Chapter 3

A. When steam is not being used there is not much circulation of water in the boiler, and the water entering the boiler at about 150 degrees temperature is heavier than the water in the boiler. The cooler water will go to the bottom and reduce the temperature in that part of the boiler and causing the flues to contract in length as well as in diameter and this has a tendency to pull them out of the sheet. This will loosen them and cause them to leak. After the fire has been knocked this tendency is much greater, and for that reason cold water should not be put into a boiler after the fire has been knocked out. Always fill the boiler before the fire is knocked out.

66. Q. Is warm water in the tank of any advantage in making steam rapidly?

A. Yes; careful experiments have shown that a locomotive will generate one per cent. more steam for every eleven degrees that the tank water is heated; thus by heating the feed water in the tank from 39 degrees to 94 would effect a saving of five per cent.

67. Q. Then why not heat the feed water to the boiling point (212 degrees)?

A. If the feed water is heated much above 100 degrees it will not condense enough steam in the injector to cause it to work properly. Some injectors will work hotter water than others. It would also spoil the paint on the tank if heated to a much higher temperature.

68. Q. At 200 pounds pressure per square inch, what is the pressure per square foot on the sheets of a boiler?

A. About fifteen tons.

69. Q. What is the total pressure on the fire-box of a large locomotive?

A. Over 3,000 tons.

70. Q. Give a practical definition of heating surface.

A. The heating surface of a boiler includes all parts of the boiler and tubes that are directly exposed to fire or heat from the fire and are surrounded by water.

71. Q. Should an engine be slipped to get water out of the cylinders or steam passages?

A. No; the water should be worked out by opening the cylinder cocks and starting the engine slowly.

72. Q. What does it indicate when the smoke trails back over the train and into the coaches after shutting off?

A. It indicates poor firing or a lack of understanding between the engineer and fireman in regard to where the engine was to be shut off.

73. Q. Before shaking grates or dumping the ash-pan, what should be observed?

A. That the engine is not passing over bridges or cattle guards, crossings, switches, interlocking fixtures, or in yards. Fire on the track should be extinguished promptly at places where ash-pans are cleaned.

74. Q. Which is easier and more satisfactory on a long run, to stop and clean the fire if necessary or to continue to the end of a long, hard trip with a dirty fire?

A. Stop and clean the fire if necessary. It will save fuel and labor during the remainder of the trip and may also save an engine failure.

75. Q. Should you examine the flues to see if they are stopped up and leaking, and inspect the grate and grate rigging carefully before leaving the engine at a terminal?

A. Yes, so they can be reported if necessary. Clean flues and grates working well make a vast difference in the success of a fireman, and a great many engine failures could be avoided by keeping the flues and grates in proper condition.

76. Q. How should cab lamps, signal lamps, oil cans and lanterns be cared for?

A. They should be kept clean, free from leaks and always filled and ready for service before leaving terminals.

77. Q. About how many drops in a pint of valve oil when fed through a lubricator?

A. About 4,500 drops.

78. Q. Assuming that five drops per minute are fed to each of two valves and one drop per minute to the air pump, how many hours would be required to feed one pint of valve oil?

A. About eight hours.

79. Q. Assuming that the engine is running twenty-miles per hour, how many miles per pint would be run?

A. About 160 miles per pint.

80. Q. How many drops per minute should ordinarily be fed?

A. This will vary with the size of the locomotive and the work to be performed. On small yard engines one drop per minute for each cylinder is usually sufficient and one drop for the air pump every two or three minutes. This depends on the condition of the pump and the service being performed. For large engines in slow freight service four to five drops per minute, and for large engines in heavy fast passenger service from five to seven drops per minute should be fed. Air pumps in freight service where the brake pipe is in moderately good condition can usually be run with one or two drops per minute when handling long trains of cars equipped with air brakes.

