Enginemen's Magazine, February, 1952 105

Damage Prevention from

Diesel Crankcase
Explosions Crankcase explosion problems are
not new . They have been with us
as long as we have had closed crank-
By A. C. CAVILEER, Head, Large Diesel Engines Branch, Internal Combustion cases .
Engines Laboratory, U . S. Naval Engineering Experiment Station, Essentially, the danger of an ex-
Annapolis, Maryland* plosion exists in any closed-in piece
of operating machinery . In its bare
As the largest user of diesel engines in the world, the Navy Department is fundamentals, the danger consists of
greatly concerned in solving the problems involved in crankcase explosions the lubricating oil being in contact
and providing adequate means to minimize the hazard to personnel and equip- with the oxygen of the air in the
ment. The general problem is stated, and the test work being undertaken by correct ratio and type of mixture and
the author's branch is described . Results are given, also recommendations for a source of heat to ignite the mixture .
adequate pressure-relief arrangements .

D
If engines could be built, main-
tained and operated in such a man-
IESEL engines are generally bulges before the train could proceed ner as never to develop any over-
considered to be inherently through bridges . heating sufficient to reach the igni-
safe" engines . Unfortunately, The Internal Combustion Engine tion temperature in the crankcase
however, a very real and serious Laboratory of the U. S . Naval En- while operating, we would not have
potential danger exists in the crank- gineering Experiment Station has crankcase explosions . While this is
cases of most engines . This danger been investigating this problem from the ideal approach, unfortunately, it
consists of the possible explosion of the ship's operation standpoint, and is not always possible with any snake
the lubricating-oil vapors which are it is the purpose of this paper to of engine or in any operating service.
mixed with air in the crankcase . present some of the results of these In view of this, the Navy is proceed-
Some size engines are worse than investigations . As the world's largest ing with its crankcase explosion in-
others ; some makes or types are user of diesel engines, the U. S. Navy vestigations along the lines of mini-
worse than others . Engines that are has a vital interest in correcting any- rnizing the effect of the explosion by
not properly designed, operated or thing which impairs the efficiency of protecting as much as possible the
maintained, generally are the worst its ships or crews. equipment and personnel . To do
offenders .
Three examples will serve to in-
dicate the seriousness of the problem
by illustrating the violence which
may accompany a crankcase explo-
sion. The passenger liner Reina del
Pacifico had a crankcase explosion
which killed 28 men and injured
25 in the engine room. Another
explosion in Rushville, Indiana, re-
sulted in wrecking a building and
the loss of two lives . The third
example is a streamlined train which
had an explosion severe enough to
bulge out the sides of the locomotive.
It was necessary to hammer in these

