| CB&Q E8 9942B on Train #1, the Denver Zephyr, at Chicago Union Station, October 23, 1965, photo by Chuck Zeiler. Admittedly not a good photo, also not a Dinky, but it helps illustrate the following story from Karl Rethwisch, a retired CB&Q locomotive engineer.All the CB&Q E units had the 24RL brake schedule with Dual Service mode built into it. In mainline passenger service the brake valve was configured to operate in the conventional manner, meaning the normal automatic (AU) brake valve operation. In suburban service, however, the brake valve was configured to operate in the Straight Air (SA) mode. The Dual Mode Brake Valve was a great feature on suburban trains. In mainline passenger service SMOOTH was the name of the game. In suburban service QUICKNESS was the order of the day. When an initial terminal brake test was required, the Engineer placed the air brake selector clutch in the AU position and performed the test. Upon receipt of an indication from the Trainman performing the walking inspection that the brakes set and released, the Engineer placed the selector clutch in the SA position. An application of the brakes is made and the Trainman walks the train again to assure the proper operation of the SA equipment. As his walk ends at the engine, he would report to the Engineer that everything works. It must be noted that LAP position does not exist when in SA mode. Instructions admonish the Engineer to NOT move the selector clutch again for the remainder of the trip.In the old days when a crew went on duty at 14th Street, the air tests were performed prior to backing into CUS (Chicago Union Station). Also, in the old days, a tail hose was employed by the Trainman responsible for getting the train safely into the depot and stopped, SHORT of the bumping post (end of track). The tail hose was a crude device consisting of a whistle and a valve designed to reduce trainline pressure in an unmeasured manner. As the rear car approached the bumping post, the Trainman would crack the valve to slow the movement. At the proper moment (hopefully) the valve was opened ALL the way, placing the train in emergency. The air in the trainline cannot now be restored until some kindly person closes the tail hose valve. If no one does anything, the engine will send air back through the brake pipe until it runs out of air.That having been said, this might be a good place to insert a note concerning an idiosyncrasy of Vapor-Clarkson Steam Generators. The boilers need pressurized air to atomize the fuel in order to remain operational. There are several methods available to the Engineer of saving the air most of which require getting down off the engine. One method that does not require getting down is as simple as moving the air brake selector clutch to AU and placing the brake valve handle in LAP position. We have now stopped the flow of air as well as violated a rule.Once under way, another rule requires that an application of the train brakes must be made to determine that they work (the running test). Since the maximum speed through the Canal St. curve is 25 mph, what better place to kill two birds with one brake application. Most trains can exceed 25 on their way past the coach yard so, as the curve draws near, the Engineer reaches for the brake valve handle and moves it to the Application Position. Application Position exists ONLY in SA mode. As the handle is moved the Engineer hears a small but DISTINCTIVE exhaust of air. This small exhaust ONLY occurs in the AU position and, with the speed well above 25 and the curve immediately in front of the engine there's a MAD SCRAMBLE by the Engineer to center the brake handle, fumble with the selector clutch to find SA, move the brake valve handle to Release Position and then apply the straight air brakes to the train.Let's see, what was that rule governing the use of the selector clutch after an air test? Hmmm. |