81. Q. Will any bad results ensue from filling the lubricator full of cold oil?

A. Yes; when the oil gets hot it will expand and may break the glass or bulge or burst the lubricator.

82. Q. If a sight feed gets stopped up, how could you clean it out?

A. Close the water valve and the regulating valves to the other feeds. Open drain cock and draw out a small quantity of water so as to bring the oil in top part of lubricator below the top end of oil pipe leading to feed arm, then open wide the regulating valve to feed that is stopped up and the pressure from the equalizing tube will force the obstruction out of the feed nozzle and up into the body of the lubricator. Next, close this regulating valve until the feed glass fills with water, then open water valve and start feeds.

83. Q. How would you clean out chokes?

A. First, shut off boiler pressure and condenser valve; next, remove feed valve bonnet, then open main throttle valve, when the steam from steam chest will blow back through the choke plug, clearing it of any obstruction.

84. Q. What is superheated steam?

A. It is the saturated steam separated from the water from which it is generated with more heat added, increasing its temperature from 100 degrees to 250 degrees Fahrenheit above the saturated steam temperature.

85. Q. What is the advantage of superheating or increasing the temperature of the steam?

A. By increasing the temperature of the steam the volume of a given weight of steam is increased and all losses due to cylinder condensation are eliminated, which result in a reduced steam consumption, a saving in coal and water and increased boiler capacity.

86. Q. How is the increased temperature obtained by the use of the superheater?

A. By admitting the saturated steam into a partitioned receiver which has a number of 1-1/2-inch pipes attached to it. These are located in and extend nearly the full length of the large flues, the steam having to pass through these 1-1/2-inch pipes on its way back to the receiver, absorbs the heat from the gases passing through the large tubes, causing its temperature to rise, or in other words, become superheated.

87. Q. How much is the volume of steam increased by superheating?

A. For each 100 degrees of superheat added to saturated steam, at temperatures ordinarily used in locomotive practice, the volume of a given weight is increased roughly from sixteen to seventeen per cent.

88. Q. Why is the superheated steam so much more economical on coal and water than the saturated steam?

A. Because for a given amount of water evaporated you can increase the volume of steam 33 per cent. by superheating. It is readily seen that the coal does not have to be burned if the steam used has 33 per cent. more volume for filling space, or in other words, only so much steam can be admitted to the cylinders for every movement of the valve, and what can not be used must remain in the boiler, so if the engine can not use all of the steam that the boiler is capable of generating, the saving must show in coal and water. If you can not use all of the steam you do not have to burn coal to make it.

89. Q. Which is the better practice, to close the feed valves or water valve while waiting on sidings, etc.?

A. Close the feed valves; the water valve may leak.

90. Q. How can you tell if equalizer tubes become stopped up or broken?

A. If they were stopped up the equalization would be destroyed, and when the steam-chest pressure was less than the boiler pressure the feed would work too fast, the oil would enter the feed glass in a stream instead of forming into drops. If they were broken, the lubricator could not be used. The auxiliary oilers would have to be used to lubricate the cylinders.

=AIR BRAKE QUESTIONS=

1. Q. Explain how an air compressor should be started.

A. A compressor should be started slowly, with the drain cocks open to allow the water of condensation to escape; and as no provision is made in the steam end to cushion the pistons at the end of their stroke, it should be allowed to work slowly until a pressure of thirty or forty pounds has accumulated in the main reservoir; the piston, having to work against this pressure, will be cushioned at the end of each stroke. After the compressor is warm, the drain cocks should be closed and the throttle opened sufficiently to run the compressor at the proper speed. The lubricator should then be started and allowed to feed freely until eight or ten drops have passed, when the feed should be reduced to an amount sufficient for proper lubrication.

2. Q. What kind of oil should be used to lubricate both the steam and air cylinders of the compressor?

A. Valve oil.

3. Q. Where does the main reservoir pressure begin and end?

A. Begins at the discharge valves in the compressor and ends at the engineer's brake valve.

4. Q. Where does the brake pipe pressure begin and end?

A. The brake pipe pressure begins at the feed valve and ends at the brake pipe side of the triple piston, conductor's valve and at the rear angle cock.