* Contributed by the Oil and Gas Power

Division and presented at the Dallas,
Texas, Oil and Gas Power Conference of
the American Society of Mechanical
Engineers and reproduced with special
permission .
Note : Statements and opinions advanced
in this paper are understood to be the
individual expressions of the author and
not those of the Navy Department or of
the Society . Fig. I . Result of crankcase explosion in test engine .
106
Fig 2. Crankcase explosion door test setup.
this, a test setup, expressly designed
to simulate crankcase explosion con-
ditions, has been used.
Pattern of Crankcase Explosions
study of reports of crankcase
explosions, while frequently mislead-
ing, indicates that most explosions
follow a general pattern varying only
in intensity and in the number of
phases through which they progress
as follows
1 . An operating part such as a
piston or bearing becomes over-
heated.
2. This overheated part ignites the
mixture in the crankcase . This
mixture consists of mechanically
atomized oil droplets thrown off by
the moving parts and/or vaporized
petroleum products produced by the
lubricating oil coming in contact with
the overheated part. Depending on
the air-fuel ratio, the ignition source,
the shape and size of the enclosure,
and other factors, a primary explo-
sion varying in intensity from a puff
of white smoke to an explosion of
rather severe force may occur . In
most cases all of these factors do not
occur exactly right to produce the
more violent explosions. If the
crankcase can be opened quickly to
the atmosphere through adequate
apertures, excessive pressures will
be prevented from building up in the
crankcase . However, when the ex-
pansion and escape of the gases due
to the pressure and energy of the
explosion are finished, there is a
contraction of the gas in the crank-
case which will tend to pull in. a
fresh supply of air . If the relief
openings are immediately closed
following the expansion and release
of the gases, there is a possibility that
the engine can be stopped before
Brofherhood of Locomotive Firemen and
duct of special experimental tests.
The relief plates opened as they were
supposed to, as indicated by the dirty
oil around the plates, but one door
was blown off of the crankcase with
sufficient force to dent the additional
safety shield which had been pro-
vided around the engine to safe-
guard personnel against the effects
of such explosion . The blackened
side of the engine above and near
the crankcase opening indicates the
intensity of the explosion . Fortu-
nately, the conditions in this case
were not just right, as the secondary
explosion did not occur.
It is interesting to note that in
this and several similar cases, the
door which was blown off was at the
opposite end of the engine from the
cause of the explosion, probably the
result of the pressure in the crank-
case increasing as the pressure wave
further explosions occur. It should progressed along the length of the
be noted that when gasket or frangi- crankcase . As the gases contracted,
ble diaphragm type of relief areas the burned, oxygen-depleted-atmos-
are provided, they xvill provide only phere receded toward the closed end
for the relief of the primary explo-
sion and will not prevent the inrush
of fresh air.
3 . If the crankcase is suddenly
opened to the atmosphere by the
blowing off of a crankcase door or
the rupturing of some part of the
crankcase, the fresh air will rush in
following the explosion and will
provide the necessary additional
oxygen for a possible secondary
explosion . It is this secondary ex-
plosion which in most cases is re-
sponsible for most of the damage and
should be prevented at all costs.
Fig . 1 shows what happened at
the Station when an explosion ac-
tually occurred in the crankcase of
a diesel engine as a result of a blower
seizure resulting from extraordinary
operating conditions during the con-
MOSYHEN1C INLET
Fig. 3. Explosion chamber and piping .
Enginemen's Magazine, February, 1952
and thus prevented fresh oxygen
from reaching the hot spot, prevent-
ing the secondary explosion.
Limitations of Experimental Work
The best way of conducting ex-
periments on crankcase explosions
would be actually to produce such
explosions in the crankcase of a
running engine under controlled con-
ditions and with proper instrumen-
tation . This procedure, because of
the associated accident and fire
hazards, and the need for special
precautions, would require an ex-
penditure of more funds than are
available for this type of work .
Neither is an academic study of the
theoretical aspects of petroleum-air
mixture explosions necessary for
this phase of the problem.
The Navy's approach to this prob-
lem is to maintain and operate its
engines as carefully as operational
requirements will permit in an effort
to avoid the conditions which lead
up to crankcase explosions ; then,
to be able to contain the explosion
and limit or prevent as much as
possible the effects of crankcase ex-
plosions and fire which sometimes
follows.
As a result of the foregoing, a
program is under way to test and
develop adequate crankcase covers
for all types of engines in common
use in the Naval service that are
known to be subject to crankcase
explosions. Incidentally, the pro-
gram also includes tests on ttivo=cycle
engine air box covers as this prob-
lem is verv similar.
Many diesel engine builders have
made investigations of crankcase ex-
plosions in their engines. Most
builders have, however, been reluc-
tant to publish the results of their
work for fear that it might be a
Above: Fig. 6. FAILED CLAMP BAR.
