The Locomotive Up to Date |
Other editions - View all
Common terms and phrases
adjusted air brake applied auxiliary reservoir axle boiler bolts brake cylinder brake valve broken Brooks Locomotive center line check valve clamp closed compound locomotives compression connected crank pin cross-head dead center device diameter distance driving box driving wheels eccentric blade eccentric rod engine equal exhaust port face fire box forward frame front full gear gauge hole hose inches indicates injector inside intercepting valve lead leak length line of motion link motion live steam located low-pressure cylinder main reservoir main rod move notch nozzle operation packing rings piston travel plate position pounds pump reducing valve remove reverse lever rocker arm screw shown in Fig side rods slide valve speed spring steam chest steam port stroke threads throttle train line train pipe pressure tram triple valve truck tube tumbling shaft valve gear valve seat valve stem weight
Popular passages
Page 668 - Cutting Out Brakes. — The driver and tender brakes must always be used automatically at every application of the train brakes, unless defective — except upon such grades as shall be designated by special instructions.
Page 674 - ... when cars are so equipped. RESPONSIBILITY OF INSPECTORS. — Inspectors will be held strictly responsible for the good condition of all the brake and signal apparatus upon cars placed in trains at their stations ; they will also make any examination of brake apparatus or repairs to the same, which they may be called upon to do by trainmen. GENERAL QUESTIONS REGARDING THE USE OF THE AIR BRAKE AND TRAIN SIGNAL. GENERAL QUESTIONS.
Page 364 - Fig. 44, and shows the intercepting and separate exhaust valves in the position when the engine is working compound. With the arrangement of valves shown in these figures, the engine can be started and run either compound or simple, and can be changed from compound to simple or from simple to compound at the will of the engineer, with any position of throttle, and at any point of cut-off.
Page 688 - What must be done with the air brake or air signal couplings when not united to other couplings, on cars equipped with dummy couplings ? A. They must be secured in the dummy coupling, so that the face of the dummy coupling will cover the opening of the hose coupling so as to prevent dust and dirt from entering the hose.
Page 674 - A. In the main reservoir on the locomotive, in the smaller or auxiliary reservoir on each car, and in the train pipe.
Page 683 - The brakes are harder to release after a severe application, because they are on with full force, and it requires higher pressure than usual in the train pipe to release them again. In this case it is necessary always to have in reserve the excess pressure on the main reservoir to aid in releasing the brakes.
Page 680 - If the main valve in the brake valve is unseated by dirt or by wear, what may be the result, and what should be done? A. It may be impossible to get the excess pressure ; when the brakes have been applied they may keep applying harder until full on, or when they have been applied they may release.
Page 668 - Even on moderate grades, it is best to do this, and then, after release, to apply brakes lightly, to prevent the train starting, so that when ready to start, the release will take place quickly. This does not apply to freight trains, upon which the brakes must not be released until the train has stopped. Emergency Applications. — The emergency application of the brakes must not be used, except in actual emergencies.
Page 328 - Therefore, the heating surfaces and grate area are practically the same in both types, and the evaporative efficiency of both locomotives is determined by the action of the exhaust, which must be of sufficient intensity in "both cases to generate the amount of steam necessary for utilizing, to the best advantage, the weight on the driving-wheels. This is a feature that does not appear in...
Page 223 - The fulcrum of the mechanism as a whole, the point of attachment to the piston-rod, and the pencil point are always in a straight line. This gives to the pencil point a movement exactly parallel with that of the piston. The movement of the spring throughout its range bears a constant ratio to the force applied and the amount of this movement is multiplied six times at the pencil point.