A. After the pressure is pumped up, a reduction of about ten pounds
should be made and the length and force of the brake pipe exhaust should
be noted, also the manner in which the exhaust closes; then a further
reduction of ten pounds should be made and the brake held applied until
signaled to release.
206. Q. If, when making a service application of the brake, the brake
pipe exhaust closes suddenly and then begins to blow again, what does it
indicate?
A. That the brakes, or at least part of them, have applied in quick
action.
207. Q. What is meant by a running test, and when should this test be
made?
A. A running test is made while the train is in motion, and steam is
being used, when a sufficient reduction should be made to apply all
brakes. After noting the efficiency of the brakes they should be
released. Running tests should be made following all standing tests and
at all other points on the road as required by the rules.
208. Q. When double-heading, which engineman should have full control of
the brakes?
A. The head engineer; the cut-out cock under the brake valve on the
second engine should be closed and the compressor allowed to run.
209. Q. How may the engineman assist the trainman in finding a bursted
hose?
A. After the train has come to a stop, the brake valve should be placed
in running position; by so doing, air will be admitted to the brake pipe
and cause a blow at the point where the hose is burst.
210. Q. If the locomotive brake creeps on with the automatic and
independent brake valves in running position, where would you look for
the trouble?
A. This is caused by the pressure chamber being overcharged or a
non-sensitive feed valve allowing brake pipe pressure to vary, which in
turn causes an automatic application of the brake.