Left : Fig. 5.
confession on their part that their
engines are particularly susceptible
to explosions.
Results of our tests have shown
that several otherwise satisfactory
crankcase door installations are very
ineffective in providing protection
against crankcase explosions. The
most serious deficiencies have been
the method of securing the door to
the engine and the method and
material used for the gasketing be-
tween the door and the door opening.
The tests conducted by the Navy
are divided into two categories as
follows
1 . Tests of explosion-relief type
doors designed to relieve the initial
explosion pressures and thereafter
to seal the crankcase from the inrush
of fresh air following the explosion.
2. Tests of plain type doors to
withstand the pressures of the crank-
case while other relief means are
operating to prevent excessive pres-
sure rise in the crankcase.
Test Setup and Procedure
The setup for these tests is shown
iii Figs. 2 and 3, and consists of an
107
FAILED CLAMP BAR. Maximum explosion
pressure at failure, 16 psi.
explosion chamber equipped with
the crankcase door under test . This
chamber is connected by piping to
a blower and necessary valving and
metered fuel supply . As it was im-
possible to reproduce exactly the gas
composition that exists in the crank-
case, a mixture of chemically pure
propane (Ca1Is) and air was used.
Propane was selected because of all
the paraffinic hydrocarbons, propane
has the highest rate of flame propa-
gation and would probably give an
explosion pressure as high or higher
than would be encountered during an
explosion in a crankcase.
Prior to each test, the circulating
blower was operated to ventilate the
tank and piping and to clean out all
traces of the burned gases from the
previous explosion and to fill the
system with a fresh charge of air.
From the known volume of the tank
and piping, and the temperature and
barometric pressure of the air in
the tank, the correct amount of the
propane gas to produce the desired
air-gas ratio could be determined .
After all openings to the atmosphere
were closed and with the circulating
Fig. 7. Relief plate
type of crankcase
door.
10 8
Fig. 8. Explosion pressures relieved by cover relief valves .
blower operating, the propane gas
was fed slowly into the system
through a laboratory type "preci-
sion" Sargent wet-test gas meter.
The circulating fan was then run
for two minutes to assure thorough
mixing of the air and fuel. The tank
was isolated from the circulating
piping by means of valves and the
charge was then ready for ignition .
A Maihak diesel engine cylinder
pressure recorder, with the drum
driven by a belt from a motor, was
used to record the combustion pres-
sure. This was followed in quick
succession by the starting of the
motion picture camera (when used)
and the ignition of the charge in the
tank by means of the spark plug.
Effect of Test Explosions
The first tests on several makes of
doors tested, dramatically disclosed
what could happen when a severe
90
w escape of the explosion gases and
>r
BO
w ing violence or concussion, and the
.
0 70
m 60
50
v explosion chamber
0 40
30
a
x the cork gaskets on these plates, be-
w
20
10
RATIO
RELIEF VALVE AREA - SQ IN
EXPLOSION CHAMBER VOLUME- CU FT
crankcase explosion takes place in
an engine . Due to the weak con-
struction, the strongback would
buckle and collapse and the door
would fly violently from the test tank,
Fig. 9. RELIEF VALVE GASKETS AFTER EXPLOSIONS .
Left : Sections of gasket burned out after three explosions. Center : Gasket protected by
metal ring still in condition to seal crankcase after seven explosions . Right: Sections of
gasket blown oct after two explosions .
followed by considerable flaming gas,
Fig. 4, and slam into the sandbag
Fig. 10 . Effect
relief valve area on
pressure .
2 .0
Brotherhood of Locomotive Firemen anc&
revetinent. The concussion result-
ing from the explosion. was quite
severe, and in one case broke nine
panes of window glass. It would not
be safe to be in that part of a ship's
engineroom where one could be
struck by one of these doors or close
enough to be burned by the flames
which followed .
Figs . 5 and 6 show doors which
were blown from the test tank by
these explosions . It is interesting
to note that the maximum explosion
pressure recorded during an explo-
sion when a door was blown off
seldom exceeded sixteen psi
(pounds per square inch) . The
total pressures on the areas of the
doors was approximately 1800
pounds .
Several styles of relief type doors
were developed and tested . However,
the results on two types were the
most significant. One type door
provided spring-loaded plates for
relief of the excess pressure. This
type door is shown in Fig . 7.
The results on this type door were
quite satisfactory . When an explo-
sion occurred, the relief plates
opened and permitted the gradual
prevented a build-up of excessive
pressure. There was no accompany-
only sign of an explosion was a
moderate sound similar to escaping
of air pressure. The pressure recorded
was approximately twenty psi. Sev-
eral photographs were taken of these
explosions and are shown in Fig . 8.
It was found desirable to provide
retainer rings for flame protection
and good cementing technique for
cause of the tendency of the explo-
sion to blow the gasket from the plate
or to burn the edge and face of the
gasket, Fig. 9.
While using this type door, tests
were conducted to determine the
effect of varying the relief valve area
on the explosive pressure in the
tank. Fig. 10 shows the results of
Enginemen's Magazine, February, 1952 10 9

