of 
 a simple engine, and the rods, valve, and crosshead should 
 be blocked in the same way. (Pages 18 and 20.) 
 
 If the throttle valve is opened after this blocking and 
 disconnecting has been done, the intercepting valve will 
 automatically move its starting position and the reducing 
 valve will open so as to admit steam to the low-pressure 
 steam chest. The engine will then start and run with the 
 low-pressure piston at work alone. It will not be neces- 
 sary to open the emergency valve, as -required in the answer 
 to the previous question, because there will be no steam in 
 the receiver and nothing coming from the high-pressure 
 cylinder that needs to be taken care of. 
 
 Q. What blows are apt to occur zvith the two-cylinder 
 compound locomotives of the Richmond or Schenectady 
 types? 
 
 A. Blows in these engines may be the result of leaky 
 valves, pistons, and intercepting valves. 
 
 Q. What will be the effect of leaky piston rings in two- 
 cylinder compound locomotives, and hoiv can they be de- 
 tected and located? 
 
 A. Leaky rings in the high-pressure piston permits the 
 
206 LOCOMOTIVE BREAKDOWNS. 
 
 live or working steam to pass through to the exhaust side 
 of the piston and thence to the receiver and low-pressure 
 steam chest. 
 
 The result is to increase the work done by the low-pressure 
 piston and decrease that of the high-pressure. The leak 
 may be detected in the same way as that described for sim- 
 ple engines, namely, by the noise it makes and by admitting 
 steam to one end of the cylinder and opening the cylinder 
 cock at the other. 
 
 A leak in the piston rings of the low-pressure cylinder 
 can be detected and located in the same way as in the case 
 of simple engines. (Page 17.) 
 
 Q. What will be the effect of leaky valves in two-cylin- 
 der compound locomotives, and how can they be detected 
 and located? 
 
 A. A leaky high-pressure valve permitting a blow 
 through to the exhaust passage will tend to lower the 
 amount of work done by the high-pressure cylinder and 
 increase that of the low-pressure. It can be located in the 
 same way as in the case of simple engines. (Page 15.) 
 
 A blow through the valve of the low-pressure cylinder 
 manifests itself in the same way and can be detected and 
 located by the same means as that set forth for a similar 
 work on a simple engine in the answer on page 15. 
 
 Q. In case of a breakage of the working parts upon one 
 side of a Vauclain four-cylinder compound locomotive, 
 what can be done? 
 
 A. This engine consists of two separate and distinct com- 
 pound locomotives, just as an ordinary locomotive consists 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 207 
 
 of two simple machines. Hence an accident to one side 
 permits the other to be worked without reference to the 
 first. It only remains to disconnect and block the disabled 
 side and proceed as with the simple engine. 
 
 Q. If an accident should disable one of the cylinders 
 of a Vauclain compound locomotive, would it be possible to 
 use its mate under steam? 
 
 A. It would be possible but not advisable. 
 
 By removing the piston and covering the opening for the 
 rod, steam could blow through the small cylinder and be 
 used in the large, or the exhaust from the small can be made 
 to blow through the large to the nozzle. But, owing to the 
 construction of the crosshead and the desirability of main- 
 taining an approximately even balance in the pressure ap- 
 plied to the top and bottom of the same, the piston rod of 
 the single cylinder, worked in the way suggested, would 
 be apt to be broken and the resultant damage to the working 
 cylinder wreck the engine. 
 
 Q. What will be the result and what should be done in 
 case the equalizing valve of a Vauclain compound locomo- 
 tive should be broken? 
 
 A. The result will depend somewhat upon the nature 
 of the break. If it is such that the steam is given a clear 
 passage through it, the engine will be put in the starting con- 
 dition and the high-pressure piston will be equalized while 
 the low-pressure will be working under full boiler pressure 
 less the losses due to wire-drawing. In this case the ex- 
 cess of work is being done by the large piston and there is 
 
2o8 LOCOMOTIVE BREAKDOWNS. 
 
 the same danger of piston rod breakage as that given in 
 the answer to the previous question. 
 
 If the valve is simply broken off in a way that allows 
 the steam to blow out, the remedy will be to plug the holes 
 of the pipes and so brace the plugs in place that they cannot 
 be blown out by the steam behind them. This remedy en- 
 ables the engine to run regularly in compound action, but 
 destroys its extra tractive power when starting. 
 
 Q. What arc the causes of th-e principal blows that may 
 occur on a Vauclain compound locomotive? 
 
 A. Leaky packing in the cylinders and valves and the 
 leakage of the starting valve. 
 
 Q. If the starting valve of the Vauclain compound loco- 
 motive leaks what will be the effect? 
 
 A. This leak will permit live steam to enter the low- 
 pressure cylinder, and manifest itself by causing an inequal- 
 ity in the exhaust ; that from the side upon which the leak 
 exists being the stronger. 
 
 Q. How' can a leak in the starting valve of a Vauclain 
 compound locomotive 'be detected? 
 
 A. As already stated in answer to the previous question, 
 a leak in one of the starting valves will cause an irregularity 
 in the exhaust. If, then, the starting valves be opened or 
 placed in compound running position live steam will be ad- 
 mitted to both low-pressure cylinders, and the inequality in 
 the exhaust will disappear. 
 
 Should there be a leakage to the same extent through 
 both valves, then there would be no inequality in the ex- 
 haust. This is, however, a very improbable state of affairs. 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 209 
 
 Q. Is there no other defect that may cause an inequality 
 in the exhaust of the Vauclain compound locomotive, and 
 if so how is it caused and how can it be detected? 
 
 A. If the test applied according to the answer to the 
 previous question does not make the exhaust even for the two 
 sides of the engine, the trouble may be found in the packing 
 of the valve. 
 
 With a leaky starting valve each alternate exhaust is 
 heavy, the intermediate ones being light. If one of the 
 packings of the valve for high-pressure steam leaks it will 
 permit steam to pass continuously into the low-pressure 
 cylinder, first into one end and then into the other, causing 
 one heavy exhaust to alternate with a light one. 
 
 This condition can be very readily detected in distinction 
 from the blow due to a leaky starting valve ; from the fact 
 that the opening and closing of the latter has no effect in 
 stopping the inequality or lameness. 
 
 Still another cause of lame or unequal exhaust is to be 
 found in leaky piston rings in the high-pressure cylinders. 
 When this is the case the live steam pressing against one 
 side of the high-pressure piston passes through to the ex- 
 haust side, and thence direct to the working side of the 
 low-pressure piston. In this way the exhaust pressure in 
 the large cylinder is raised with the result that there will be 
 a heavier exhaust upon that side of the engine than upon the 
 other. 
 
 Q. What may cause a continuous blow in a Vauclain 
 compound locomotive? 
 
 A. If the packing rings between the admission port of 
 
210 LOCOMOTIVE BREAKDOWNS. 
 
 the valve, where the steam enters the interior from the 
 high-pressure cylinder, and the exhaust cavity leaks, there 
 will be a continuous blow out at the exhaust pipe. This 
 is due to the fact that these packing rings are always sub- 
 jected to either the live steam or exhaust pressures of high- 
 pressure cylinders, and are the only means of preventing a 
 flow of that steam direct into the final exhaust passage of 
 the low-pressure cylinder. If both of these packings leak 
 the blow will be continuous without much, if any, variation 
 in the sound. If only one is defective, the blow will still be 
 continuous but will have periods of rising and falling, de- 
 pendent upon the position of the valve in its throw. This 
 rise and fall will, however, be exceedingly difficult to detect 
 in the practical operation of the locomotive on account of the 
 other noises that invariably exist. 
 
 Q. How can the blow of the steam through the valves 
 and piston packing be located on a Vauclain compound loco- 
 motive? 
 
 A. The engine should be first placed upon the quarter 
 with the starting valve closed and the wheels blocked. The 
 throttle may then be opened slightly, admitting steam to the 
 high-pressure cylinder; at the same time the reverse lever 
 should be moved forward and back two or three times, 
 thus admitting steam to both faces of the high-pressure pis- 
 ton. Then, with the reverse lever in the back notch, open the 
 forward cylinder cock of the low-pressure cylinder if the 
 crank stands upon the lower quarter and the back cylinder 
 cock if it stands upon the upper quarter. There will be a 
 squirt of steam, but if this issues in any quantity it shows that 
 
ACCIDENTS TO COMPOUND LOCOMOTIVES. 
 
 211 
 
 there is a leak either at the packing rings of the low- 
 pressure piston or at the rings of the valve, I or 4 of 
 Fig. 71. 
 
 Whether the leak is in the one or the other of these two 
 places can be determined by moving the reverse lever until 
 the valve is in the central position and covering both ports. 
 If, under these conditions, steam still continues to blow 
 from the cock, it shows that the leak is in the valve packing. 
 If the blow ceases the leak is at the low-pressure piston 
 rings. 
 
 A blow through the packing rings of the high-pressure 
 
 FIG. 71. LONGITUDINAL SECTION OF VALVE OF VAUCLAIN 
 COMPOUND LOCOMOTIVE. 
 
 piston can be located by placing the engine on the quarter 
 as before and opening the back cylinder cock of the low- 
 pressure cylinder if the crank is on the lower quarter and 
 the front one if it is on the upper quarter. There is, then, 
 a clear passage from the exhaust side of the high-pressure 
 piston to the cylinder cock that has been opened. If there is 
 a blow, it indicates that there is a leak at the high-pressure 
 piston. 
 
 Before making this latter test, however, it must be first 
 
212 LOCOMOTIVE BREAKDOWNS. 
 
 ascertained that the packing rings, i and 4, of the valve 
 (Fig. 71), as well as the starting valve, are tight, for should 
 there be a leak at either of these two points there will be a 
 blow at the cylinder cock. 
 
 A leak in the low-pressure rings 2 and 3 of the valve, 
 Fig. 71, is shown by a continuous blow at the exhaust. It 
 will be seen from the illustration, Fig. 71, that if there is 
 a leak at 2 or 3 steam passing from the high to the low- 
 pressure cylinder can leak out into the final exhaust passage. 
 As there will be no such flow of steam when the engine is 
 standing blocked in the position indicated, the starting valve 
 should be opened. This admits steam to the working side 
 of the low-pressure piston, and, backing into the high- 
 pressure cylinder, can leak past the rings at 2 and 3 
 (Fig. 71) if they are in such a condition as to permit it to 
 do so. 
 
 Q. How should breakages to valves, pistons, cross/leads, 
 and other working parts of four-cylinder cross compound 
 locomotives be treated? 
 
 A. As these locomotives consist of practically four dis- 
 tinct engines, each one can be treated as a separate unit. If 
 an accident happens to the working parts of any one Of 
 these units, it may be taken down and disconnected as 
 in the case of a two-cylinder simple engine, if each cylinder, 
 both high and low-pressure, is provided with its own valve 
 motion. Where one valve is made to serve two cylinders it 
 may be necessary to disconnect the pair, if an accident hap- 
 pens to one of them. 
 
 Q. Hozv should a Baldwin four-cylinder cross com- 
 
ACCJDKXTS TO COMPOUND LOCOMOTIVES. 213 
 
 pound locomotive be treated in case of an accident to the 
 valve of one pair of cylinders? 
 
 A. In this engine the high-pressure cylinders are be- 
 tween the frame and the low-pressure upon the outside. 
 The valve is of the piston type and is placed above and be- 
 tween them. As this valve is so designed that it serves 
 two cylinders, it is evident that any accident to it will dis- 
 able both. It will, therefore, be necessary to treat both cylin- 
 ders and all of their connections and working parts in ex- 
 actly the same way as that detailed for the single cylinder 
 of a simple engine when a valve is subjected to a similar 
 mishap. 
 
 O. // -in a Baldwin four-cylinder cross compound loco- 
 motive an accident happens to a piston, crosshcad, or con- 
 necting rod, will it be possible to disconnect and block for 
 the cylinder to which the broken part belongs, and, at the 
 same time, leave the valve and its motion intact, so as to 
 retain the working power of the other cylinders? 
 
 A. Such a course would be inadvisable. No matter 
 how tightly the blocking may be put in position, the rapidly 
 recurring thrusts of the piston, under the influence of the 
 steam admitted to it by the motion of the valve, would be apt 
 to loosen it, and if it did give way the cylinder would be 
 wrecked. The safe course is to disconnect and block the 
 parts of both cylinders and run no risks. 
 
