mended a 5-in. minimum travel for freight car brakes. The revised M. C. B. rules, under paragraph 19 of rule 3, stipulate a minimum travel of 4 in. We believe further consideration of this subject will result in increasing this minimum limit. INSTRUCTIONS TO ENGINEERS. Now, let us consider the instructions to the various classes of employes, commencing with the engineers on page 2. Paragraphs 2, 3 and 4 should be carefully observed, especially paragraph 3, before connecting to the train. Paragraph 5 reads: After the engineer is satisfied that there are no serious leaks in the train, he will, at a signal from the inspector or trainmen, apply the brakes and leave them so applied until the brakes on the entire train have been inspected and the signal is given to release. We would recommend inserting in the third line, after the words "apply the brakes," the following, "by exhausting all the air from the train pipe." This is important for several reasons: 1st. One or more cars, on account of sluggish or dirty valves, may not work on a partial reduction of train pipe pressure, and would consequently have their brakes cut out and be unavailable for emergency service, which would not be the case were all the air exhausted in testing. 2d. In letting all the air out of the train pipe, engineers learn to gauge the length of their braked train, and determine whether they are working with a long train pipe or a short train pipe. At the Cape May convention we cited an accident that might have been avoided had the engineer of the road, responsible for the accident, been properly posted. A crossing was occupied by one of its passenger trains. A nixed freight train of another road was approaching The first ten cars of the train were equipped with air brakes, all connected up. The freight train approached at a fair rate of speed, the air brakes being applied from time to time, but when it became time to make the final stop, to the engineer's horror, his brakes did not hold as he calculated ten cars should, and he smashed into the passenger train with disastrous results. This in broad daylight, and when there was ample time to have held the train by hand brakes, had the brakemen been called. Investigation afterwards showed that in place of the ten air brake cars being in service there were only two. At a station previous to the crossing stop two additional air brake cars had been added to the train, the trainmen had neglected to open the stop-cock back of the second car, and the engineer, not being thoroughly posted about brakes, did not distinguish In the exhaust the difference between a two-car pipe connection and a ten-car connection. When the practice in testing brakes is to exhaust all the air from the train pipe, the engineer soon learns to approximately tell by sound the length of his train pipe, a very important consideration, and which may sometimes save scrious consequences. On page 4. paragraph 2 reads: With freight trains which are only partially equipped with the air brake, great care must be used to apply the brakes with only from six to eight pounds reduction, and to allow the slack of the train to be taken up before further appli cation is made, in order to prevent shocks, which otherwise may be serious. This is surely wrong; the more correct method is to let the slack take up first, and then apply the brakes. We would advise the same change on page 25, in answer to question 30. The next paragraph says: In making a service stop, ALWAYS RELEASE THE RAKES A SHORT DISTANCE BEFORE COMING TO A DEAD STOP, except on heavy grades, to prevent shocks at the instant of stopping. Even on moderate grades it is best to do this, and then, af er release, to apply the brakes lightly to prevent the train starting so that when ready to start the release will take place quickly. This of course refers to a train completely braked, and perhaps it would be well to so specify it, inasmuch as the preceding paragraph has reference to partially equipped trains, and the instructions would not be applicable in the latter case. If some of the hand brakes were set on the rear car the observance of such instructions would be almost certain to pull the train apart. The instructions under "Brakes applied from an unknown cause," at the bottom of page 4, are very clear and explicit and the following should be rigidly lived up to: If, however, the brakes go on suddenly, with a fall of the black pointer, it is evident that (a) a conductor's valve has been opened, (b) a hose has burst or other serious leak has occurred, or (c) the train has parted. In such an event, place the nandle immediately in position 3, to prevent the escape of air from the main reservoir and leave it there until the train has stopped, the brake apparatus has been examined and the signal to release is given. On page 5, the second paragraph of the clause about "Cutting out breaks" reads: When necessary to cut out either driver or tender brake, on account of defects, it shall be done by turning the handle of the four-way cock in the triple valve down, to a position midway