this test and indicates that it would

be desirable to have approximately
1 .5 sq. in. of relief valve area for each
cubic foot of crankcase volume .
A door was also tested which Explosion
provided the maxiinuin gas-escape Fig. 12 .

area by being held onto the engine pressures relieved by

frame by ineans of a spring-loaded spring loaded cover.
strongback, Fig. 11 . This door acted Typical flame pat-
to relieve the explosion pressure by tern.
lifting the entire door off the engine
opening, Fig. 12. The results of this
test were disappointing because, in
spite of the fact that adequate protec-
tion was provided by its relief of the
pressure and its ability to reseat
properly, it was awkward to handle,
was too heavy and, when it did 1 . The test setup and method has been announced by the General
which have been used are satisfac- Electric Company.
relieve an explosion, the concussion
was severe . The flame which was tory for testing the adequacy of This dramatic 16-mm, sound pro-
present when the door was lifted crankcase doors to withstand crank- duction, filined on locations from
case explosions .
was also excessive for the same ex- California to New Jersey, tells the
plosion conditions as was used with 2. The relief area for crankcases story of major developments con-
should be approximately 1 .5 sq. in. tributing to comfort, speed and
the small relief plates . The explo-
sion pressure in the tank was ap- for each cubic foot of volume of the safety of passenger travel, and to
crankcase.
proximately fifteen psi with this type improved service for freight move-
of door. 3 . Light weight multiple relief ment .
valves are desirable along the length
Again it should be stressed that Featuring electrification of rail-
of the engine crankcase.
the only adequate solution is correct roads during the last two decades,
design, operation and maintenance of 4. Relief valves should be capable the movie describes development
of relieving pressures in excess of of diesel-electric power, starting
the diesel engine so that hot spots
twenty psi. with the first successful diesel-
will not be developed in the crank- 5 . Good gasket cementing tech- electric placed on the rails by Gen-
case. Included in the correct design
niques, with some type of flame eral Electric in 1924. Also it tells
of a diesel engine should be adequate
protection, should be used to prevent the progress story of railroad com-
provision, as has been illustrated, to
cope with the possible dangers of loss or burning of gasket as a result munications, modern materials
of an explosion. handling, centralized traffic control,
crankcase explosions. 6. All parts of a crankcase should safety equipment and electrification
It is gratifying, however, to note
be capable of withstanding an ex- of passenger cars, dining cars and
that reports of crankcase explosions
plosive force of twenty psi. lounges.
which have occurred since the appli- "Shining Rails" was produced by
cation of the improved type doors Academy Productions, Inc., of
indicate that the explosions have"Shining Rails," New Hollywood for General Electric .
G-E Color Film
been contained and that the dangers The company's transportation divi-
to personnel. and equipment have
been greatly reduced. "Shining Rails," a new full-color, sion supervised the production
twenty-minute motion picture on technically.
Conclusions railroading, depicting the part It was directed by Richard Lv-
From the test work which has electricity plays in modern rail- ford, director of a recent prize-
been completed the Navy has drawn roads and portraying railroading winning film, "The Titan ."
the following conclusions progress during the last 25 years, Produced as an educational pro-
gram to show the public advances
in modern railroading practices, the
movie will be available for loan at
General Electric Apparatus sales of-
fices throughout the country. Also,
it can be purchased at cost by or-
ganizations desiring film prints for
permanent use.
"Shining Rails" is a sequel to
Fig . 11 . Spring "Railroadin," an Alco-G-E film
loaded crankcase produced in 1940 which met with
high public acclaim.
cover . H. W. Gouldthorpe, manager of
the company's transportation di-
vision, explained that while the
new film is a record of the extent
electricity is used in modern rail-
roading, the specific purpose of
the movie is to dramatize the rail-
roads' place in our society, and to
 Brotherhood of Locomotive Firemen and

encourage America's youth to con-

sider careers in railroading, a
modern and progressive industry
with an expansive future.
"The Association of American
Railroads has cooperated in this
venture, and we hope every inter-
ested railroad in the country will
make use of the film to tell their
amazing story of progress," Mr.
Gouldthorpe said.
As a symbol of the progressive-
ness of the nation's railroads, the
new General Electric gas-turbine
electric locomotive, first in the
United States, is shown in action
in the movie.
The Rock Island Railroad bridge
at Davenport, Iowa, opened in 1856,
was the first to span the Mississippi
River . Built of wood, resting on
stone piers, this 1582-foot structure
was described as "the mechanical
wonder of the West." The first loco-
inotive to run over the completed
USING MISSOURI PACIFIC LINES radio in a diesel locomotive is Brother R. H. Thomp-
bridge was the Des Moines on April son, engineer, member of Lodge 400 of our Brotherhood, whose home is in Osawa+omie,
21, 1856. Kansas .