5. Q. What is meant by excess pressure, and where is this pressure carried?

A. Excess pressure is carried in the main reservoir and is the pressure above that in the brake pipe.

6. Q. Why is excess pressure necessary?

A. To insure the prompt release of all brakes and quick recharge of the brake pipe and auxiliary reservoirs.

7. Q. How is the amount of excess pressure regulated?

A. By the compressor governor.

8. Q. Name the different parts of the air brake as applied to a car.

A. The triple valve, auxiliary reservoir, brake cylinder, brake pipe, angle cocks, cut-out cock, retaining valve, centrifugal dirt collector and strainer tee.

9. Q. What is the duty of the triple valve?

A. The triple valve has three duties to perform: Charge the auxiliary reservoir; apply the brake; and release the brake.

10. Q. What is the purpose of the auxiliary reservoir?

A. It is here that the air is stored that is admitted to the brake cylinder when the brake is applied; thus, each car carries its own brake power.

11. Q. What is the purpose of the brake cylinder?

A. It is here where the power of the compressed air is converted into work by forcing the brake piston out, moving the brake levers, rods and brake beams, forcing the brake shoes against the wheels, applying the brake.

12. Q. What is the purpose of the brake pipe and angle cocks?

A. It is through the brake pipe that all brakes in the train are placed into communication with the brake valve on the locomotive; and through the brake pipe, air from the main reservoir flows to the triple valves and auxiliary reservoirs on the different cars. The angle cocks are for the purpose of opening and closing the ends of the brake pipe.

13. Q. What is the purpose of the cut-out cock?

A. To cut out any brake that is not in operating condition.

14. Q. How is a brake cut out?

A. By closing the cut-out cock in the cross-over pipe and bleeding the auxiliary reservoir.

15. Q. How would you bleed an auxiliary reservoir?

A. By holding open the release valve on the reservoir until all air has escaped.

16. Q. How would you bleed off a stuck brake?

A. By holding open the auxiliary release valve until the brake piston starts to move toward release position.

=OIL BURNING LOCOMOTIVES=

1. Q. What are the fireman's duties on arrival at the enginehouse previous to going out on an oil burning locomotive?

A. In addition to the duties usually performed on any engine, the fireman should observe the condition of draft pans and arch, observe the condition of burner and dampers; try the oil regulating valve; see that the burner is properly delivering fuel oil to the fire; see that the oil heaters are in working order; that the fuel oil is heated to proper temperature; and see that proper supplies of fuel oil, sand and water have been provided as well as the necessary tools for handling an oil fire.

2. Q. How warm should the oil be at all times in the tank.

A. Warm enough to flow freely at all times, usually about 112 degrees. This temperature is about that which the hand can bear on the outside of the tank.

3. Q. If the oil is too warm, what happens?

A. Many of the good qualities of the oil may be lost by keeping it too warm, and the burner is more difficult to operate and does not work as well when the oil is kept at too high a temperature. Should the oil be too warm, it will give off too much gas which would be liable to cause an explosion in the oil tank.

4. Q. What tools are necessary for firing purposes on an oil burning locomotive?

A. The tools necessary for firing an oil burning engine include sand horn, brick hook, and a small iron bar to be used in cleaning carbon from the mouth of the burner.

5. Q. What is liable to happen if the heater valve is open too much?

A. If the heater valve is opened too much it would be liable to burst the heater hose as well as to heat the oil to a too high temperature and place an unnecessary strain on all the heater connections, causing them to leak.

6. Q. What should be done on approaching stations where additional supply of fuel oil is to be taken?

A. Shut off the fire, close safety and main oil valves, remove any lamps that are so close as to be unsafe when manhole cover is open.