between a horizontal and a vertical position. We would add to this "and leave the bleed cock open." At the bottom of page 7 we find the following: No passenger train must be started out with the brakes upon any car cut out or in a defective condition, without special orders from the proper officers. At points where there are no inspectors, trainmen must carry out these instructions. We would advise adding "as far as practicable." Traiumen have to be allowed a certain amount of discretion, and there is hardly a road but that has passenger trains at points where it is impossible to make air brake repairs and equally impracticable to communicate with the proper officers for advice. The paragraphs on page 8 about brakes sticking, train breaking into two or more parts, and cutting out the brake on a car, are specially cominendable. The last four lines under "Brake's Sticking " reads: The release may be effected be opening the small cock in the auxiliary reservoir, until the air begins to release through the triple valve, when the reservoir cock must immediately be closed. It is very important that as soon as the air begins to escape through the triple the bleed cock be immediately closed, for if left open for any length of time it might apply brakes on other cars in the train. The last 21⁄2 lines on top of page 9 of the paragraph about "Cutting out the brake on a car " is also specially commendable, and if carried out would aid much in maintaining the efficiency of the brakes. It reads as follows: When it is necessary to cut out a brake the conductor must notify the engineer, and also send in a report stating the reasons for so doing. Further down on page 9 we find: BURST HOSE. In the event of the bursting of a brake hose, it must be replaced and the brakes tested before proceeding. We would add to this "Providing the train is in a safe place." At the bottom of page 11, under "Instructions to engine house foreman," we find: DRAINING. The main reservoir must be drained of any accumlated water after each trip, and the drain cup in train pipe under the tender frequently. The auxiliary reservoirs and triple valves must also be frequently drained, especially in cold weather. We would like to see this changed by erasing, "and the drain cup in train pipe under the tender frequently," and inserting "and the train pipe under the tender must always be blown out thoroughly before connecting with the train." This is very important. The dirt, oil and grease from the pump, and the sweat and rust from the pipes while the engine is in the round house, all collect under the tank, and unless the above precaution is taken will be blown right into the first car cou nected to. The result of neglect in this matter is clearly seen by comparing the triple valves on baggage cars with those on Pullman cars. Let any man who doubts this place his hand over the tank hose and then blow the pipe out. The dirt he will catch will be very convincing. We will now pass over several pages, until we come to page 19. Question 40 reads: 40. Q. How much pressure can be obtained in the brake cylinder by the ordinary application of the brakes with 70 lbs. in the auxiliary reservoir ? A. About 50 lbs. pressure to the square inch. We would add to the reply with 9-inch piston travel." Tests that we have made with service application and an auxiliary pressure of 70 lbs. give the following figures: 4-inch travel, 58 pounds. 66. Q. How should the air cylinder of the air pump be oiled: what kind of oil, and why? A. It should be oiled very little, by once filling the oil-cup with West Virginia well oil daily. The oil must never be introduced through the air inlet ports. as this practice would cause the valves to gum up. The above answer is a very important one, especially the last two lines. Engineers frequently allow the air inlet ports to suck up the grease. Not only does such practice gum up the valves, but the grease works back to the engineer's valve, and often closes the preliminary exhaust port. On page 24, the questions and answers 74 to 76 are all very important, and should be carefully studied. The reply to question 89, on page 26, is not quite as clear as it might be. The question reads: 89. Q. Are the brakes liable to stick on after an emergency application, and why? A. 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. With the quick-acting triple valve this is especially necessary, because air from the train pipe as well as from the auxil iary reservoir is forced into the brake cylinder when a quick application of the brake is made, thus increasing the pressure in the brake cylinder, and requiring a high pressure in the train pipe afterwards to cause the brakes to be released. I have italicised the last three lines. The inference from that portion of the reply is that the cylinder pressure only has to be overcome to release the brake. It would seem to the writer to be more correct if the reply left the impression that auxiliary pressure also had to be Overcome. The air from the train pipe having gone into the cylinder, there has been less