Missouri Pacific Orders Operations at St. Louis and Kansas

City, including all yard switching,

126 Diesel Units

will be performed by diesels."
On the Gulf Coast Lines and
International-Great Northern Rail-

T HE Missouri Pacific has been

authorized to spend $20,823,000
for the purchase of 83 diesel
locomotives . Since some of the
locomotives will consist of two and
three power units the number of
units authorized will total 126, of
which 101 will be radio equipped.
The authority was granted by U. S.
District Judge George H . Moore in
whose court the road's reorganiza-
tion plan is pending .
"When the 126 units authorized
are received," states P. J. Neff, chief
executive officer, "the railroad will
have in operation about 700 diesel
units, enabling it to dieselize com-
pletely all trains west of St. Louis to
the Colorado Rockies and south from
St. Louis to Bismarck, Missouri.
road, Missouri Pacific subsidiaries
operating in Texas and Louisiana,
Neff said, all trains south of Ft.
Worth and Houston to the Mexican
border will be pulled by diesel
power .
Neff pointed out that certain
freight and passenger trains in other
MoP territory are already pulled
by diesel locomotives so it can

ONE OF THE LATEST ADDITIONS TO MISSOURI 1'4C'= _° i~!N S

shown here, ready for service .
Enginemen's Magazine, February, 1952

GEA-5652 "Armature and Field

Coils," describing G-E coils for
transportation equipment, including
traction motors, generators, motor
generators, auxiliary generators,
blower motors, amplidynes .
These bulletins may be obtained by
writing General Electric Company,
Schenectady 5, New York.

Erie Nears Complete

Dieselization
The Erie Railroad will probably
be the first fully-dieselized trunk line
railroad in the East, it was predicted,
in announcing that Erie directors ap-
proved the purchase of thirteen addi-
tional diesel-electric locomotives a
few weeks ago . Cost was estimated
at $1,900,000 .
"Based on the current volume of
business, it would take only approxi-
mately $9,000,000 more to complete
the program," according to the an-
MISSOURI PACIFIC FIREMAN J. E. CASSIDA is shown about to answer a call received nouncement . "How fast we can go
via train radio. Brother Cassida resides in Osawatomie, Kansas, and is a member of
toward this goal will depend on our
Lodge 400.
financial ability ." The Erie has in-
vested over $60,000,000 in diesels in
be said that when the 126 units are G-E Transportation the last seven years and will own
delivered some diesel power will be 427 units when those now on order
provided on all main. routes, leaving Bulletins Available
are received .
onlv a few branch lines to be sim- The following bulletins have just By the middle of 1951, the Erie
ilarly equipped . been issued by the General Electric handled 94 per cent of its freight
Forty of the units to be pur- Company business with this modern type of
chased will be used in road freight GEA-5609 "Six-Motor 1600 hp motive power . A year previous, 60
service ; 55 will be road switchers- Road Switcher," describing in detail per cent of all gross ton-miles were
that is, units which can be used for the Alco-GE heavy-duty all-purpose handled with diesels, it was ex-
either road or yard switching service locomotive . plained .
-eighteen will haul passenger trains
and thirteen will be local yard
switchers .
All of the road engines, including
the road switchers, will be equipped
with radio for cab to caboose com-
munication in freight trains; and for
communication with all other trains
within the talking-listening area.
According to Neff, Missouri Pacific
will have 438 radio-equipped diesel
units in operation when the locomo-
tives just authorized are received
and placed in service .
The new diesels will permit the
retirement of 164 steam locomotives .
When delivery of the 126 units
has been completed, early this year,
Missouri Pacific estimates 84 per
cent of its freight gross ton-miles,
90 per cent of its passenger train-
miles and 70 per cent of its yard
switching locomotive hours will be
performed by diesel power.

With less than 6 per cent of the

world's land area and about 6 per
cent of the world's population, the
United States has about 29 per cent
of the world's railway mileage .
THE ERIE RAILROAD has assigned these three-unit General Motors 4500 hp diesel-
electric locomotives to freight service . Sixteen new General Motors two-unit locomotives
develop the same horsepower and are pulling Erie passenger trains between New York
and Chicago.