7. Q. What care must be exercised in the use of lamps, torches or lanterns about oil tanks whether hot or cold?

A. Never permit oil lamps or oil torches to be carried within ten feet of the tank opening. Only incandescent lamps or pocket flash lights should be used around oil tank manhole when taking oil.

8. Q. How can oil in the tank be measured without taking a light to the manhole?

A. By inserting a measuring stick into oil in tank and taking stick to the light for reading.

9. Q. What precautions must be taken before entering tanks that have been used for oil to clean or make repairs?

A. Oil tanks, before being entered by workmen, should be thoroughly steamed and cooled before being entered. For safety they should be steamed from six to eight hours.

10. Q. How should the fire be lighted in an oil burning locomotive?

A. First see that no one is working under the engine, that there is the proper amount of water in the boiler and that it will flow through the gauge cocks, that there is no accumulation of oil in the ash-pan or fire-box or existing leaks throughout. If there is no steam in the boiler, the steam connections can be made to the three-way cock at the smoke-arch that will answer for blower and atomizer. If there are twenty pounds of steam in the boiler, it can be operated with its own blower. If oil in the tank is too cold to flow into the burner readily, it must be heated. Open the front damper and put on the blower strong enough to create the necessary draft, open the atomizer valve long enough to blow out any water that might be in the steam pipe to the burner, then close the valve and throw a piece of burning waste in front of the burner and open the atomizer valve enough to carry oil to the burning waste and open the regulating valve slowly until the oil is known to be ignited. Watch the ignition through the hole in the fire-box door, then regulate the steam and oil supply to suit. Be sure that no oil is wasting below the burner or an explosion may result that will prove disastrous.

11. Q. Should the fire go out and it is desired to rekindle it while bricks are hot, is it safe to depend on the hot bricks to ignite the oil without the use of lighted waste?

A. No; depending upon the heat from the firebricks to re-light the fire is dangerous and forbidden.

12. Q. What is termed an atomizer, and what does it perform?

A. The atomizer is a casting containing two long ports with an extension lip; the upper port is for oil and the lower one for steam. The lip aids the steam in atomizing and spreading the oil, which, when properly mingled with the air and ignited, will produce combustion. The atomizer is located just under the mud-ring and pointed a little upward, so the stream of oil and spray of steam would strike the opposite wall a few inches above the bottom if it would pass clear across the fire-box.

13. Q. In starting or closing the throttle of the locomotive, how should the fireman regulate the fire, in advance or after the action of the engineer?

A. In starting an oil burning engine the oil should gradually be brought up as the throttle is opened and the movement and amount of oil should be kept slightly in advance of the action of the engineer in order to prevent an inrush of cold air as the engine is working, which would result in injury to the fire-box and flues. When the throttle is to be closed, the fire should be reduced very slightly in advance of the closing of the throttle. This is to prevent the engine from popping off and black smoke drifting back over the train.

14. Q. Is it necessary that the engineer and fireman on an oil burning locomotive work in perfect harmony and advise each other of intended action at every change of conditions?

A. Yes; they should work in harmony with each other on any locomotive. The fireman should watch every move the engineer makes, and the engineer should advise the fireman of every intended change of the throttle, so he can operate his valves accordingly and save fuel and avoid black smoke.

15. Q. What is the effect of forcing the fire on an oil burning locomotive?

A. Forcing the fire is very hard on fire-box sheets and flues, and will cause them to leak. An even temperature should be maintained in the fire-box of any locomotive.

16. Q. Is a careful regulation of steam and oil valves and dampers necessary to obtain the most economical results?

A. Yes; the fireman's oil valve should be opened just wide enough to permit a sufficient amount of oil to be fed to produce a good fire, but not wide enough to waste oil or produce a volume of black smoke.

17. Q. How can you judge whether the combustion is good or bad, so the valve may be regulated accordingly?

A. By the color of the fire in the fire-box. When it is a dull red color, the temperature is below 1,000 degrees and combustion is incomplete, dense black smoke will issue from the stack. If it is a bright red, the temperature will be about 1,800 degrees and combustion very good, and no black smoke will appear from the stack.