drain on the auxiliary reservoir, and consequently a higher pressure to be overcome in the auxiliary reservoir than if the air had been taken from that reservoir alone. To insert" without the usual reduction in the auxiliary reservoir" would seem to remedy this matter. The explanation would then read: "Thus increasing the pressure in the brake cylinder without the usual reduction in the auxiliary reservoir, and requiring high pressure in the train pipe afterwards to cause the brakes to be released." On page 30, we think some further consideration should be given the brake, in two questions. No. 113 reads: 113. Q. If a hose bursts upon the run, what must be done? A. The hose must first be replaced by a good one, and the engineer then signaled to release the brakes. The train must not proceed until the brakes have been re-connected and tested upon the train to see that all are working properly. We would preface this answer by saying, "If the train is in a safe place -etc., etc." We would also add another question and reply as follows: 113%. Q. If a hose bursts and the train is not in a safe place, what must be done? A. Shut the stop cock immediately ahead of the burst hose, signal the engineer to release the brakes, release the rear brakes by bleeding the auxiliary reservoirs and proceed to a safe place to connect and test the brakes as provided in Q. 113. In the reply to Q. 114 we think that the last three lines which we have italicized might be crossed out. 114. Q. If the train breaks in two, what must be done? A. The cock in the train pipe at the rear end of the first section must be closed, and the engineer signaled to release the brakes The two parts of the train must then be coupled, the hose connected and the brakes again released by the engineer. After the tram has been completely coupled up and the brakes are released, all brakes must be tested before continuing the run. We would also recommend inserting the following, instead of the italicized clause: This is evidence that the brakes are in proper working order, and the train may then proceed. We believe all will concede that in case of a break-in-two, when all the hose have been recoupled, and all the brakes thown off by the engineer it is equivalant to a test of the brakes, and any further test is only an uncalled-for delay. In the answer to Q. 116. If the brake of any car is found to be defective on the run, how should you proceed to cut it out? A. By closing the cock in the crossover pipe of the quick acting brake, or in the triple valve of the plain automatic brake, and then opening the release cock in the auxiliary reservoir upon that car until all the air has escaped from it. We recommend omiting the line which we have italicized and inserting "and leave it open." This will prevent any accumulation of air in the auxiliary reservoir which may pass through leaky or defective cocks. It will be noticed that we have not commented upon the compressed train signal instructions. We believe that all such reference will have to be omitted from the proposed rules. The association has not yet made any investigation on the subject of train signals, and until that is done it will hardly be warranted in giving its endorsement to any specific device. We are aware that what has been said is hurried and incomplete and therefore hope that the report as submitted at our Cape May convention, as well as this paper, will receive careful study and consideration by our members before the October meeting. If the railroad companies and the brake companies will allow their brake experts to attend, fully prepared on the subject, the discussion that will be drawn out cannot help being of much value to all of us, including the committee that still has the matter in charge. If it will help the members in discussing this topic, I want to make a little apology for the paper. In order to meet you, gentlemen, I have taken this matter up in a great hurry and I am aware that I subject myself as a butt for a good deal of criticism. Now I am perfectly willing to be that butt, because I believe that a great deal of good will grow out of the discussion, and I do not think that everything I have read is beyond criticism. Mr. Rhodes was, upon motion of Mr. MacKenzie, asked to present his objections to the rules, section by section, so that the discussion might be direct, and so that he might give more full reasons for his objections. In discussing the question of certificates to employes, Mr. John MacKenzie thought that they would simply be an assurance that the man had done intelligent work on air brakes and would not guarantee him a position on any other road. Mr. Setchel called attention to the fact that because a man has been examined at one time and been found worthy of a certificate, it does not prove that at a later date he was sufficiently posted on air brakes to be an inspector. Mr. Rhodes believed that repeated examinations were important. On the question of piston travel Mr. Rhodes explained that his object in recommending a change from the minimum of figures there given (4 in.) was to have the actual variation between the minimum and maximum as small as possible in practice, and as the maximum, regardless of rules, would be 12 in., the smaller the minimum established the greater the range of variation. Mr. W. H. Lewis thought that the point in regard to minimum travel was well taken. The margin between a safe amount of travel and that amount by which the air would be permitted to escape in the leakage groves was too small when a 4-in. was the minimum. President Barr thought the rule was all wrong, and that the greatest stress should be laid on maintaining an average travel, say 8 in. He said, "I do not want to teach our inspectors that if the travel is 4 in. or 8 in., or if it is 6 in. or 9 in., it is all right. I maintain that with the piston traveling from 4 to 10 in. you would have great difficulty in throwing off brakes, on account of the varying pressures behind the triple valves. The rule ought to prescribe an average, and inspectors ought to be made to maintain that average as closely as possible." In discussing the manner in which freight brakes should be applied where the cars of the train were only partially equipped with air, Mr. Rhodes, believed that steam should be shut off and the slack allowed to be taken up before the brakes were applied. Mr. D. L. Barnes pointed out that if the train was traveling on an up grade this might be impossible. President Barr stated that he found that some of the best engineers and trainmen carry out the suggestion made by Mr. Rhodes by arranging to apply a few brakes at the head of the train by hand, before they apply the air. Another point in regard to making service stops was discussed, viz., the reasing of the brakes "a short distance iore coming to a dead stop, except on heavy grades." Mr. Rhodes thought the rule was right, providing the train was not a mixed one and there were no hand brakes set on other cars. Mr. W. H. Lewis thought that the value of the rule was largely contingent upon whether the train was going up or down grade. He believed that on heavy down grades it would be objectionable to release the brakes just before stopping. Mr. D. L. Barnes stated that on one road he knew the practice was not to release the brakes under such conditions, but to open the throttle sufficiently to prevent the jerk which the brakes occasioned at the moment of stopping. In discussing another point raised by Mr. Rhodes, viz., that in cases of burst hose or train breaking in two, the testing of the brakes, etc., should not be performed at that point unless it was perfectly safe to do so. At the close of the discussion Mr. Rhodes said: "I have given the brake question some attention, and have gone over it with our air brake inspector, and most of what I have said here is gathered from our practical men in the service. Now, I believe that if the superintendents of machinery and master car builders will take some pains to get some information from their practical men, and will come here with their men at the next meeting, it will result in our getting some information that will be very valuable." Compounds for Preventing Scale in Locomotive Boilers. At the October meeting of the Western Railway Club, Mr. J. N. Barr described the excellent results which are being obtained on the Chicago, Milwaukee & St. Paul in the prevention of scai in the locomotive boilers by the use of an alkaline compound. The compound consists of 3,750 gals. of water, 2,600 lbs. of 70 per cent. caustic soda and 1,600 lbs. of 58 per cent. soda ash. This makes a nearly saturated solution, which costs, barreled at the round-house, about 4 cents per gall. On the division between Milwaukee and Madison the water supply contains from I to 41⁄2 lbs. of incrusting solids per 1,000 galls., principally calcium carbonate and sulphate and magnesium sulphate. The amount of compound necessary to prevent the incrustation is 11⁄2 to 7 pints per 1,000 galls. of water. This is really only onefourth of the quantity needed for chemical combination, but the action of the compound is regenerative. The soda ash (sodium carbonate) extracts carbonic acid from the carbonates of lime and magnesia and precipitates them in a granular form. The bicarbonate of soda thus formed, however, loses its carbonic acid by the heat, and is again changed to the active carbonate form. Theoretically, this action might continue indefinitely; but on account of the loss by blowing off and the presence of other impurities in the water, it is found that the soda ash will precipitate only about four times the theoretical quantity. On the run between Madison and Milwaukee, 96 miles, passenger engines use a little over 4,000 gallons of water; and I gallon of the compound is put in the tender at the roundhouse before starting on each trip. Scaling is entirely prevented. One engine on this run has made 122,000 miles to Oct. 1, 1891, and a careful inspection of the boiler shows that it is as clean to-day as the first week it went into service; and no repairs whatever have been made on fire-box or flues. This compound