 Q. What should be done in case of an accident to the 
 valve of a four-cylinder tandem compound locomotive? 
 
 A. As time is always an important element in applying 
 the remedy to any accident upon the road an accident to the 
 
214 LOCOMOTIVE BREAKDOWNS. 
 
 valve of a pair of tandem cylinders should be treated as an 
 accident to the valve upon one side of a simple engine, 
 whether there is a single valve to serve the two or a separate 
 valve for each. 
 
 Q. W hat should be done in the case of the breakage of 
 a piston of a tandem compound locomotive? 
 
 A. In these engines the high-pressure cylinder is usually 
 at the front, so that any accident to the low-pressure piston 
 will ordinarily involve the loss of so much time in the re- 
 moval of the same that the best and most expeditious 
 method of making repairs will be to clamp the valve in the 
 central position and block the crosshead exactly as in the 
 case of a simple engine. If it is the high-pressure piston that 
 has suffered the accident, it may be possible to remove the 
 broken parts and proceed. This, however, will involve the 
 admission of steam at boiler pressure to the low-pressure 
 cylinder for all points of the cut-off. For the steam ad- 
 mitted through the high-pressure valve will immediately 
 fill that cylinder and be ready to flow into the low-pressure 
 cylinder as soon as the valve is opened. Such a course 
 should not be attempted unless the broken piston can be so 
 removed from the cylinder that no part remains to bear 
 against the inside of the same, and it has been positively as- 
 certained that the piston-rod is not bent. Otherwise the 
 safe and proper course to pursue will be to clamp the valve 
 in its central position as detailed on page 18 for a simple 
 engine, and block the crosshead as described on page 20, 
 disconnect the main rod and proceed with the engine work- 
 ing steam on one side only. 
 
CHAPTER XVI. 
 Tools and Appliances for Making Engine Repairs. 
 
 Q. In case it becomes necessary to take down one end 
 of a side or main rod, how can it be conveniently held or 
 handled? 
 
 A. Fig. 72 shows a device that has been designed for 
 this work. It consists of a Z-shaped bar A, one leg of which 
 rests on the frame C, while the other has a thread cut in it 
 to take the screw B. At the upper end of the screw there 
 is a loose cap to carry the rod D. The application will be 
 readily understood from the engraving. 
 
 Another and simpler tool is shown in Fig. 73. This is 
 formed of a piece of J^-inch round steel. It is bent into 
 the form of a crank and sharpened to a chisel edge at one 
 end and a sharp point at the other. The shape is such that, 
 if the short arm rest upon the spokes of a wheel, the end 
 of the rod can be readily raised and lowered. Again, by 
 letting the long arm rest upon the main rod the short sec- 
 tion is in a convenient position to carry the side rods of a 
 mogul or consolidation engine. The weight being carried 
 below the point of support, it can be readily adjusted without 
 danger of slipping. 
 
 Q. When it becomes necessary to repack the oil cellars 
 of driving boxes, how can they be removed? 
 
 A. As these cellars are fitted snugly in position, it is 
 frequently necessary to use considerable force to pull them 
 out. A very convenient device for this purpose is shown la 
 
 215 
 
2l6 
 
 LOCOMOTIVE BREAKDOW NS. 
 
 Fig. 74. It consists of a pair of tongs arranged so that, 
 when there is a downward pull upon the chain, the upper 
 
 FIG. 72. BRACKET FOR 
 SUPPORTING SIDE OR 
 MAIN RODS. 
 
 FIG. 74. TONGS FOR 
 REMOVING On, Box 
 CELLARS. 
 
 r 
 
 3O 
 
 FIG. 73. LEVER FOR HOLDING SIDE AND MAIN RODS. 
 
 ends of the levers are thrust out into the bolt holes of the 
 cellar, thus serving to remove it. The parts may be made 
 
TOOLS FOR MAKING ENGINE REPAIRS. 217 
 
 
 
 of ^-inch by ]/ 2 -inch flat iron with a chain of suitable length 
 to allow a bar to be thrust over it and in between the spokes 
 of the wheel. 
 
 Q. How can a headlight be lighted in a high wind? 
 
 A. It is sometimes impossible to do this work in the 
 ordinary way when the wind is blowing hard. The method 
 of common practice under such conditions is to ignite the 
 wick with the chimney in position and from the top of the 
 same. One means is to wrap a piece of manifold or tissue 
 paper about the finger and fit it down against the wick. In 
 a few minutes it will become saturated with oil and a lighted 
 matched dropped in at the top of the chimney will ignite 
 
 FIG. 75. DEVICE FOR LIGHTING HEADLIGHTS. 
 
 it, and through it the wick. The objection to this method 
 is that it involves a danger of cracking or smoking the 
 chimney. 
 
 Another ready method is to hold the match in a split 
 stick and lower it against the wick from the top of the 
 chimney. This, too, has its objections in that there is some 
 difficulty in holding the match for lighting in this way. 
 
 A very handy instrument is shown in Fig. 75. It consists 
 of a tube contracted at one end, having a slotted opening 
 b on one side, and in which there is a plunger /, that is 
 fitted with a thumb press button and a retracting spring. 
 The match is inserted at the slot and the whole run down 
 
218 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 into the chimney from the top. By pressing on the plunger 
 the match is forced out through the contracted end of the 
 tube and ignited as it emerges. The tube holds the match 
 firmly and so makes it possible to easily ignite the wick. 
 
 Q. In making engine repairs, hoiv can bolts that have 
 been put in with a driving nt be started? 
 
 A. A common method is to strike them with a sledge 
 through a drift. Sometimes this is impracticable on ac- 
 count of the inaccessibility of the parts to be moved. Under 
 
 FIG. 76. HYDRAULIC BOLT STARTER. 
 
 these circumstances a small hydraulic press like that shown 
 in Fig. 76 is a convenient tool to use. It consists of a cylin- 
 der B, into which a plunger A provided with a leather pack- 
 ing is fitted. In the branch C the screw D is made to work 
 in the thread cut on the inside of C. The space in the branch 
 and beneath the plunger A is filled with tallow. It is evident 
 that when the screw D is run in, a heavy pressure can be 
 exerted upon the plunger. This may amount to as much as 
 60 tons on one of 2 l /4 inches in diameter. This works on the 
 
TOOLS FOR MAKING ENGINE REPAIRS. 219 
 
 same principle as the piston rod starter, shown in Fig. 26, and 
 must be rigidly braced at G in order to hold it up to its work. 
 Another device, shown in Fig. 77, uses gunpowder as a 
 motive power. It can be made of a piece of car axle from 
 10 inches to 14 inches long, bored out to a diameter of 
 about 2 inches until within 2 inches of one end. A touch 
 hole at the breech and a venthole near the nozzle complete 
 the gun. The projectile is a plug slipping easily into the 
 hole, flat at one end and rounded at the other, where it 
 strikes the blow. With a light charge of powder this plug 
 
 FIG. 77. CANNON BOLT STARTER. 
 
 is blown against the refractory bolt with a force sufficient 
 to start it. 
 
 Still another handy tool for doing this same work is the 
 air ram shown in Fig. 78. It consists of a piece of 3-inch 
 gas-pipe plugged at each end and turned off to slide easily 
 in a light cast-iron base. Air is admitted through a half- 
 inch pipe and is controlled by a plug cock. The ram is 
 pushed down to the bottom of the base, as shown in the 
 engraving. The cock is suddenly thrown wide open arid 
 the air pressure admitted beneath. This forces out the 
 
220 
 
 LOCOMOTIVE T>RF.A K DOWNS. 
 
 plug against the bolt and strikes a strong, sharp blow. 
 This apparatus is easily made and is somewhat safer to use 
 than the cannon, as no explosive is involved and repeated 
 blows can be struck without removing it from its position. 
 
 Q. In using ropes, cords, and chains for effecting tem- 
 porary repairs upon disabled locomotives, hou> can these be 
 fastened? 
 
 A. There are a great variety of knots and hitches that 
 
 FIG. 78. AIR RAM FOR REMOVING BOLTS. 
 
 can be used for this purpose, a few of which are shown in 
 Fig. 79. The underlying principle of all secure knots is 
 that a part of the tension strands shall bear upon and hold 
 the slack. The most common form of knot is the square or 
 flat knot shown at A. In this knot it will be noticed that the 
 ends a and b lead out on the same side of the loops as the 
 
KNOT 
 
 TWO HAL F H/TCHS TIMBER 
 
 GRANNY /fNOT 
 
 SINGLE. OVERHAND KNOT FOR. NOOSE 
 
 BOWL/HE 
 b 
 
 BLACKBALL MTCH 
 
 H/TCH 
 
 TWO SMGLE OVER HANDS STOPPER 
 
 HOOK ON CHAIN UHK 
 
 <tf 
 
 C U 
 
 FIG. 7Q. COMMON KNOTS AND HITCHES. 
 
222 LOCOMOTIVE BREAKDOWNS. 
 
 standing parts c and d. A knot of this character will not 
 slip and is readily untied. It so happens, however, that 
 when unskilled hands attempt to tie this knot they frequently 
 make what is known as a "granny" knot, shown at B. This 
 is an unsafe knot and is apt to let go and run when a stress 
 is put upon the standing parts. These two knots should 
 be carefully compared and the difference between them 
 noted. This will be seen to lie in the way in which the ends 
 a and b lead off from the loops. In the square knots they 
 are shown as leading off from the same side of the strand 
 forming the loop as the standing parts c and d, whereas in 
 the granny knot (B) they lead off from opposite sides. 
 
 For the formation of a running noose the single over- 
 hand C is a fairly good knot, though it is sometimes apt 
 to slip. A better one is the hitch D, which should not be 
 confused with two half hitches E, from which it differs 
 in the same way that the square knot differs from the 
 granny. The timber hitch F will also serve for a noose, but 
 should only be depended upon where there is a good sur- 
 face to bind the slack against the taut part. 
 
 To tie a loop that will not slip there is nothing to com- 
 pare with the bowline shown at G. This will not slip no 
 matter how loosely it may be tied, nor will it jam under 
 any stress. It is, therefore, always easily untied. It will 
 be seen that the pull on the standing part b binds the free end 
 a in the loop c. 
 
 For fastening a standing or hoisting line to a hook the 
 Blackwall hitch H is easily and quickly attached and is 
 secure if properly done. Carelessness in making the turn 
 
TOOLS FOR MAKING ENGINE REPAIRS. 223 
 
 will meet quick retribution by the letting go of the line. In 
 addition to the square knot, A, which may be used for fas- 
 tening the ends of separate ropes together, two single over- 
 hand knots as shown at 7 may be used. These bind each 
 other tightly and are at the same time readily drawn apart 
 and untied when it is desired to do so. 
 
 It is sometimes necessary to make fast to a piece of 
 standing rigging which is already hauled taut and which can- 
 not in any way be used to form a portion of the knot. For. 
 this purpose a "stopper" knot is used, as shown in /. The 
 standing part a b serves as a taut line about which the stop- 
 per is tied. The end c may then be made fast, and the 
 standing part slackened away at b } when the stress will be 
 carried down to c, and the standing part then becomes a c 
 instead of a b as before. 
 
 There are, in addition to these, innumerable other knots 
 and splices, but the few here shown will answer for all or- 
 dinary requirements. 
 
 Splicing can only be learned by practice, and an instructor 
 is almost indispensable. 
 
 Chains can be tied in the same manner as ropes, in addi- 
 tion to which a secure fastening can be made by placing a 
 hook over a link as shown at K. 
 
 It would be well for the engineman to make himself 
 thoroughly familiar with these few simple forms of knots, 
 learning the peculiarities of each, and studying the best 
 means of applying them, so that when an emergency does 
 arise and it becomes necessary to effect a fastening that 
 will be secure in the shortest possible space of time, he may 
 
224 LOCOMOTIVE BREAKDOWNS. 
 
 not find himself in the position of a novice who is un- 
 able to tie a knot upon which absolute dependence can be 
 placed. 
 
 Q. How can broken frames be ivelded without removing 
 them from their position on the engine ? 
 
 A. For breaks in engine frames, whether the latter are 
 of wrought-iron or steel castings, the major portion can be 
 welded without removing them from their positions on the 
 .engine. This applies to breaks of the frame in the open. 
 That is to say, where it is not in direct or close contact with 
 other parts, as at the cylinders or near the firebox. It will 
 be readily understood that when the break occurs at such 
 points the frame must be removed. 
 
 The method of doing the work is the same in principle in 
 the several shops where it is undertaken, though it differs 
 in detail. Oil is used as the heating fuel, and a small 
 portable furnace is used to enclose the part to be repaired. 
 