"When delivery is made on the
fifteen previously ordered, together
with the thirteen recently authorized,
the Erie Railroad will be within.
striking distance of its goal of com-
plete diesel ization," it was stated .
The increased dieselization pro-
gram is paying off in higher operat-
ing efficiency and economies, the an-
nouncement explained. It is re-
flected in such efficiency factors as
"miles per car per day" which shows
an increase of 5 per cent over a year
ago, and "gross ton-miles per train
hour" which set a new high record at
58,400 tons for the first half of 1951,
an increase of 3 per cent over the
preceding year, the previous high
Questions and Answers
The Air Brake
Answers by E. A. MAYLOCK
2733. Charging Brake Equip-
ment.-"The article on `Charging
Brake Equipment,' page 104 of the
August, 1948, issue, and answer No.
2645 on the same subject matter
on page 407 of the June, 1950, issue
of the Magazine were very interest-
ing to me.
"We have two diesel locomotives
in operation and have had a great
deal of trouble with air equipment
on them ; they are equipped with the
H-6 brake.
"We have a very hilly railroad
over which to operate, with grades
ranging from 1 to 4 per cent, and
that is one reason we handle short
trains only, from five to forty cars.
With this equipment we are general-
ly `flying blind,' without instru-
ments, as far as knowing what
pressure is in our train reservoirs
and equipment.
"In handling a train down some
of our grades, we must set the
brakes as many as seven times in a
distance of five miles . With air leaks,
and we have them here, there is a
reduction in train line of about
twenty pounds of air before checking
the train and releasing. That will
give you some idea as to how the
air is being used .
"There is no way of telling what
air pressure we have in our train
because as soon as we put the brake
valve handle in release position the
gage hand goes right up to the train
line pressure immediately ; and, of
course, anyone knows that a train
will not charge that fast.
"As for example, in tests that I
have made, the brakes were set with
Brotherhood of Locomotive Firemen and
record . This factor is the ICC's
accepted measurement of railroad
operating efficiency in freight serv-
ice, and the Erie record is one of the
best performances of any railroad in
the United States .
In the entire Erie territory from
New York to Chicago, steam locomo-
tives remain on only three divisions
at the present time . Ten years ago,
the Erie Railroad had 650 steam
locomotives in service compared with
only 127 today, many of which are
in assignments where very little mile-
age is made. The old steam locomo-
tives have been sold for scrap mostly
to steel mills where it is badly
needed .
35 pounds reduction. On releasing,
the gage hand came up to full charge
in fifty seconds, fifteen pounds in
twenty seconds, ten pounds in ten
seconds, within a lapse of 1y2 min-
utes between the setting of the brakes
on a thirty-car train, with retainers
on . With a six-car train it tools only
five seconds for the air gage to show
full charge after a twenty-pound
reduction, and the brakes had to be
applied about every forty seconds
on the grade. I do not believe that
any cars will charge that fast, and if
not, then how are we to know if we
cannot tell by the air gage just what
air pressure we have on trains
coming down our grades?
"We carry eighty pounds train
line pressure, and I am satisfied
that we use up the air faster than
the train can be charged fully. I say
this because in several instances I
went beyond the stopping point at
the bottom of the grade with, accord-
ing to the air gage, the full eighty
pounds of train line pressure . In a
case of this kind what would happen
if an emergency stop had to be
made ?
"With our steam locomotives,
having the ET equipment, we did
at times use the air faster than the
train could be recharged but we
could bring the train to a full stop
and hold it there until the brakes
were fully charged, and go on . How-
ever, it is impossible to tell with
the equipment on our diesels-
unless you know of some way and
will be kind enough to tell us how
it can be done.
"Your advice on how to test as to
whether a train is fully charged
before starting out on a run is very
good . I tried to get some informa-
tion on the matter and was told by
engine inspector to lap the brake
valve. But when I asked how one
could tell when the train line hand
on the air gage dropped, whether it
was caused by air leakage or the
train not being fully charged, I was
told that we shouldn't handle leaky
trains, but we still have them .
"The engine inspector also told
me to take ten minutes time to
charge up a train of from one to ten
cars, and 1Y minutes for every car
over ten, but when we tried that we
were told by our railroad officials
that we were using too much time
charging trains . And even then we
were in doubt as to just what air
pressure we did have in our train,
and your advice is helpful to us on
that matter, but will not work out
when handling trains down our
grades . If you will give us some
advice in this connection we will
surely be thankful to you.
"I have two changes in mind that
could be made in the air brake
equipment on our diesels which
might be the solution to the condi-
tions above set forth on our railroad
First, reduce the size of the opening
in the feed valve. Second, reduce
main reservoir air pressure from 140
pounds to 20 pounds higher than
the train line pressure . Do you
think that this would remedy the
trouble we are having?"-E . S.
ANSWER-To the best knowledge
of this writer, the Baldwin diesel
locomotive is equipped with the
Westinghouse No. 6-SL (switching
locomotive) brake equipment. This
equipment includes the KH-6-P
pedestal type brake valve, of which
the brake valve portion is similar
to the H-6 brake valve used with
the No. 6-ET equipment. The only
difference is in the modification of
minor port passages . The charging,
applying and releasing port passages
are of the same capacity in both
brake valves . Likewise, the brake
valve handle positions and air gage
muWO .~,".eu~u~um,~~amoen~tR
R This department is maintained for
the purpose of answering questions
of members covering locomotive run-
ning and repairs, air brake equipment
and diesel motive power.
Only questions submitted for pub.
lication will be answered . Initials of
members will be used in this connec .
tion except that should a brother so
desire he may substitute a nom de
plume .
No attention will be paid to anony-
mous communications . In all cases
the correct name, address and lodge
number must be given by the corre-
spondent.
Lnginemen's Magazine, February, 1952