18. Q. How should the flues be cleaned from soot when running, and about how often is this necessary?

A. By placing a small quantity of sand in an elbow shaped funnel or horn, and by inserting same in an opening provided in fire door while engine is working hard, allowing the exhaust to draw the sand through the flues, thus cutting soot and gum from them in its passage and discharging it from the stack. It is necessary that the flues be cleaned of soot on leaving terminals or sidings where the engine has been at rest for any length of time, and also as often as found necessary to aid the engine in steaming. This depends to a great extent upon the degree of perfection with which combustion is obtained. Attention should also be given flues just prior to entering points where engine is to be put in roundhouse or otherwise detained in order to leave the flues clean, as this will aid in putting engine under steam with little delay where the blower alone is to be relied on for draft.

19. Q. Is the injudicious use of the blower particularly injurious on an oil burning locomotive?

A. Yes; the injudicious use of a blower is injurious to any boiler. The cold air drawn through the fire-box is hard on the sheets and flues and will cause them to leak.

20. Q. Is the blower more injurious when a light smoke is emitting from the stack or when a dense black smoke is emitting?

A. It is most injurious when a light smoke is emitting.

21. Q. In drifting down long grades should the fire be shut off or burned lightly? Why?

A. The fire should be burned lightly and not permitted to get low enough to allow the fire-box to lose its temperature, as this will contract the flues and cause them to leak.

22. Q. How should the fire be handled when switching?

A. The fire must be regulated to meet the requirements of the work the engine is performing on each move and to protect against any possibility of the fire being drawn out by the exhaust.

23. Q. Would not some fuel be wasted in this way?

A. Not necessarily. A waste of fuel can be avoided by close attention on the part of the fireman when switching as well as when running.

24. Q. How should the fire be handled when leaving stations?

A. It should be burning brightly and strong enough to prevent the draft from putting it out when the throttle is opened. And a little smoke should show up at the stack, which would indicate that the fire was being forced just a little ahead of the working of the engine.

25. Q. Which is desirable, to use as much or as little steam jet atomizer as possible?

A. It is desirable to use as little atomizer as will make engine show perfect combustion and economy.

26. Q. What is the result of too little steam jet atomizer when standing at stations or when the engine is working light?

A. The result of too little atomizer when standing at station or when engine is working lightly, will result in the oil not being carried far enough into the fire-box or arch and not properly atomized and the fire is liable to go out. The oil will drop from the mouth of the burner into the draft pan to the ground where it is very liable to start a fire under the engine.

27. Q. If too much steam jet atomizer is used with a light fire?

A. It will create a disagreeable gas, which will cause the fire to burn with a succession of light explosions and kicks, also a waste of steam, and which would reduce the fire-box temperature.

28. Q. When the fire kicks and smokes, what should be done?

A. The atomizer should be adjusted. If this does not overcome the trouble, the heater should be put in service, for, possibly, the oil is too cold to flow freely. Another cause of the fire kicking and smoking results from water being mixed with the oil. If this is the case, it should be drained out of the oil tank immediately.

29. Q. How should the dampers be used on an oil burning locomotive?

A. They should be opened just enough to admit sufficient air to produce perfect combustion, but not enough to cool the fire-box. The dampers should be closed when the engine is drifting or when at rest and the fire is cut very low or is out entirely.

30. Q. About how much smoke do you consider an oil burning locomotive should make under adverse conditions, when the engine is steaming well, but is being crowded by the engineer?

A. Only a light smoke should show at the stack.

31. Q. What color is most desirable at peep holes in the fire-box?

A. A white color is most desirable.

32. Q. What will produce the bright red color?

A. Leaky steam pipes, side seams, flues and improper combustion will produce a ruddy color in the fire-box.

33. Q. How does water in the oil affect the fire?