 An exceedingly efficient method that has been used on a 
 large number of frames is to jack the fractured piece apart 
 and slip a piece of iron about 24 mcn thick into the open- 
 ing so formed. This piece of metal should be laid in with 
 the grain of the metal running in the same direction as that 
 of the frame. It should also be allowed to project about 
 y 2 inch beyond the frame on all four sides. A heavy bolt 
 should then be fastened to the cylinder of the engine and run 
 to a point beyond the break where the weld is to be made, 
 and there made fast. , 
 
 The enclosing furnace is formed of a sheet metal casing 
 made in halves and lined with firebrick. This is set down 
 
TOOLS FOR MAKING ENGINE REPAIRS. 225 
 
 over the frame and bolted together. This furnace is of 
 such a size that, when shut, it leaves a space of about 5 
 inches between the metal and the firebrick. It is also pro- 
 vided with two peep holes through which the progress of the 
 heating can be watched. 
 
 As already stated the heating is done with oil and any one 
 of the good burners upon the market can be used. 
 
 When the frame and the filling piece at the place to be 
 welded have been raised to a white heat the oil and air blast 
 are shut off and the casing forming the furnace is knocked 
 apart. The nut on the long bolt, previously referred to, is 
 
 FIG. 80. DIAGRAM OF FRAME 
 
 then tightened, thus drawing the parts of the weld to- 
 gether, and this is continued until the frame trams 5-16 inch 
 more than the proper normal distance between two points, 
 that should be established before the heating is begun. The 
 projecting portion of the filling piece is then hammered 
 down and the faces of the frame trimmed smooth and flush. 
 When cool the bar will have shrunk back to its original 
 length. 
 
 Another method of making the weld is to scarf down the 
 two parts, as shown at a and b of Fig. 80, and to lay on the 
 two V pieces c and d, which should be of sufficient size to 
 allow for hammering down. 
 
226 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 One of the principal things to be looked to is to see 
 that the furnace can be dropped down out of the way when 
 the heating has been done, and that there is room in which 
 to strike a blow to do the welding. A very convenient tool 
 for doing this work is a pneumatic hammer weighing about 
 35 pounds. It can be used for breaks in the pedestal and 
 other parts where a ram cannot be worked. The latter, 
 however, should be available for such heavy parts as the 
 
 FIG. 81. METHOD OF STRENGTHENING A CRACKED BRIDGE. 
 
 top and front rails. A ram suitable for this work should 
 weigh about 1,000 pounds. 
 
 Q. How can a cracked bridge be strengthened or re- 
 paired? 
 
 A. A very satisfactory way that has been used is shown 
 in Fig. 81. It consists in drilling in through the side walls 
 and tapping through them as for a staybolt. Such a bolt 
 is then run through and a nut screwed over it on each side 
 of the cracked partition. These nuts serve to stay the 
 cracked parts, and at the same time act as check nuts to 
 prevent the bolt from turning. 
 
TOOLS FOR MAKING ENGINE REPAIRS. 
 
 227 
 
 Q. How can cracked driving wheel hubs be repaired? 
 
 A. There are several ways of strengthening such broken 
 parts. One is to shrink a band about the crank hub, which 
 merely tends to hold the crank and center together, but is 
 not particularly effective in preventing a further develop- 
 ment of the crack. This method is shown in Fig. 82. 
 
 Another method is to insert a dove-tailed driving piece 
 in the face of the hub just above the crack, as Fig. 83, In 
 
 FIG. 82. BANDED 
 CRANK. 
 
 FIG. 83. STRENGTHENED 
 CRANK, WITH DOVE- 
 TAILED INSERT. 
 
 this the piece a is let into the face of the crank just above 
 the crack. The ends may be made 2 inches in diameter and 
 the body connecting them about i^ inch. The body should 
 be a trifle longer than the measured distance across the same 
 on the crank when cold and the piece driven in hot. Its 
 contraction will then draw the two sides together, close 
 the crack and prevent its further development. The pocket 
 
228 LOCOMOTIVE BREAKDOWNS. 
 
 for the reception of the piece should be slightly undercut 
 and the piece itself dove-tailed so that there will be no 
 tendency to fall out. This method can also be profitably 
 used in other places about the engine where cracks have 
 started in the cast-iron parts and it is desired to hold them 
 together. 
 
 Q. How can driving wheel tires be tightened without 
 removing them from the center? 
 
 A. A driving wheel tire frequently becomes loose at a 
 distance from the shops where it is of the first importance 
 that it should be tightened without delay. This can be done 
 without removing the wheels or even taking down the main 
 or side rods. The wheel should first be jacked up clear of 
 the rails to a height of three or four inches, if possible, and 
 the wheel guards, if there are any, removed. Pieces of tin 
 or thin sheet iron should then be cut the width of the tire, 
 and from 18 inches to 2 feet in length. These are to be 
 slipped in between the tire and the center. In order that this 
 may be done it will be necessary to expand the tire. To do 
 the latter some heavy pieces of iron or steel should be used. 
 The most convenient thing will be a section of an old driv- 
 ing wheel tire. A heavy slab or a piece of old rail bent to 
 the curvature of the tire may be used. It is well to have 
 four such pieces. They should be heated to a bright red 
 heat and laid on top of the tire and beneath it until the latter 
 has been expanded sufficiently to permit the strips of thin 
 metal to be slipped in between the tire and the center. Of 
 course this work will be greatly simplified where a gasoline 
 tire-heater is available. 
 
CHAPTER XVII. 
 Locating and Remedying Air Brake Troubles. 
 
 THE LOCOMOTIVE. 
 
 Q. What are the mast serious troubles with the air brake 
 apparatus oj the locomotive that may arise while on the road? 
 
 A. The failure of the pump, the driver brakes, and the ten- 
 der brakes. 
 
 Q. Where are troubles likely to occur in the air pump mech- 
 anism? 
 
 A. The valves of the air cylinder, or the cages in which they 
 are contained, may break, or the valves may stick open or leak 
 badly. If a valve at one end of the air cylinder becomes de- 
 fective the pump will still compress air -at the other end of the 
 cylinder, but its capacity is greatly reduced; it will pound and 
 overheat. 
 
 Q. How may the air valves be tested? 
 
 A. First test the discharge valves: pump up the maximum 
 air pressure, after which shut off steam and stop the pump; 
 then open the oil cup cock (98), Fig. 85, and remove the plug 
 (112) from bottom head. If pressure escapes from oil cup 
 the upper discharge valve leaks, and if the air blows from the 
 hole in bottom head the lower discharge valve is leaking. Hav- 
 ing found the discharge valves all right, or having made them 
 so, test the receiving valves; start the pump, and if the lower 
 receiving valve is stuck or broken the down stroke of the pis- 
 ton will.be the quickest, usually ending with a pound. If the 
 
 trouble is with the upper receiving valve, the up stroke will be 
 
 229 
 
230 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 108 
 
 FlG. 85. NlNE-AND-ONE-HALF-INCH AlR PUMP, 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 231 
 
 FIG. 85 a. NINE-AND-ONE- 
 HALF-JNCH AIR PUMPS, 
 
 the quicker. In case either 
 receiving valve is stuck, bro- 
 ken, or leaks badly the suc- 
 tion at the strainer during the 
 quick stroke will be weaker 
 than it is at the opposite 
 stroke. The nuts (68) on 
 lower, or air end, of the pis- 
 ton rod may work off and 
 cause a bad pound, and may- 
 be prevent reversion and stop 
 the pump, or permit the air 
 piston (66) to pull loose off 
 the rod. 
 
 Q. What are the possible 
 defects in the steam cylinder 
 of the pump? 
 
 A. Reversing plate (69) 
 may become loose or separ- 
 ated from the piston; or the 
 reversing rod (71) may break 
 or become badly bent. 
 
 Q. If the pump stops how 
 may it be determined if the 
 trouble is in the reversing gear 
 reversing rod broken or re- 
 versing plate loose? 
 
 A. Shut off steam and see 
 that piston has settled to 
 bottom of the cylinder; then 
 turn on steam suddenly and 
 
2ja LOCOMOTIVE BREAKDOWNS. 
 
 if the piston makes an upward, full stroke, reverses and descends, 
 but stops again at bottom of cylinder having made a com- 
 plete double stroke and died it is probable that the question 
 has stated the trouble. 
 
 Q. In order to investigate, or to tighten the reversing plate 
 bolts, what should be done before removing the lop head of steam 
 cylinder? 
 
 A. Always remove the reversing rod (71) before taking off 
 the steam cylinder head under any and all circumstances, 
 
 Q. What is the most common cause /or an air pump working 
 irregularly, and frequently stopping temporarily? 
 
 A. A bent reversing rod. 
 
 Q. What causes the rod to bend? 
 
 A. Removing the steam cylinder head with the reversing 
 rod and the reversing valve attached to and within it is the gen- 
 eral cause for the bending of the rod. 
 
 Q. What are the troubles incidental to the steam valves of 
 the 9%-inch pump? 
 
 A. They are few, indeed; and as all of the later designed 
 pumps of Westinghouse manufacture the n-inch, the tandem 
 compound and the four-cylinder cross-compound retain iden- 
 tically the same valve motion as that of the gj-inch pump, 
 answering for the -latter pump answers for all of the pumps 
 named as regards the steam valve motion. 
 
 The packing rings in the large valve piston (77) and small 
 piston (79) sometimes break; if but one ring breaks it will sel- 
 dom stop the pump, but may cause a slower reversion in one 
 direction; the breakage of both packing rings of either piston 
 will usually disable the pump, but the broken rings can be re- 
 placed by a packing of candle wick, that will keep the pump 
 working to the end of the trip. It is not impossible for the 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 233 
 
 stem to which the valve pistons are attached to break; and a 
 pump is sometimes temporarily disabled by the nuts working 
 loose from the ends of the valve-stem. 
 
 Q. What is the most common cause for failure of the driver 
 brakes and tender brakes? 
 
 A. In actual practice, leakage from the brake cylinders, 
 on account of defective piston packing leathers. This is en- 
 tirely too common, and is most serious. The brakes of a modern 
 engine and tender equal in holding power the combined brak- 
 ing force of several freight cars, and must be depended upon 
 alone at times to hold the slack bunched in a heavy freight train. 
 
 Q. How may such failures be prevented? 
 
 A. By regularly testing the locomotive brakes and noting 
 the length of time that the cylinders will hold pressure ; the use 
 of an air gauge in connection with the cylinder pressure at test 
 is advisable, and at the expiration of two minutes after appli- 
 cation of the brake the cylinder pressure should be fairly effec- 
 tive. All joints of the supply pipes to brake cylinders should 
 be tight, and the joint of the pressure head of the cylinders, as 
 well; then, if leakage exists, the piston packing should be reported; 
 the leathers should be softened new one substituted if neces- 
 sary the pistons and internal walls of the cylinders cleaned, 
 and a thin film of vaseline or vaseline-graphite air-brake lu- 
 bricant rubbed on the cylinder walls; it should be filled in gen- 
 erously under the cupped-in edges of the packing leathers 
 after the expanding ring has been well expanded and inserted 
 in place behind the rim of the follower plate. To replace the 
 piston without buckling or otherwise damaging the packing 
 leather demands a skilful and experienced workman. 
 
 When no leakage exists, a brake may be very weak in its hold- 
 ing power on account of too long piston travel. The piston 
 
234 
 
 LOCOMOTIVE BREAKDOWNS. 
 
 FIG. 86. PUMP 
 GOVERNOR. 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 235 
 
 travel should be noticed each trip, and kept as near 6J to 7 
 inches on the tender brake as possible. As to the driver brake, 
 the piston travel should be adjusted to as short as possible with- 
 out generally skidding the wheels at full-on applications of the 
 brake. Engines differ widely in driver brake effect and there 
 can be no absolute rule for the regulation of their piston travel. 
 
 Q. If the air pump stops on the road how may it be ascer- 
 tained whether the trouble is due to failure of the pump, or a de- 
 fective pump governor? 
 
 A. If the pump stops while the steam throttle is open, wide, 
 and the main reservoir gauge-pointer indicates less pressure 
 than the figure at which the governor is set and has been regu- 
 larly carried, simply notice if air pressure is blowing out of the 
 little air vent hole in the governor port c, Fig. 86 and if it 
 is, the trouble certainly lies in the governor itself; the gov- 
 ernor spring (41) may be broken, or, as is more likely, a scale 
 or chip may have lodged between the pin valve (42) and its 
 seat ; the spring case can be unscrewed and the trouble remedied. 
 Otherwise, the pump is at fault. 
 