connections are the wine Nvith both the brake 1>ilte pressure intist be con- e(lualir.cd . Wlicii this happens any
equipments . stantly maintained at eighty pounds further ))rake pipe reduction does
With the No. 6-SI_ ])rake a itulli- and the brake pipe leakage be within not reduce the auxiliary reservoir
lier is attached to the brake valve the permissible limits . air pressure nor is further increase
handle to annul the rise of full release As to telling to what pressure the in brake cylinder pressure obtained,
position . Similar inilliliers are, brake system is charged, as ex- unless ill( . brake is applied in emer_
however,
6-L"1, also furnished with the No. plained in the August, 1948, Issue ccf gcnncy.
equipment . The nullifier may, the Alatiazine, that an experienced 1 11 1ie nncthosd Of aplfying and re-
however, be removed from the hl I- crtgnicinnan oltserves at a glance the ]casing the brake toi obtain and
6-P brake valve handle if so dcvircd . approximate pressure in. the brake rntaintaiit the required brake cylinder
To avoid overchar-in- the brake svsteni when char-In '- trains lw the air pressure before equalization oc-
system by the use of fill] release drop in brake pipe pressure when curs, v,iries with each ]waking oper-
position, it is recommended that the the brake valve handle is placed in ations, and the fitting ln- akitsg nnethod
nullifier ltc retained on locomotives lap position . He likewise tells by ntntst be developed by experience
lianc]ling slsccrt trains . observing the rate of brake pipe
and practice to shit the particular
Since the No. 6-S1. and No. 6-1?T pressure drop, after the brake-pres- brakins", ccpcratioin .
equipment brake and distributing sure levels Off, whether the rate (of
valves perform the same charging, reduction indicates brake pipe lcak- With reference to the questions
:Lge or that all car reservoirs are not of reducinng the size of the feed valve
applying and releasing functions, it stilt])]\- lxirt, and reducing, the mart
is not clear why brake operations fully charged .
with the No . 6-SI, equipment are The air pressure in the auxiliary reservoir ,sir pressure to twenty
not the same its obtained with the reservoirs cut the cars in the trains, pounds alcove the brake pipe feed
o. 6-LT. (Miring cycling brake ciperaticms, valve setting : the proposed cons-
With forty-second brake applica- nnay similarly be detected ltv olsscry- clitions would reduce the rate of air
tion cN - cles, the indications are that ing the brake pipe ltrcsstire immedi- llmy to the brake pipe, Whicls may
light applications were made to cttcly after the brake valve equalizing cause delay ins releasing ])rake ap-
prevent the trains from stalling, and piston exhatist is closed follmyinti a plications, and cif greater importance,
at short intervals because of the Itrake application . At this tinnne the clelav the recharging of auxiliary
quick pick-ill) in speed with reduc- air pressure in the ati\i1iary reser- reservoirs on the cars . Ilettlt con-
tion in brake cylinder pressure below voirs Oil the cars its the train tyi]1 ltc (I iticnss would contribute detrimental
the holding, value. It was not stated very nearly the same as the ltrakc effects tot ]crake ctlteraticms . The ad-
if the locomotive brake was applied pipe pressure indicated on the brake vanitages of the lan;-c capacity feed
in these operations . A moderate pipe (lage. valve and the high nnain reservoir
brake aphlicatiou on the locomotive The air pressure in the car auml- air pressure, mitweig]t the disad-
would reduce the quick acceleration iary reservoirs remains very nearly vanntatic durinnr ]wake eyelid(, Opera-
and allow more tine between the the same as the brake pipe pressure tions h_y tltc clelav Of Brake reappli-
applications . during service brake applications Cations ()ccftslonse<I lsy the brake pipe
The brake system air pressure until the auxiliary reservoir and being charged tot a ltitiher pressure
should at no time he allowed brake cylinder air in - essures lcecoinnc than that in the car reservoirs .
to reduce below what is required
to provide in effective brake appli-
cation . The sl)ced of the train irtrist
be controlled with brake application
cycles that \vill permit rechar-11111
and maintaining; sufficient air pres-
sure in the car reservoirs to control
the train speed at all times, and be
prepared to stop if necessary . Fail-
ing in this, the train should be
stopped, band ]makes applied and
the train then Ile recharged.
With reference to the statement
that trains were held snore effectively
with the steam locomotive eclriippecl
with No . 6- :T equipment than with
the diesel locomotive equipped with
the No . (i-Sl . equipment : since the
air brake equipments on both loco-
motives perform the sane functions
and provide the sane brake cylinder
air pressures, the holding power of
both locomotives under the same
conditions should be the same.
The time required to charge a
single AP brake equipment zero to
eighty pounds is eight minutes . The
time to charge train of forty cars zero
to eighty pounds is approximately BOSTON AND MAINE 1500 HP ROAD SWITCHER which is used in freight service all
twelve miinites, Burin; which time year and alternates in passenger service in warm seasons .