precipitates the impuri ties in a granular form, and careful attention must be paid to washing out the precipitate. The practice is to change the water every 600 miles and wash out the boiler every 1,200 miles, using the blowoff cocks also whenever there is any indication of foaming, which seems to be caused by the precipitate in the water, but not by the alkali itself. The use of this compound is being steadily extended to other divisions of the road, and with encouraging results. In its application, however, great care is taken to get the right amount. An analysis of the water is made and the amount of compound necessary is calculated on the assumption that it regenerates four times, as explained above. In practice somewhat less than this is tried at first, and the amount increased if it is found that any scale is being formed. On the Chicago & Milwaukee passenger runs about 11,000 gallons of water are used, and the compound required is about 21⁄2 quarts per 1,000 gallons. It has been found impracticable to rely on the engine driver to apply the purge from cans with proper accuracy, and the amount for each run is therefore carefully determined, and it is put in at the roundhouse before starting. It will be noted that the waters treated are by no means the worst found in the West. It is intended, however, to try the compound on some of the worst waters in use, although no very satisfactory results are expected. In the discussion on this paper at the meeting on Nov. 17, Mr. Win. Forsyth suggested that the loss of heat through foaming and blowing off might more than offset the advantage due to the absence of scale and the consequent increased evaporation from the heating surfaces. He questioned whether better results would not be secured in water purification if the process was applied to the water in the tanks at the water stations. MR. GIBBS said this was no doubt the ideal method of purification, but he ques tioned whether it could be successfully carried out in practice. He had made many experiments in this direction, beginning with the Clark process, precipitating the lime salts with milk of lime; but to get exactly the right quantity of compound was too difficult a task. The mechanical purifiers, while well enough, perhaps, for stationary boilers, he did not believe could be successful on a locomotive boiler, where the circulation was so rapid that the sediment would be carried out of the purifier. As to foaming, while this is chiefly due to the sediment in the water, it is also due to some extent to the alkali in the water, so it would not be wholly stopped if the water were treated in the stationary tanks. MR. MCNAUGHTON had had two locomotives with mechanical purifiers, one Field and one Barnes, running on water similar to that used by the Chicago, Milwaukee & St. Paul, and the boilers show thus far no scale formation. Ordinary boilers are washed out every 1,500 miles of run, but these boilers are washed only once in 5,000 miles. MR. SMITH used the Smith compound. The cost is about 40 cents per gall. One gallon was used whenever the boiler was washed out (about once in 1,000 miles). It seems to prevent scale, and will even remove it when once formed. He had tried mechanical purifiers, but had so much difficulty with lime blocking the interior surfaces of the pipes that he discarded them. MR. HERR said the compound used on the Chicago, Milwaukee & St. Paul greatly decreased the work of cleaning flues. It is exceptional now to call in a boiler maker at the Milwaukee round-house (where 120 engines are handled) to calk flues, where a year ago two or three were at work nearly all the time. This compound will remove scale after it has formed even as thick as in. It seems to attack the scale on the hottest sheets first. He had proved by experience that the foaming was due to the fine sediment thrown down and not to the alkali in the water. MR. LEWIS had tried many compounds, and believed that chemical purification of water was a hopeless task. Mr. Barr's figures show that he is using about threefourths of a grain of chemicals per gallon of water, while the water contains 7 to 25 grains to the gallon of impurities. This looks like sending a pigmy to do the work of a giant. Perhaps a good share of the benefit which Mr. Barr finds is obtained by the frequent blowing off instead of by the chemicals. For the past year or more Mr. Lewis had used coal oil with very good results. When the boiler is emptied, just before it is to be washed out, a gallon of coal oil is poured in; and as the water rises in the boiler, the coal oil floating on the surface is deposited on the surface of the iron. It penetrates between the scale and the iron, and the scale cracks off when the boiler is heated. MR. GIBBS said the use of coal oil was open to some objections. Experience shows that a film of oil on a plate is liable to cause serious overheating of that plate. Boiler compounds are in general disfavor with master mechanics; but the reason is that they are not used intelligently. Hardly any two waters are alike in com |