 Q. Suppose that main reservoir pressure unexpectedly runs 
 up very much above its normal figure maybe to boiler pressure 
 where would the cause lie? 
 
 A. It might be that the perforated diaphragm used as a 
 strainer in union (44) has become clogged by gum and dirt; 
 blow it out. There is another common cause for failure of 
 the governor to act: a small, copper drip pipe, not shown in 
 the plate, is attached by union to an opening in the governor 
 body and extends down toward the ground; sometimes this 
 pipe gets stopped up, and in extremely cold weather not infre- 
 quently freezes up at its lower extremity; a stoppage of this 
 pipe will cut out the governor, and the remedy is to clean the 
 
236 LOCOMOTIVE BREAKDOWNS. 
 
 pipe in either case, or disconnect a frozen one from its attach- 
 ment to the governor. 
 
 Q. When the brake pipe (train line) pressure creeps up higher 
 than 70 pounds at which figure the feed-valve is adjusted 
 is the feed-valve at fault? 
 
 A. Yes. If the trouble appears gradually it may have its 
 source in leakage through the rotary valve or gaskets of the 
 engineer's brake valve, Fig. 87; but if no trouble of the kind 
 is experienced until suddenly, on the road, it is in the feed- 
 valve: in the nature of a "breakdown," the only troubles to 
 which this chapter has allusion. 
 
 Q. What should be done in such case? 
 
 A. In making the service stops, if a brake pipe reduction 
 of not more than 18 or 20 pounds is made the abnormally high 
 pressure in the train line will not cause any higher brake cylinder 
 pressure than would result from the normal 70 pounds; so, if 
 as light reductions as possible be made, no particular harm will 
 result. At the first stop where time will permit, however, close 
 the cut-out cock under the engineer's valve, place the valve 
 handle in the emergency position, and remove cap nut (61), 
 Fig. (H), and inspect regulating valve (59), as it most likely 
 is unseated by scale, etc. Cap nut (53) should also be taken 
 off and piston (54) and its slide-valve (55) examined; cleanse 
 and oil the piston and slide-valve, and the slide-valve seat and 
 bushing in which the piston operates. If the piston is of the 
 style having a packing ring see that the ring is free to expand, 
 and can be circled 'round and 'round in its groove, and a small 
 pin hole that is drilled through the piston must be cleaned 
 out. Sometimes the failure of a slide-valve feed-valve to stop 
 the supply of pressure to the brake pipe is caused by spring (58) 
 breaking; in that case, if there is a piece of the spring of, say, 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 237 
 
 three-fourths of its length use it, and block to supply the needed 
 additional length. The graduating spring taken from a triple- 
 valve freight triple, preferably may be used to replace the 
 broken spring. 
 
 Q. If the supply oj pressure to the brake pipe ceases, yet the 
 main reservoir pressure holds up all right, what is the cause? 
 
 A. It is bound to be caused by the feed-valve. It is proba- 
 ble that the small opening below the seat through which the 
 lower end of the stem of regulating valve (59) extends is closed 
 with gum; there may be a solid deposit of gum on the three flat 
 sides of the valve stem thus closing the hole against flow of 
 pressure. Or, the big regulating spring (67) may be broken, 
 and if so, a temporary expedient is to remove also spring (58), 
 leaving the main feed port uncovered by the slide-valve; then 
 adjust the pump governor to 70 pounds which will be carried 
 in both brake pipe and main reservoir. Only operate the air 
 on as many cars as the volume in the main reservoir will release, 
 always remembering that the heavier the reduction of brake 
 pipe pressure (so long as not more than 2 5 pounds are drawn 
 off), the prompter the triple-valves will be moved to release 
 position, and the fewer triples that will " stick" and have to be 
 released by " bleeding." 
 
 Q. 1} the train air signal whistle blows whenever the engi- 
 neer releases the brakes, what should he report as defective? 
 
 A. The train air signal reducing valve; through its failure 
 to act properly main reservoir pressure is being carried in the 
 signal line. Simply cleaning it will usually overcome the trouble. 
 
 Q. If the air signal will not respond until the conductor has 
 pulled the car discharge valve for the second or third time, and 
 then emits but one, long, loud blast what is the cause? 
 
 A. A too tightly fitting stem of the signal valve common 
 
238 LOCOMOTIVE BREAKDOWNS. 
 
 to a new valve, and one on a freight engine that is seldom in 
 use and the stem made too tight by a deposit of gum. 
 
 Q. But suppose that the signal whistle gives a couple of short 
 blasts at each pull of the signal cord? 
 
 A. In that case, a too loosely fitting signal valve-stem, pe- 
 culiar to a signal valve too long in service without repair. 
 OPERATION OF THE TRAIN BRAKES 
 
 Q. In making the regular, short-distance station stops with 
 a passenger train oj fast schedule, what are the most common 
 troubles experienced, and how may they be avoided? 
 
 A. The sliding and flattening of wheels toward the finish 
 of the stop, and the discomforting lurch of the train as it comes 
 to a standstill. Both troubles may be prevented by making use 
 of the two -application method of train braking except with a 
 very long train. 
 
 Q. Explain the two-application method. 
 
 A. Briefly, it may be said to consist in making the first ap- 
 plication as heavy as possible and the last one as light as pos- 
 sible under the circumstances at the time, the amount of reductions 
 depending upon the rate of speed, gradient, etc. ; to waste no 
 time between the first release and the beginning of the second 
 application, and to have the second application to occur as near 
 the final stopping point as possible; the idea being to use high 
 braking force while the wheels are revolving rapidly and will 
 stand it, and require it, and to have a reduced brake cylinder 
 pressure when the wheels are turning slower and are more in- 
 clined to "pick up"; and to allow the distortions of the running 
 gear of the cars induced by the initial, heavy application to 
 be relaxed, and the stop to be finished on "an even keel." 
 
 Q. Should two-application stops be practiced in jr eight service? 
 
 A. No; nor with quite long passenger trains, which should 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 239 
 
 1 Pipe Tap/ 
 
240 LOCOMOTIVE BREAKDOWNS. 
 
 be braked similar to freight trains. With a freight train the 
 brakes should be held applied until the train has stopped, dead; 
 the brakes release first at the head end of a long train, and per- 
 mit the forward cars and engine to lurch ahead, and the result- 
 ant jerk away from the braking cars at the rear will cause the 
 train to part while running at low speeds. 
 
 Q. There are occasions when the air brakes have been ap- 
 plied and a freight train slowed down, and it is then found highly 
 undesirable to stop; is there no alternative? 
 
 A. Yes; if the locomotive is supplied with a retaining valve 
 the handle may be turned up before releasing the brakes, and 
 this, by the retention of a portion of the driving brake force, will 
 often prevent the train parting; but it will not wholly over- 
 come the stretching of the train and cannot be regularly depended 
 upon. If, however, the engine has an independent, or straight- 
 air, driver and tender brake equipment in combination with the 
 automatic the straight-air may be applied just before releasing 
 the automatic, and the danger from train parting will be over- 
 come; the straight-air can be released at once, or graduated off, 
 after it is known surely that the brakes of the rear cars have all 
 released. 
 
 Q. If some of the brakes usually on the rear cars of a long 
 freight train regularly fail to release after service applications, 
 what is the reason? 
 
 A. Not carrying high enough main reservoir pressure. Large 
 main reservoir volume is of advantage if charged to the required 
 pressure; but pressure is what releases brakes, and volume 
 will not take the place of pressure. Main reservoir pressure 
 has not generally been increased in proportion to the increase 
 in the lengths of air braked trains. 
 
 Q. Can there be such a thing as an "air brake failure"? 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 241 
 
 A. Never. It is always a man failure; the engineer has al- 
 lowed his pump to stop, or the trainman has neglected to open 
 an angle-cock near the head end of the train, etc. A man has 
 failed in his duty. 
 
 Q. How can an engineman know that an angle-cock is closed 
 anywhere in the train, thus cutting out from his control all brakes 
 to the rear of it? Or how may he know that an angle-cock is but 
 partially opened, through which he is able to use the service brake 
 but not the emergency behind it? 
 
 A. This is pretty hard to know while running along. But 
 if the brakes are tested before leaving a terminal, or other point 
 where the train has been cut or at any brake application along 
 the line, the engineman should be able to tell by the length of 
 the duration of the brake pipe exhaust very close to the num- 
 ber of air braked cars under his control; if the brake pipe exhaust 
 begins heavy but suddenly checks down, then grows heavy again 
 intermittent differences in the rate of air discharge it is an 
 indication that there is a partly closed angle-cock somewhere 
 in the train. 
 
 Q. If violent jerks are felt when a service application is being 
 made, how can the engineer tell whether it is caused by a triple- 
 valve jumping into emergency or not? 
 
 A. If that is the cause, while the engineer's valve is in the 
 service stop position the brake pipe exhaust will suddenly cease; 
 but will commence again if the brake valve handle remains in the 
 service position. 
 
 Q. I] the train line exhaust does shut down, suddenly, about 
 the same time that the jerk to the train occurs, how can the train- 
 man locate the triple-valve that is the "kicker" so as to cut it out? 
 
 A. After stopping, and the brakes have been released and 
 the pressures have equalized, the engineman shall make as 
 
242 LOCOMOTIVE BREAKDOWNS. 
 
 light a reduction as will move the pistons out of the brake 
 cylinders say a 6-pound reduction; then, starting from the 
 engine, the trainman shall hasten back along the train, noting 
 each piston that is out until he comes to a brake, regularly cut 
 in, of which the piston is not out o) the cylinder; the defective triple 
 is probably on that car, but for further assurance he shall give 
 an arranged signal to the engineman who shall thereupon make 
 further brake pipe reductions, until finally the piston does move 
 out, and if it jumps out suddenly, at quick-action, the fact is 
 established and the brake on that car should be cut out. 
 
 Q. 1} the brakes apply from cause unknown to the engineer, 
 while running, what should he do? 
 
 A. First shutting off steam from the engine and getting 
 sand running on the rails, he should lap his brake valve and 
 permit the applied brakes to stop the train, under ordinary cir- 
 cumstances. The brakes have been applied : either intentionally 
 by the trainman, and in that case the engineer's duty is plain; 
 or else the result of increasing brake pipe leakage or a burst hose. 
 The old-time instruction to be followed in the latter case, to 
 "move the brake valve handle to release position for a few sec- 
 onds, etc." is not now recommended; if leakage has caused 
 the application it is plain that the brake pipe supply cannot 
 be kept up in the running position. of the engineer's valve, and 
 it is only temporizing to put the valve in release position unless 
 it is left there, and that is not to be recommended. An engineer 
 is also responsible for any wheel flattening that may occur from 
 his attempt to keep going when brakes are " sticking" in the train. 
 
 Q. If the pipe from chamber D of the engineer's valve to the 
 equalizing reservoir should get broken off while on the road, what 
 should be done in the nature of repair, and how should the engi- 
 neer do his service braking? 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 243 
 
 A. Disconnect union nut (20), Fig. 87, insert in the union 
 a blind gasket and re-tighten the union this to cut out the bro- 
 ken pipe; then plug exhaust fitting (22); to do this remove the 
 elbow fitting and drive a short wooden plug into its inside end, 
 and replace the fitting; or, take the J-inch drain plug out of the 
 equalizing reservoir (which is then no longer in use), and with 
 it plug the hole from where elbow (22) was taken. 
 
 The service position of the engineer's valve is then cut out of 
 effect, and to make a service application of the brakes it will 
 be necessary to move the brake valve handle partly into the 
 emergency position; but if this is done with care and a very re- 
 stricted discharge permitted, a smooth application without 
 quick-action will result, but equal care must be exercised in 
 closing the exhaust, for if it is done too suddenly the brakes of 
 the engine, tender and forward cars, will "kick off" release. 
 In beginning such application, as the brake valve moves through 
 the service -position the black gauge pointer will fall to zero, or 
 thereabouts, and the only way to judge of the amount of brake 
 pipe reduction being made is from the flow of air, and the results. 
 Lap, in this case, is anywhere between the. position shoulders 
 of lap and service. 
 