UP Adopts Safe
Uncoupling Device
Footboard riding on diesel-electric
switch engines and its accompanying
hazard are nearing an end for Union
Pacific switchmen.
The railroad has started installa-
tion of a new auxiliary uncoupling
lever which will permit employes to
uncouple cars from the switcher by
standing on the engine's platform or
steps. No longer will they need to
stand on one of the footboards to
perform the uncoupling operation, a
task which always carried the risk
of the worker losing his grip or foot-
ing, and falling .
While the devices are being in-
stalled in the Omaha, Nebraska, and
Council Bluffs, Iowa, terminals, they
are being turned out in Union Paci-
fic's Omaha Shops for distribution
to other points along the railroad's
10,000 miles of line. Eventually,
191 diesel-electric switchers will be
equipped .
The auxiliary lever is the brain
child of Francis B . Lewis, UP su-
AUXILIARY UNCOUPLING LEVER-"A wonderful idea,"
Union Pacific engine foreman at Omaha, as he operates
which will take a big hazard from the work of crewmen on
ing on is Francis B . Lewis, UP superintendent of safety,
Brotherhood of Locomotive Firemen and
perintendent of safety, who is in
charge of the program which has
won for Union Pacific twelve times
the E. H. Harriman Afeinorial Gold
Medal for the best annual safety
record among the nation's Class A
railroads.
The lever was designed and is
being produced by the railroad's
motive power and machinery depart-
ment.
Maintenance Man
Who says home safety isn't a
man's job, too? During the months
when the weather will be keeping
you indoors anyhow, there is plenty
to keep a man busy making his home
safe, says Home Safety Review .
You have to be the "maintenance
man" at home.
Check over your stairways, for
instance. Bet you never really see
the hazards that are there! Put in
risers and hand railings, even on
attic and basement stairs . Check
the treads to see if there are worn
"dips" to trip you . Replace them .
declares M . R . Howard, right,
the auxiliary uncoupling lever
diesel-electric switchers . Look-
who thought up the device .
haggle-taggle carpets need to be
mended and properly tacked down.
Have two-way switches installed at
the head and foot of stairs with a
good overhead light to illumine your
way . Don't be satisfied with a dimly
lighted hallway or stair .
Check to see if there are any over-
head obstructions anywhere in the
house and remove them if possible .
Otherwise, in dark areas such as the
basement, paint them a light, bright
color to make them stand out .
Start with the kitchen and go
through the house with a fine eye
for frayed cords, loose sockets,
broken plugs, on all electric equip-
inent and appliances. Size up your
gas appliances, too, at this time.
)lave all necessary repairs made.
If there are young children in the
house or very elderly people, build
a small cabinet or install locks on
present ones where poisonous items
such as cleansing agents, medicines,
or insecticides will be stored .
Heaters burning gas, coal or oil
consume the oxygen in a room.
Therefore, if they are not directly
connected to a flue, there should be
ventilation in any room in which
they are operating. You can make
yourself warden of this.
Did you know that a furnace can
be properly or improperly banked for
the night? To bank it properly,
leave some red coals glowing so that
the gases will be burned up . Check
flues and damper each night, also, to
see that they are properly adjusted .
You may be a fine upstanding
citizen, but that never makes any
difference to a freshly waxed floor .
Regardless of horn honking back
of you, never proceed over a rail-
road crossing until there is room
for your car on the other side.
Railroad crossings' greatest need
Twice the caution-half the speed .