A. This would indicate a leak in the control valve release pipe.
MISCELLANEOUS
194. Q. What is meant by an application of the brake?
A. The first and all following reductions, until the brake is released.
195. Q. How many applications of the brake should be made when making a stop with a passenger train, and why?
A. Two; the first a heavy one to reduce the speed quickly, and the second a light one to complete the stop; thereby preventing wheel sliding and shock to the train.
196. Q. How many applications of the brake should be made when making a stop with a long freight train?
A. One; this to prevent the possibility of causing damage to the train.
197. Q. Explain how a stop should be made with a freight train.
A. Probably no more difficult question to answer could be asked, as the service braking of a train must be governed by the condition surrounding it; meaning, relation of brake power to weight of train; rail condition; speed and grade. To prevent breaking in two and other damage, freight trains should be stopped with one brake application, which may consist of one or more reductions, up to full service. Generally speaking, the slack should be bunched before the brakes are applied, and this may best be done by gradually closing the throttle and allow the train to drift some little distance. The first reduction should not be less than five or more than eight pounds. The brakes should be applied as soon as possible after the slack has had time to run in, the object of this being to have the train slack adjusted while the brakes are least effective, due to the high speed and light brake cylinder pressure. It is at this time that damage may be done to the train; therefore, if the slack be kept bunched or stretched, as the case may be, the possibility of train damage will be greatly reduced. To obtain this condition, complete the stop with as light a brake application as permissible. When the brake is first applied, the engineer should note if the tendency be for the train slack to bunch or stretch, and having learned that the train is inclined to stretch badly, he can keep the slack stretched by making the initial brake pipe reduction before shutting off steam, then shut off steam gradually as soon as the brake valve exhaust port closes, the object in working steam being to prevent the slack running in as the application is made, which in turn will prevent severe jerks due to the slack running out as the rear brakes become effective. Where the locomotive is equipped with an independent release feature, its brakes should be kept released while the train brakes are being applied.