 Q. Will brake hose couplings and signal hose couplings unite 
 with each other properly? 
 
 A. No ; they cannot be coupled together without hammering. 
 
 Q. How may the two kinds of couplings be distinguished 
 from each other? 
 
 A. The width of space between guard-arm and coupling 
 face is wider in the brake coupling and the fingers may be inserted 
 in the jaw; this space is much narrower in the signal coupling 
 and will not permit insertion of the fingers. The nipples, or 
 screw ends, of the hose differ also, the signal hose nipple being 
 
244 LOCOMOTIVE BREAKDOWNS. 
 
 of j-inch pipe size, and the brake hose nipple ij-inch pipe size 
 and thread. 
 
 Q. If the air brake main train pipe breaks off underneath 
 the tender and cannot be repaired at the time, how may the engi- 
 neer arrange to operate the air brakes of the train? 
 
 A. A pair of combination hose should be carried on all en- 
 gines; these are very short sections of hose with a brake coupling 
 at one end and a signal coupling at the other end. The regular 
 brake and signal couplings should first be disconnected between 
 engine and tender, and between tender and first car in the train 
 after having closed the angle- and stop-cocks between tender 
 and car, and the cut-out cock in signal line on engine, wherever 
 it may be located. Then use one of the combination hose to 
 couple the brake hose at rear of engine to signal hose at front 
 of tender, and the other combination hose to couple the signal 
 hose at rear of tender to the brake hose at front of first car; then 
 open the cocks in the made-up line at rear of tender, and, while 
 the air signal will be inoperative on all cars, and the air brake 
 inoperative on the tender, the engine and train brakes will be 
 under the engineer's control, and, in the absence of the signal 
 system the conductor can stop the train, or attract the engineer's 
 attention, by opening the " conductor's brake valve" in any one 
 of the cars in the train. A ruptured brake pipe under any car 
 in a passenger train may be gotten around in the same manner. 
 
 THE WESTINGHOUSE E. T. ENGINE AND TENDER 
 BRAKE EQUIPMENT. 
 
 Q. What common troubles must be especially guarded against 
 in the operation of the new Westinghouse E T engine and tender 
 brake equipment? 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 245 
 
 A. In answer: We will take the No. 5 style of the E T equip- 
 ment as representative of that type of brake, because there are 
 more locomotives equipped with that form than of either the 
 preceding No. 4, or the later, slightly improved, No. 6 type. 
 Leakage of pressure, and its prevention, are the most serious 
 points for consideration in the E T equipment. Fig. 88 shows 
 a diagrammatic arrangement of the piping and valves; pipes 
 /I, B, and B' are small copper pipes that must be tested fre- 
 quently and the smallest leak tightened completely; these pipes 
 are connected to distributing valve, engineer's brake valve, inde- 
 pendent brake valve and double cut-out cock, by unions that are 
 often found to be of the flat seat kind, with soft gaskets; watch 
 these closely for leaks, and at the first opportunity substitute 
 ground joint, metallic seated unions. Leaks from pipe A will 
 have the same effect exactly as leaks from a retaining valve 
 pipe, and the* engine and tender brakes will release with the 
 engineer's valve in release, or holding, positions. A leak from 
 pipe B will release the locomotive brakes if they are applied 
 by either the automatic or independent brake valves, if the valve 
 be placed on the lap position; while a leak from pipe B f will 
 release the brakes on engine and tender if applied by the engi- 
 neer's automatic brake valve subsequently lapped, but such leak 
 will have no effect when the brakes are set by the independent 
 valve. 
 
 The point of possible leakage that can give the greatest vari- 
 ation of effects, and where leaks can duplicate the results from 
 troubles at other points, is at the large, round gasket in the dis- 
 tributing valve between the reservoir casting and the valve body. 
 In order that there may be no pipe connections directly with the 
 section that contains the operating parts, and to facilitate ex- 
 change for inspection and repair, all pipes (five in number), 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 247 
 
 connect with. the reservoir casting, and to reach the valves press- 
 ures from the main reservoir, brake pipe and brake cylinders, 
 and the ports communicating with pipes A and B, pass through 
 this gasket; and it is plain that almost any combination of ill 
 results can arise from leakage between certain of those ports. 
 Therefore, if symptoms from irregular action of the E T equip- 
 ment point to leakage between any of those pressures, and if 
 the suspected parts are found to be free from cause, it is safe to 
 suspicion, next, this distributing valve gasket, and the chances 
 are that the seat of the trouble will be found. Anyhow, keep 
 a good gasket there, and keep the nuts tight on the bolts 
 that connect the two main sections of the distributing valve 
 together. 
 
 Q. Does leakage throng h the brake cylinder piston packing 
 leathers have such evil effects in the E T equipment as it does 
 with the common automatic brake? 
 
 A. No; if the leakage is not as great as the supply, the brake 
 will hold with undiminished force; but such leakage is wasteful 
 of pressure, and should not be permitted. The same effects 
 will be approximated, however, if leakage is permitted to exist 
 in the packing leather of the upper piston (application valve 
 piston), of the distributing valve; and as this leather cannot be 
 renewed, or properly inspected, without some extra trouble, it 
 is too commonly neglected by the general run of air brake inspec- 
 tors ; a pin in the spindle of the application valve piston must be 
 withdrawn before the piston can be removed, and to do that, 
 the top cap of the valve section must be taken off, and as that 
 further involves the removal of 10 screws, with a screw-driver, 
 and the probable tearing of the paper gasket beneath the top 
 cap, this packing leather will be the last part to receive proper 
 attention. 
 
248 LOCOMOTIVE BREAKDOWNS. 
 
 Q. With the E T equipment in correct condition, can trouble 
 arise from the mishandling of the engineer's brake valves? 
 
 A. Yes; as this equipment is so comprehensive as to be ap- 
 plied without modification in detail to all classes of engines, in 
 all branches of service, an engineer must understand that he will 
 have to operate the brake valves of the E T equipment in varying 
 ways as the engine may engage in different services; for instance: 
 While the independent brake valve should be used exclusively 
 in regular switching service, it must be operated with the great- 
 est care when the engine is coupled to a long freight train, in 
 motion; and it is safe to instruct a passenger engineer never to 
 use the " holding position" of his automatic brake valve, and 
 not to use the independent brake valve at all, except to hold a 
 standing train while the automatic brake is released, or with 
 the light engine mountain service alone excepted; etc. 
 
 Q. In connection with the E T equipment: 70 pounds brake 
 pipe pressure and 90 pounds main reservoir pressure are required 
 on a certain engine; carrying those pressures as the normal maxi- 
 mum, we understand that through the use of the duplex pump 
 governor, when the engineer's valve is moved to an application 
 position, or on lap, the pump will again start up and increase 
 the main reservoir pressure to say, no pounds at which figure 
 the high-pressure governor top will finally stop the pump; now 
 
 Suppose that we are assigned to this engine, and when the air 
 pressures have been pumped up to the maximum, the brake pipe 
 (black), and the main reservoir (red) gauge pointers are standing 
 practically together at about 40 pounds; should the low-pressure 
 governor top be adjusted to secure 90 pounds in the main reservoir, 
 and the brake pipe feed-valve be set at 70 pounds, as would be 
 proper with the common automatic brake equipment? 
 
 A. With the E T equipment, as well as with any and all 
 
LOCATING AND REMEDYING AIR BRAKE TROUBLES. 249 
 
 types of engine brakes wherein the feed-valve is used, the brake 
 pipe (train line), pressure is governed solely by the feed-valve 
 when the engineer's valve is in running position providing 
 that an incorrect adjustment of the pump governor does not 
 stop the pump before the pressure has been attained at which 
 the feed-valve is to be set. 
 
 In this case, however, tightening up the adjusting nut of the 
 feed-valve would have the effect of increasing both pressures 
 brake pipe and main reservoir equally, until the proper 
 brake pipe pressure was attained; but there is a more accurate 
 method: It should be known that, while in the older styles of 
 equipment the pump governor regulating spring is adjusted 
 to 90 pounds or whatever the normal main reservoir press- 
 ure is, in full, the corresponding governor top in the E T equip- 
 ment is not set at main reservoir pressure; it is called the "excess 
 pressure governor top," and the spring is set at 20 pounds, or 
 whatever difference may be desired between brake pipe and main 
 reservoir pressures. Now, therefore, this standing of the duplex 
 gauge indicates: First, the tension of the spring in the excess 
 pressure governor top has been slacked off, or is broken, so 
 that it can effect no rise of main reservoir pressure above that 
 in the brake pipe. Second, that the feed-valve is adjusted 
 to about 40 pounds; presuming, of course, that there is steam 
 enough in the boiler, and the pump throttle turned on full enough, 
 to generate the required air pressures. 
 
 To adjust: First, gradually tighten the spring of the excess' 
 pressure governor top until the red gauge hand points to 60 
 pounds; the desired amount of excess pressure 20 pounds 
 is thereby secured, and it will remain constant regardless of 
 what pressure is carried in the train line; verify this, now, by 
 tightening the adjusting nut of the feed-valve, and as the black 
 
2 "5o LOCOMOTIVE BREAKDOWNS. 
 
 pointer rises on the gauge face so will the red one, keeping just 
 20 pounds ahead, or higher, until when the black pointer is 
 fixed at 70 pounds, the red hand will stand at the regulation 90. 
 
 Q. While running, with a train, if the brakes should be applied 
 by other means except the engineer's brake valve as by the con- 
 ductor's valve, train parting, etc. if the engineman does not 
 place his brake valve on the lap position immediately, will any 
 trouble result further than a loss of main reservoir pressure? 
 
 A. Yes; with the No. 5 type of the E T equipment, if the en- 
 gineer's automatic brake valve and the independent valve are 
 neither one placed on lap position when an automatic appli- 
 cation is felt, the pressure in the driver and tender brake cylinders 
 will blow down to about 30 pounds, or less; if the brake valve 
 then be lapped, the cylinder pressure will rise again, and to the 
 maximum, but the engineman should remember that his first 
 duty in such cases is always to lap his brake valve, with any 
 style of equipment. With the improved "No. 6" type of E T 
 equipment there can be no loss of pressure from the locomotive 
 brake cylinders, due to failure in lapping the engineer's valve. 
 
 Q. In double-heading, with a long freight train, and the lead- 
 ing engineer handling the air, suppose that he intends to release 
 the brakes after a general, service application, while running about 
 six miles an hour; how should the second engineer, with the E T 
 equipment, aid in preventing the surge ahead and possible train- 
 parting, due to the brakes on the forward portion of the train re- 
 leasing before the rear brakes are off? 
 
 A. In such cases, the second engineer should move his auto- 
 matic brake valve to holding position while the brakes are applied 
 (always in preparation for an expected "running release"), 
 and leave it there until the brakes of the entire train (the cars), 
 are released; then return the handle to running position. 
 
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CHAPTER XVIII. 
 The Pyle-National Electric Headlight. 
 
 Q. Before starting the engine that operates the generator, or 
 dynamo, of the electric headlight each trip should the engine be oiled ? 
 
 A. No; there is no friction of parts of the rotary, or centrif- 
 ugal, engine. 
 
 Q. Of the engine and dynamo as a whole, both being mounted 
 on the one common shaft, hou' many bearings are there, and when 
 and how should they be lubricated? 
 
 A. There are two bearings; one, the shorter, is in the en- 
 gine-cap casting that carries the weight of the rotating engine; 
 the long bearing is in the box-yoke see folder, Fig. 90 and 
 supports the armature; each bearing has an oil cellar, and a 
 ring, 22j, carried loosely around the shaft, hangs down into each 
 cellar and, revolving with the shaft, carries oil to the top of 
 shaft from where it passes through grooves to the bearing sur- 
 faces. The cellar in the engine-cap should be filled with valve 
 oil, and for the cellar near the dynamo use black, or engine, oil; 
 the engine bearing will need oiling freshly before the beginning 
 of each trip, while the cellar of the long, main bearing will not 
 need to be filled so often, but should be examined each trip to 
 see that there is oil enough to keep a section of the ring im- 
 mersed during the trip. Before filling the small cellar in engine- 
 cap, open the drain cock and draw off water of previous conden- 
 sation, remembering to close the drain cock afterward. Once a 
 week the plug in top of engine should be removed and a little 
 black oil introduced to prevent corrosion. 
 
 Q. After the engine has been started, if the lamp does not be- 
 gin to burn what is the cause? 
 
 252 
 
THE PYLE-NATIONAL ELECTRIC HEADLIGHT. 253 
 
 A. It may be that the point of the carbon in the lamp is not 
 touching the copper electrode; a piece of scale maybe lodged be- 
 tween them. When the dynamo is started no electric force will 
 be generated unless there is a complete circuit, and the current 
 must flow from carbon to electrode to make the circuit; so, if 
 there is not absolute contact at this point, there will be no current; 
 the tension of spring 93 is directed toward bringing the carbon 
 against the copper electrode. 
 
 Q. Suppose that after the engine has been started, current 
 is produced and the incandescent cab lamps light ^ip, but the head- 
 light 'will not begin to burn what is the reason? 
 
 A. Although necessary for carbon and electrode to be in 
 full contact in order to induce the flow of electric current, as 
 soon as the current is established the points of carbon and elec- 
 trode may be separated a short distance and the current will 
 then jump the break; this separation is automatically made as 
 soon as current is generated and its jump from carbon to elec- 
 trode produces the light. The tension of spring 93 holds the 
 carbon to the electrode until the electric force passing through 
 the wires, 65, has converted the iron core, 64, suspended just 
 above into a magnet; this solenoid magnet exerts a pull directly 
 opposite to, and with a stronger force than, the spring 93, so 
 that as soon as the production of electro-motive force begins 
 the arc is automatically made, and when power ceases the en- 
 gine stopped the spring re-makes the carbon-copper contact 
 and closed circuit ready for re-starting; and as soon as the current 
 again flows the magnet again slightly breaks the contact at car- 
 bon and copper electrode providing that the tension of spring 
 93 is not too great; that the spring is too tight is probably the 
 answer to the question. 
 
 Q. If the spring 93 is too weak in tension what will result? 
 
254 LOCOMOTIVE BREAKDOWNS. 
 
 A. The light will flash, and then go out, for the magnet 
 will draw the carbon so far from the electrode that the current 
 cannot jump the space, and is broken. If the spring is adjusted 
 so that the light will flicker just a little when the locomotive is 
 standing still, the lamp will very likely burn quite steadily after 
 the locomotive is in motion. 
 
 Q. Ij the headlight burns green what does it indicate? 
 
 A. The dynamo is running too fast; is working up too high 
 an electro-motive force; the copper electrode is beginning to 
 fuse from the high voltage, and the speed of the engine should 
 at once be reduced by throttling the steam. When the trip is 
 finished the trouble should be corrected, for the speed of the 
 engine is expected to be automatically controlled. 
 
 Q. What is the maximum speed of the engine and dynamo? 
 
 A. One thousand eight hundred revolutions a minute. 
 
 Q. At this speed what voltage is' produced? 
 
 A. Thirty-five volts. 
 
 Q. What is a "volt"? 
 
 A. The volt is the practical unit of measurement of elec- 
 trical force; corresponding to the pound as the measurement 
 of the force of steam and compressed air. 
 
 Q. What is meant by an "ampere"? 
 
 A. The ampere is the practical unit of measurement of the 
 rate of flow of electrical current, and corresponds to volume as 
 used in connection with a compressed fluid. 
 
 Q. What is the flow, in amperes, of the electrical current when 
 the dynamo is running at 1,800 revolutions per minute? 
 
 A. Twenty-three amperes. 
 
 Q. Is it dangerous to permit the human system to receive 
 a "shock" through- contact with the wires or lamp of the electric 
 headlight? 
 
THE PYLE-NATIONAL ELECTRIC HEADLIGHT. 255 
 
 A. No; thirty-five volts cannot injure the human body; but 
 be careful to not come into contact with the current when the 
 light is green; when the voltage is abnormally high enough to 
 burn the copper electrode, it is dangerous, then, to the human 
 system. 
 
 Q. When the engine runs too fast, as indicated by the green 
 light, what should be reported un arrival at the roundhouse? 
 
 A. The governor, and the engine brake, have both failed, 
 undoubtedly, if an excessive speed has been attained. The 
 governor should cut off steam from the engine when its speed 
 is at the normal maximum; but if it should fail, the engine brake 
 should not permit the speed to increase more than about 100 
 revolutions per minute faster than allowed by the governor. 
 
 Q. An understanding of the principles on which the gover- 
 nor acts is necessary in order to locate its dejects. Explain briefly, 
 its operation. 
 
 A. Within the shell of the engine casting are two governor 
 stands, No. 35, Fig. 90, placed at points diametrically oppo- 
 site each other close to the engine "wheel; the steam from boiler 
 must pass through the governor stands to reach the engine wheel, 
 and this passage of steam is only permitted by the plungers, 38, 
 being unseated. The springs, 41^, hold the center-piece, 37, 
 against the hub of the wheel, and in that position the cross- 
 arms, 36, and connecting links, 34, keep the plungers, 38, to 
 the right so that steam can pass the faces on the opposite ends 
 of the plungers. 
 
 When the engine wheel begins revolving at the maximum 
 speed, the weights, 31, (there are four of them), are thrown 
 outward from their center of motion with such force as to push 
 center-piece 37 to the right, overcoming the resistance of springs 
 4iJ, and through the medium of cross-arms 36 the plungers 
 
256 LOCOMOTIVE BREAKDOWN?. 
 
 38 are forced to the left, thus cutting off the steam supply to the 
 rotary wheel of the engine. 
 
 Q. What defects in the governor might be expected? 
 
 A. Disconnection, or breakage, of the operating parts of the 
 governor. Plunger faces are often cut badly, and failing to seat, 
 the governor will permit occasional bursts of speed that call 
 for throttling, and the excessive rotation may break the engine 
 through centrifugal force. At least once a month the plungers 
 should be examined, and faced if necessary or ground to a good 
 joint; but, after facing the steam ends of the plungers the ends 
 of governor yoke, or cross-arm, should be bent a little further 
 out from the wheel, so as to permit the plungers to reach their 
 seats before the governor weights, 31, are thrown further than 
 at right angles to the face of the wheel. If the fixed speed is too 
 high, adjusting screws No. 117 should be turned back half a 
 turn each, being careful to adjust all the screws the same; half 
 a turn of these screws should change the speed about 100 revo- 
 lutions per minute. If by turning back screws No. 117 the 
 speed is not reduced, the plungers do not seat, and you should 
 proceed as above. 
 
 Q. How is the engine brake adjusted? 
 
 A. Remove armature and cap to engine, pull out wheel and 
 shaft, and there will be easy access to the brake. To adjust 
 the brake so that it will permit a higher speed, turn nuts No. 136 
 to the right, being sure to adjust both brakes the same, then 
 tighten up jam nuts. One-half turn of the nut will change the 
 speed at which the brake will act about 150 revolutions per minute. 
 
 Q. Is there any other cause for light burning green besides 
 excessive speed of dynamo? 
 
 A. Not if the light burns white when first started. But 
 if -the light is green when the engine is first started, it may be 
 
THE PYLE-NATIONAL ELECTRIC HEADLIGHT. 257 
 
 that the wires from dynamo to lamp are connected wrong. 
 While the positive and negative wires are the same size, one of 
 the binding-post holes is larger than the other, and to avoid 
 mistakes in re-connecting the wiring to the binding-posts, the 
 vire that goes to the binding-posts 28 should have a sleeve on 
 each end to prevent its being inserted in the smaller holes of bind- 
 ing-posts 29, the other wire left plain. 
 
 Q. What common attention should be given to the dynamo? 
 
 A. There should be no sparking at the brushes. It should 
 be seen that the brushes fit perfectly on the commutator, for 
 if there is poor contact there will be sparking. 
 
 The mica between the copper strips of the commutator should 
 be a little below the general surface; if it is not, file it down, 
 slightly, but not deep enough to collect gum, etc., and form a 
 "short circuit." Clean the commutator each trip with a piece 
 of damp (not wet), waste, rubbing endwise in order to clean 
 the grooves where the mica was filed out. 
 
 When the commutator begins to roughen up, clean it. To 
 do this in the best way, remove the brushes and hold by the 
 ends a strip of No. o sandpaper about the width of the brushes 
 on the commutator while running (see Fiej. 91). Do not use 
 emery cloth. Simply hold ends of sandpaper tensely, and never 
 press any abrasives directly on the commutator with the hand 
 or fingers. 
 
 If the brush tension spring is too tight, it creates friction, heat 
 and unnecessary wear, both to the commutator and brushes; 
 if too loose, it will spark and commutator will not run clean. 
 Have it just tight enough to prevent sparking. 
 
 Q. When steam is turned on to the engine, if the lamp does 
 not begin to burn, how may it be quickly determined whether the 
 trouble is in the dynamo or the lamp? 
 
258 LOCOMOTIVE BREAKDOWNS. 
 
 A. First, push down on lever 90 and see if carbon lifts and 
 falls freely, and if so the " burner" is all right; then put a carbon 
 across both binding-posts, 28 and 29, and if there is a flash when 
 it is removed the dynamo is all right, and the trouble is in the 
 lamp; if there is no flash when carbon is removed, take out 
 brushes and clean commutator as advised, and try the lamp 
 
 FIG. 91. METHOD OF SMOOTHING UP THE COMMUTATOR- 
 ELECTRIC HEADLIGHT. 
 
 again; if, still, the lamp does not burn nor a flash occur when 
 a carbon has teen applied and removed from the binding-posts, 
 there is probably a short circuit, caused by wires touching each 
 other and the dynamo should not be run until this is remedied. 
 
 Q. How may the electric headlight be brought to a correct 
 focus? 
 
 A. To secure the proper vertical focus, either to have the 
 light close or to strike the track far ahead, loosen set-screw 74 
 on the side, and by turning the adjusting screw 98, the light 
 
THE PYLE-NATIONAL ELECTRIC HEADLIGHT. 259 
 
 can be raised or lowered as desired. To move it sideways, 
 backward or forward, loosen the hand-nuts 54, and the lamp 
 is free to move. 
 
 The back of the reflector is supported by an adjustable stop, 
 with screw to raise or lower it, so the volume of light will be di- 
 rected in parallel lines. 
 
 FIG. 92. REAR VIEW OF LAMP AND REFLECTOR- ELECTRIC 
 HEADLIGHT. 
 
 To lower light on track, raise the lamp; to raise light on track, 
 lower the lamp. 
 
 The point of copper electrode should be about one inch above 
 top of holder No. 164; if it is higher than this there will be too 
 much heat on clutch No. 44. 
 
INDEX 
 
 PAGE 
 
 ACCIDENTS, preparation for emer- 
 gencies and 17 
 
 Air brake troubles. Locating and 
 remedying: 
 
 Brake equipment: 
 
 Brake cylinder piston pack- 
 ing leather, leakage past. . 247 
 
 Common troubles of 244 
 
 Duplex pump governor, ad- 
 justment of the 248 
 
 Double-heading, with long 
 freight train, duties of sec- 
 ond engineer when 250 
 
 Engineer's valve, mishand- 
 ling of, can trouble arise 
 
 from the 248 
 
 Not placed on lap when train 
 parts, result of being. ... 250 
 
 Of the locomotive 229 
 
 Of the air ptimp: 
 
 Stopping on the road . 23 5 
 Air cylinder, defects in 
 
 the 229 
 
 Steam cylinder, defects 
 
 in the 231, 232 
 
 Failures of the driver and 
 tender brakes: 
 
 The most common cause of 233 
 Feed valve, brake pipe, 
 
 failure of 237 
 
 Overpressure in brake 
 
 pipe, cause of 236 
 
 Overpressure in main res- 
 ervoir, cause of 235 
 
 Of Operation of the Train 
 Brakes: 
 
 Air brake failure, can there 
 
 be such a thing as an . . 240 
 Angle cock, is partly or 
 wholly closed how can 
 engine man know if .... 241 
 Brake and signal hose 
 couplings, unite with 
 each other, will they. . . 243 
 Brake pipe, broken off , how 
 may brakes be operated 
 
 if 244 
 
 Brakes apply from un- 
 known cause, what 
 should engineman do if. 242 
 Brakes sticking on long 
 freight trains, cause of 
 and remedy for 240 
 
 PAGE 
 
 Air brake troubles: 
 
 Distinguished from each 
 
 other, how are 243 
 
 Engineer's brake valve, 
 pipe to equalizing reser- 
 voir broken off, how re- 
 pair on road if 242 
 
 How should service brak- 
 ing be done if 242 
 
 Release train brakes while 
 running, how to, with 
 
 out train parting 240 
 
 Sliding and flattening of 
 
 wheels, prevention of. . 238 
 Triple valve jumping into 
 emergency, how can en- 
 gineman know if jerks 
 are caused by and how 
 
 locate 241 
 
 Two Application stops, 
 
 method of making 238 
 
 Of the Westinghouse E T 
 Engine and Tender: 
 Train air signal, the: 
 Whistle blows twice at 
 each pull of the car 
 
 discharge valve 238 
 
 Whistle blows whenever 
 engineer releases the 
 
 brakes 237 
 
 Whistle will not respond 
 until car discharge 
 valve is pulled second 
 
 or third time 23 7 
 
 Axle, action to be taken with 
 
 broken driving 88 
 
 Broken tender. 167 
 
 Causes of heating of driving. . 175 
 
 Hot tender or truck 176 
 
 Of consolidation or mogul lo- 
 comotive, remedy for bro- 
 ken 107 
 
 Remedy for broken four- 
 wheeled truck 105 
 
 Running of engine with a 
 broken truck 108 
 
 BALDWIN four-cylinder cross-com- 
 pound locomotive. See Com- 
 pound locomotive. 
 
 Bearings, causes of hot i7S 
 
 Hot main axle 175 
 
 Bell ringer, failure of 162 
 
 26l 
 
262 
 
 INDEX 
 
 PAGE 
 
 Slow in Vauclain compound loco- 
 motive, continuous 209 
 
 In Vauclain compound loco- 
 motive, location of 210 
 
 Blow-off cock, clogged 122 
 
 Blow of valve, detecting 15, 16 
 
 Blows, development of sudden ..17, 18 
 Due to wear of piston packing, 
 
 detection of 66 
 
 In two-cylinder compound 
 
 locomotive 205 
 
 In Vauclain compound loco- 
 motive 208 
 
 Location of piston 17 
 
 Boiler depreciation resulting in ex- 
 plosions, some causes of 132 
 
 Deterioration due to accumu- 
 lation of scale, prevention of 135 
 
 Refilling 135 
 
 Boilers to stand under pressure, 
 
 danger of allowing 124 
 
 Bolts, removal of partially sheared 
 
 rod 67 
 
 Starting tight 218 
 
 Brasses, method of filing worn rod . 178 
 Necessity of having engine in 
 
 tram for keying rod 184 
 
 Breakdown, first duties in case 
 
 of IT, 12, 1 68 
 
 Bridge, action in case of a broken . 1 8 
 
 Detecting a broken 17 
 
 Strengthening a cracked 226 
 
 Bulged firebox sheet, action in case 
 
 of. 134 
 
 Bulging of a firebox sheet, cause of 133 
 Bushings in cylinders, method of 
 
 putting 63 
 
 In rebored cylinders, use of . . 62 
 By-pass valve of; Richmond com- 
 pound locomotive, plugging. ... 193 
 Valves of Richmond compound 
 
 locomotive stuck open 192 
 
 Valves of Richmond compound 
 locomotive stuck shut 193 
 
 CELLARS of driving boxes, removal 
 
 of 215 
 
 Center casting, broken engine truck 112 
 Center pin of pony truck, broken . . 112 
 
 Check valve, cocked 1 53 
 
 Knocked off 153 
 
 Stuck open 152 
 
 Compound locomotive, accidents to 186 
 Accidents to intercepting valve 
 
 of Richmond 1 86 
 
 Accidents to intercepting valve 
 
 of Schenectady 197 
 
 Apt to get out of order, special 
 
 parts of 1 86 
 
 Blows in two -cylinder 205 
 
 Blows in Vauclain 208 
 
 Broken auxiliary steam pipe of 195 
 Broken emergency valve of 
 
 Richmond 191 
 
 Broken equalizing valve of 
 Vauclain 207 
 
 PAGE 
 Compound locomotive: 
 
 Broken intercepting valve of 
 Richmond 177, 178, 191 
 
 Broken intercepting valve of 
 Schenectady 1 87, 201 
 
 Broken receiver of two-cylin- 
 der 194 
 
 Broken va've of Baldwin four- 
 cylinder cross 213 
 
 Broken valve of tandem 213 
 
 Detection of leaky starting 
 valve of Vauclain 208 
 
 Disabled cylinder of Vauclain 207 
 
 Disabled side of Vauclain. . . . 206 
 
 Disconnecting two - cylinder, 
 
 192, 205 
 
 Effect of leaky starting valve 
 of Vauclain 208 
 
 Inequality of exhaust of Vau- 
 clain 209 
 
 Leaks of intercepting valve of 
 Richmond 195 
 
 Leaks of intercepting valve of 
 Schenectady 202 
 
 Leaky piston rings in two- 
 cylinder 205 
 
 Leaky valves in two-cylinder. 206 
 
 Location of blow in Vauclain. 210 
 
 Open, objection to fast running 
 with emergency valve of 
 Richmond 189 
 
 Plugging by-pass valve of 
 Richmond 193 
 
 Repairing and readjusting in- 
 tercepting valve of Rich- 
 mond 190 
 
 Stuck closed. intercepting valve 
 of Richmond 1 88 
 
 Stuck closed, intercepting valve 
 of two-cylinder 197 
 
 Stuck open, by-pass valves of 
 Richmond 192 
 
 Stuck open, emergency valve 
 of Richmond 1 89 
 
 Stuck open, emergency valve 
 of Schenectady 203 
 
 Stuck open, intercepting valve 
 of Richmond 187 
 
 Stuck open, intercepting valve 
 of Schenectady 197 
 
 Stuck shut, by-pass valve of 
 Richmond 193 
 
 Stuck shut, emergency valve 
 of Richmond 1 89 
 
 Stuck shut, intercepting valve 
 of Schenectady 197 
 
 Treatment of breakage of 
 pistons, valves, and cross- 
 heads of four-cylinder cross 212 
 
 Use of one cylinder of pair in 
 Baldwin cross 213 
 
 Working one side of two-cyl- 
 inder 204 
 
 Connecting rod, the, and to relieve 
 compression or vacuum in cyl- 
 inder caused by 49 
 
INDEX 
 
 263 
 
 Connecting rod: 
 
 For disconnecting, holding a . . 215 
 
 Inspection of side and 78 
 
 Leaving up on disabled side. . 48 
 
 Lubricating cylinder in case of 49 
 
 Remedy for a broken 71 
 
 Set screws and key nuts, 
 
 remedy for lost 72 
 
 Strap, remedy for broken. ... 72 
 
 Crank pin, cause of hot 177 
 
 Remedy for broken main. ... 73 
 
 Crosshead gib, remedy for a broken 70 
 
 Crosshead, method of blocking. ... 20 
 Of four-cylinder cross-com- 
 pound locomotives, treat- 
 ment of breakage of 212 
 
 Remedy for a broken 70 
 
 Crownsheet, overheating of a 132 
 
 Uncovered 120 
 
 Cylinder cocks, on disconnected 
 
 engine, adjustment of 61 
 
 Cylinder head, broken 59 
 
 Cause of broken 60 
 
 Prevention of broken 60 
 
 Cylinder of pair in Baldwin cross- 
 compound locomotive, use of one 213 
 Of Vauclain compound loco- 
 motive, disabled 207 
 
 Remedy for broken 6 1 
 
 Remedy for groaning in 66 
 
 Cylinders, cause of deterioration of 62 
 
 Cause of water in 118 
 
 Cylinders: 
 
 Method of reboring . 62 
 
 Use of bushings in rebored. . . 62 
 
 Cylinder with broken front head, 
 
 use of 58 
 
 DEAD ENGINE for towing, discon- 
 necting a 179 
 
 Pumping pressure into a 169 
 
 Deflector plate. See Diaphragm. 
 
 Derailed engine . 169 
 
 Deterioration of boiler sheets, effect 
 
 of form on the 125 
 
 Diaphragm, readjustment of a. ... 139 
 Disconnected, stopping with one 
 
 side 49, 1 80 
 
 Disconnecting dead engine for 
 
 towing 48, 1 79 
 
 Engine with disabled valve, 
 
 method of 19 
 
 Two-cylinder compound loco- 
 motive 204-205 
 
 Drawbar between engine and ten- 
 der, broken 165 
 
 Driving box, best position for 
 
 packing 184 
 
 Brass, remedy for broken. ... 95 
 
 Cause of pounding of 97 
 
 Effect of stuck 99 
 
 On ten-wheeled engine, remedy 
 
 for broken 96 
 
 Remedy for broken 96 
 
 Removal of cellar of 215 
 
 Dry pipe, collapsed 136 
 
 PAGE 
 
 Dry pipe, Difference between leaky 
 throttle valve and 137 
 
 ECCENTRIC, broken 44 
 
 Hot 48 
 
 Eccentric rod, broken 43 
 
 Slipped 44 
 
 Eccentric, slipped 45, 46, 47 
 
 Eccentric strap, broken 45 
 
 With the rods, necessity of re- 
 moving the 48 
 
 Emergencies and accidents, prepa- 
 ration for 17 
 
 Emergency valve of Richmond 
 compound locomotive, broken. . 191 
 Of Richmond compound loco- 
 motive open, objection to 
 
 fast running with 189 
 
 Of Richmond compound loco- 
 motive stuck open 189 
 
 Of Richmond compound loco- 
 motive stuck shut 189 
 
 Of Schenectady compound lo- 
 comotive stuck open 203 
 
 Equalizer, broken 113 
 
 Injured 117 
 
 Of mogul engine, broken cross . 114 
 Of mogul engine, broken inter- 
 mediate 114 
 
 Stand, broken 114 
 
 Equalizing valves of Vauclain com- 
 pound locomotive broken 207 
 
 Exhaust, causes of variations 28 
 
 Issuing from side of stack, 
 
 causes of 143 
 
 Normal character of 27 
 
 Of Vauclain compound loco- 
 motive, Inequality of 209 
 
 Pipe joints, location of leaky. 123 
 To fill the stack, failure of the 143 
 Explosion, progressive action of a 
 
 boiler 127 
 
 Explosions, some causes of boiler 
 
 depreciation resulting in 132 
 
 Some causes of locomotive 
 
 boiler 130 
 
 Source and magnitude of en- 
 ergy set free in boiler 128 
 
 Testing of hydrostatic pressure 
 
 as a safeguard against boiler 129 
 Extension rod, broken link 40 
 
 FIREBOX sheets, exposed 173 
 
 Fire, method of extinguishing 173 
 
 With water, danger of quench- 
 ing 174 
 
 Flue. See Tube. 
 
 Foaming boiler, action to be taken 
 
 with 119 
 
 Detection of 118 
 
 Difference between priming 
 
 and 118 
 
 Of oily water, checking the. . . 119 
 
 Frame, broken engine 116 
 
 Remedy for broken truck. ... no 
 Welding broken 224 
 
264 
 
 INDEX 
 
 PAGE 
 
 Progs, forms of wrecking 171 
 
 Front, broken 142 
 
 Fusible plug, melted . . 120 
 
 GAUGE GLASS, broken 160 
 
 Cutting a 161 
 
 Indication of defect in 160 
 
 Replacing a broken 161 
 
 Gib, remedy of a broken crosshead . 70 
 Gland, broken valve stem or piston 
 
 rod i . 24 
 
 Grate with deep hopper ash-pan, 
 
 broken drop 123 
 
 With shallow ash-pan, broken 
 
 drop 123 
 
 Grooving of boiler plates, cause 
 
 of 133 
 
 Guide, remedy for a broken 68 
 
 Remedy for hot 69 
 
 Guide yoke, remedy for bent or 
 broken 69 
 
 HANDHOLE plate, blown out 134 
 
 Headlight in high wind, lighting a 217 
 
 Heating of driving axles, cause of. 175 
 
 Hose, broken or burst 165 
 
 Hot bearings, causes of 175 
 
 With water, objections to cool- 
 ing 177 
 
 Hot crank pins, cause of 177 
 
 Crosshead 176 
 
 Eccentric strap 176 
 
 Guides 176 
 
 Main axle bearings 175 
 
 Rod brass" 175 
 
 Tender or truck axle 176 
 
 Water to tank, objection to 
 
 leakage of 152 
 
 Hydrostatic pressure as a safe- 
 guard against boiler explosions, 
 
 testing by 129 
 
 INJECTOR after failure, method of 
 
 starting 147 
 
 Failures 134, 1 49 
 
 Failures, causes of 1 45 
 
 Losing water at the overflow . . 149 
 
 The Simplex 150 
 
 Boiler check valve stuck, 
 
 effect if 152 
 
 Duty of the emergency valve . . 151 
 Result of leaky heater-cock 
 
 check valve 151 
 
 Working the heater 152 
 
 Inspection of side and connecting 
 
 rods 78 
 
 Intercepting valve of Richmond 
 compound locomotive, accidents 
 
 to 166 
 
 Of Richmond compound loco- 
 motive broken. . . .189, 190, 191 
 Of Richmond compound loco- 
 motive, leaks of 195 
 
 Of Richmond compound loco- 
 motive, repairing and read- 
 justing 190 
 
 PAGE 
 Intercepting valve; 
 
 Of Richmond compound loco- 
 motive stuck closed 188 
 
 Of Richmond compound loco- 
 motive stuck open 187 
 
 Of Schenectady compound lo- 
 comotive, accidents to 196 
 
 Of Schenectady compound lo- 
 comotive, broken 187, 201 
 
 Of Schenectady compound lo- 
 comotive, leaks of 202 
 
 Of Schenectady compound lo- 
 comotive stuck open 197 
 
 Of Schenectady compound lo- 
 comotive stuck shut 197 
 
 Of two-cylinder compound lo- 
 comotive stuck closed 197 
 
 KEYING rod brasses, necessity of 
 having engine in tram for 184 
 
 Key nuts, remedy for lost connect- 
 ing rod setscrews and 72 
 
 Knots and hitches 220 
 
 LEAKY pistons, characteristics of 
 
 blows of 17 
 
 Valve, location of 15, 16 
 
 Lifting arm, broken 39 
 
 Lifting shaft bracket, broken 40 
 
 Broken 40 
 
 Link block, broken 38 
 
 Broken 37 
 
 Disabled, variation of cut-off 
 
 with one 39 
 
 Extension rod, broken 40 
 
 Hanger, broken 39 
 
 Motion, action of the 48 
 
 Saddle, broken 38 
 
 Saddle pin, broken 38 
 
 Lubricator, cause of irregular action 
 
 of an automatic cylinder 159 
 
 Failure of cylinder 157, 159 
 
 MAIN Rod. See Connecting rod. 
 NETTING, clogged or broken 140 
 
 PACKING, adjustment of spring 
 
 piston 67 
 
 Driving box, best position 
 
 for ' 184 
 
 Effect of wear on tightness of 
 
 split ring piston 66 
 
 Rings, remedy for broken 
 metallic piston rod or valve 
 
 stem 34 
 
 Parallel rod. See Side rod. 
 
 Petticoat pipe, readjustment of a. . 139 
 
 Piston blows, location of 17 
 
 Broken 57 
 
 Of tandem compound locomo- 
 tive, broken 214 
 
 Packing, adjustment of spring 67 
 Rings in two-cylinder com- 
 pound locomotives, leaky. . 205 
 Piston rod, broken 57 
 
INDEX 
 
 PAGE 
 
 Piston rod: 
 
 From crosshead, difficulty of 
 
 removing 58 
 
 From crosshead, method of 
 
 removing 58 
 
 Gland, broken valve stem or. . 24 
 Pistons, characteristics of blows of 
 
 leaky 17 
 
 Of four-cylinder cross-com- 
 pound locomotives, treat- 
 ment of breakage of 212 
 
 Piston valves, method of testing. . 30 
 
 Sticking, cause of 30 
 
 Plates. See Sheets. 
 
 Plugs, blown out 134 
 
 Pounding in locomotives, cause of. 181 
 Of driving boxes, cause of. ... 97 
 Of driving boxes, remedy for. . 98 
 Of driving boxes, variation in. 97 
 
 Pound, locating a 183 
 
 Pressure, danger of allowing boilers 
 
 to stand under 124 
 
 Priming and foaming, difference 
 
 between 118 
 
 Boiler, action to be taken with 119 
 Pyle-National Electric Headlight: 
 Dynamo, the: 
 
 Amperage of, definition of the, 
 
 and amount produced by. . 254 
 Voltage of, definition of the, 
 amount produced by, and 
 
 effect on the person of 254 
 
 What common attention should 
 
 be given to " 257 
 
 Engine, the: 
 
 And dynamo as a whole, when 
 
 to lubricate 252 
 
 Brake, adjustment of the. . . . 256 
 Governor, principles of the. . . 255 
 
 And defects of the 256 
 
 Maximum speed of 254 
 
 Runs too fast, if, what to 
 
 report 255 
 
 Lamp, the: 
 
 Burns green, what is indicated 
 
 when 254, 256 
 
 Failing to burn when engine is 
 started, but incandescent 
 lamps light up, reasons for. . 253 
 
 Cause of 252 
 
 Whether dynamo or lamp is 
 
 cause of, how to tell 257 
 
 Focus, how to correctly 258 
 
 Tension spring of, too tight, 
 
 result of 253 
 
 Or too weak, result of 253 
 
 REACH ROD, broken 40 
 
 Receiver of two -cylinder compound 
 
 locomotive, broken 194 
 
 Repairs with pressure on the boiler, 
 
 danger of making 126 
 
 Reverse lever, broken 41 
 
 Richmond compound locomotive. 
 
 See Compound locomotive. 
 Rocker arm, broken 35 
 
 Rocker arm, setting valve in central 
 
 position with broken 35 
 
 Box, broken 36 
 
 Pin, broken 36 
 
 Rod bolts, removal of partially 
 
 sheared 67 
 
 Brasses, method of filing worn 178 
 Brasses, necessity of having 
 
 engine in tram for keying ... 184 
 
 Brass, hot 175 
 
 Running gear, inspection of 107 
 
 SAFETY valve broken off 137 
 
 Sand on one side only, using 1 80 
 
 On slippery rails, use of 168 
 
 On slipping engine, use of. ... 180 
 Scale from injector tubes, removal 
 
 of 152 
 
 Prevention of boiler deteriora- 
 tion due to accumulation of 135 
 Schenectady compound locomotive. 
 
 See Compound locomotive. 
 Setscrews and key nuts, remedy for 
 
 lost connecting rod 72 
 
 Sheet, action in the case of a 
 
 cracked 126 
 
 Blistered 127 
 
 Effect of form on the deteriora- 
 tion of boiler 125 
 
 Exposed, firebox 173 
 
 Side rod, action in case of broken 
 
 sectional 75 
 
 And -connecting rods, inspec- 
 tion of 78 
 
 Cause of breakage of 75 
 
 Keying . . 77 
 
 Necessity of removing both .... 73 
 On switching engines, running 
 
 with broken 76 
 
 On tandem connected engine, 
 
 breakage of 74 
 
 Remedy for broken 73 
 
 Snow, engine stalled in the 178 
 
 Spring against breaking, protection 
 
 of cracked driving 101 
 
 Broken engine truck 113 
 
 Hanger, remedy for broken 
 
 driving 101 
 
 Hanger, remedy for broken 
 
 truck no 
 
 Of ten-wheeled engine, block- 
 ing for broken 1 03 
 
 Remedy for broken driving ... 1 03 
 Stirrup, remedy for broken 
 
 driving 101 
 
 Stalled in the snow, engine 178 
 
 Starting disconnected engine from 
 
 near dead point 1 80 
 
 Locked driving wheels 184 
 
 Valve of Vauclain compound 
 locomotive, detection of 
 
 leaky 208 
 
 Valve of Vauclain compound 
 
 locomotive, effect of leaky. . 208 
 
 Staybolt breakages, location of . . . 131 
 
 Detection of broken 131 
 
266 
 
 INDEX 
 
 PAGE 
 
 Steam chest and cover, cause of 
 
 breakage of 65 
 
 Cover, remedy for broken. ... 64 
 
 Remedy for broken 63 
 
 Prevention of broken 65 
 
 Steam gauge, defective 164 
 
 Steam pipe, broken or burst 137 
 
 Leaks in front end, proper 
 
 time to inspect for 124 
 
 Leaky 138 
 
 Of a compound locomotive, 
 
 broken auxiliary 195 
 
 Detection of a leaky 138 
 
 Stopping with one side discon- 
 nected 49, i So 
 
 Stop, making a quick 174 
 
 TANK valve, disconnected 167 
 
 Throttle valve and dry pipe, differ- 
 ence between leaky 137 
 
 Disconnected 136 
 
 Leaky 137 
 
 Tires, cause of loose driving wheel. 94 
 Detection of loose driving 
 
 wheel 94 
 
 Distribution of engine weights 
 
 with broken wheels and .82, 93 
 
 Loosening of driving wheel. . . 94 
 Remedy for broken driving 
 
 wheel 82, 93 
 
 Towing, disconnecting dead engine 
 
 for 179 
 
 Transom for four-wheeled engine 
 
 truck, broken no 
 
 Troubles, locomotive 12 
 
 Truck, broken tender 166 
 
 Frame on mogul or consolida- 
 tion engine, remedy for 
 
 broken no 
 
 Frame, remedy for broken. . . no 
 Of consolidation or mogul loco- 
 motive, removal of 108 
 
 Tube, leaky . 120 
 
 VALVE, action in case of broken. . . 20 
 
 Detecting blow of 15, 1 6 
 
 Disconnected tank 167 
 
 In central position with broken 
 
 rocker arm, setting 35 
 
 Lip broken 33 
 
 Locating a dry 26 
 
 Location of leaky 15, 16 
 
 Method of clamping 18 
 
 Motion defects, locating 27 
 
 Of Baldwin four-cylinder cross- 
 compound locomotive bro- 
 ken 213 
 
 Of four-cylinder cross-com- 
 pound locomotive, treatment 
 
 of breakage of 212 
 
 Of tandem compound loco- 
 motive, broken 213 
 
 Packing strip, detection of 
 
 broken 24 
 
 Remedy for a cocked 27 
 
 Seats, remedy for worn 30 
 
 PAGE 
 
 Valves, instruction for setting. ... 49 
 In two-cylinder compound lo- 
 comotives, leaky 206 
 
 Method of testing piston 30 
 
 Remedy for worn 30 
 
 Valve stem, action in case of a 
 
 broken 22 
 
 Detection of broken 23 
 
 Or piston rod gland, broken. . 24 
 
 Valves sticking, cause of piston. . . 30 
 
 Tests of general condition of . . 28 
 
 To move, tendency of cisabled 32 
 
 Wear of 29 
 
 When blocked, remedy for 
 
 leaky 32 
 
 Valve yoke, broken 22 
 
 Detection of broken 23 
 
 Vauclain compound locomotive. 
 
 See Compound locomotive. 
 Walschaerts Valve Motion. Acci- 
 dents that may happen to the. . 79 
 
 Detail parts of the 79 
 
 Parts most likely to break 
 
 of the 79 
 
 Combination lever, disconnec- 
 tion of the 84 
 
 Coupling radius rod directly to 
 
 valve-stem in case of 84 
 
 Eccentric rod, adjusting length 
 
 of the , 87 
 
 Lead, to change the 86 
 
 Travel of valve altered by. . . 84 
 Disabled, blocking valve 
 
 when 8 1 
 
 Broken combination lever, vi- 
 brating link, or crosshead 
 
 arm 84 
 
 Broken eccentric crank, eccen- 
 tric rod, link, foot or con- 
 nection pins . . .' 83 
 
 Disconnection of when. . . .81, 84 
 Disconnecting radius rod when, 
 
 81, 83 
 
 WATER glass. See Gauge glass. 
 
 In cylinders, cause of 1 1 8 
 
 Wedge bolt, method of mending 
 
 broken 99 
 
 Result of a broken 99 
 
 Wedges, method of adjusting driv- 
 ing box 99 
 
 Weights with broken wheels and 
 
 tires, distribution of engine. ... 93 
 
 Wheel, broken engine truck in 
 
 Broken tender. . . 167 
 
 Hubs, repairing cracked driv- 
 ing 227 
 
 Re;nedy for broken driving.. . 91 
 Wheels and tires, distribution of 
 
 engine weights with broken. ... 93 
 Danger of running backward 
 
 with broken rear 167 
 
 Starting locked driving 184 
 
 Whistle broken off 137 
 
 Wrecking frogs, forms of 171 
 
 Wrist pin, remedy for a broken. . . 71 
 
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 FOR SALE BY ALL FIRST-CLASS DEALERS 
 
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 GRIMSHAW. Steam Engine Catechism. 
 
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 HISCOX. Gas, Gasoline and Oil Engines. 
 
 Every user of a gas engine needs this book. Simple, in- 
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 Tells all about the running and management of gas engines. Full 
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 HISCOX. Compressed Air in All Its Applications. 
 
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14 DAY USE 
 
 RETURN TO DESK FROM WHICH BORROWED 
 
 LOAN DEPT. 
 
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 Renewed books are subject to immediate recall. 
 
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 V 7 1*051 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 LD 21A-50m-4 '59 
 (A1724slO)476B 
 
 General Library 
 University of California 
 Berkeley 
 
YA 0136 
 
 
 
 19481