THE MANAGEMENT OF A LOCOMOTIVE ENGINE IN CASES OF ACCIDENT.
An Engine is liable to several accidents while running, and it is important that the Engine-man should know how to act promptly under the circumstances. In the following list several cases are enumerated, with the particular steps to be taken in each.
1. The bursting of a tube.—The Engine-man should stop the Engine, and drive a plug into each end of the tube. It frequently happens that the water and steam blow out with so much
force, that it is impossible even to discover the defective tube: by running the Engine for a short distance with both pumps acting, the pressure of the steam will perhaps be sufficiently reduced to enable the Engine-man to work with safety; but if the escape of water and steam is still too great to do so, he must run his Engine and train, if possible, off the main line into a siding, and draw the fire, to prevent its injuring the fire-box and tubes: when the water has run out down to the level of the defective tube, it may be easily plugged, and a fresh fire laid and lighted. A tube will frequently leak to a considerable extent without absolutely requiring the stoppage of the train; but in this case great care is necessary not to use much steam, or urge the fire too far.
The bursting of a tube or other causes will sometimes lead to the lagging
or casing of the boiler catching fire, which should be extinguished by throwing on water from the Tender-cistern in a fire-bucket, or from the water crane at a Station.
2. The failing of one of the feed pumps.—In this case the adequate supply of water may, with care, be maintained by one pump only. The supply of coke must be regular, and not in large quantities; and the steam must be economised, or the water may run low. The pump should be repaired as soon as possible; this may frequently be done in the interval between two trips.
3. The breaking of a spring.—This is an accident which does not necessarily involve the stoppage of the train; but as working the Engine in such a state causes an unequal strain, it should run very gently over rough parts of the road; and if the derangement is considerable, and cannot be repaired at
the Stations, the Engine should cease running as soon as possible.
4. The breaking of a connecting-rod, or its disconnection by the loss of cotters, fracture of the straps, &c. This accident, or any disconnection which allows the piston to be driven from end to end of the cylinder without restraint, causes expensive damage to the cylinders and covers; and the connecting-rod, if loose, will seriously injure the smaller gear, or may even throw the Engine off the road. The Engine should therefore be instantly stopped, and if possible the connection restored; if that cannot be done, the connecting-rod must be taken off, and if on a level or a descending gradient, the train may sometimes be drawn by a single cylinder: to do so, the slide-valve spindle of the defective cylinder must be detached from the valve gear, by unscrewing the nuts, and setting the
slide at the middle of its stroke so as to cover both ports.
If it should be found impracticable to move the train, the Engine might run on alone for assistance; but in any case where the Engine is obliged to remain stationary, the fire must be drawn directly the water is down to the bottom cock.
5. The fracture or disconnection of the eccentrics, or any of the slide-valve gear.—In Engines without hand-gear, if the connection cannot be restored, the attempt may be made, as in the previous instance, to work with one cylinder. When the slide-valve gear is disabled, Engines with hand-gear possess an advantage which others want, in being able to be worked by hand, when a single cylinder would be unequal to the duty, from not being able to move the crank over the centres at starting.
6. The fracture of the strap which holds the slide-valve, renders unavailable the cylinder on that side where it occurs, without affecting the other side. The slide should be detached and placed in the middle of its stroke, and the attempt made to work with one cylinder.
7. The disconnection of a piston, by the fracture of either cotter, is sometimes caused by shutting off the steam too suddenly when the Engine is travelling fast with a heavy load. In this case also the slide should be detached and set in the middle position, and the piston-rod uncoupled from the connecting-rod, which should be removed to prevent its damaging the small gear.
8. The breaking of an axle, in a four-wheeled Engine is an accident which is almost of necessity attended with the overturn of the Engine. In a
six-wheeled Engine it requires the stoppage of the train until assistance arrives.
9. The Engine running off the rails. With an Engine-man who drives carefully, watching well the position of the switches, and the signals given him, and stopping when he sees any danger attending his further course, this is an accident of very rare occurrence. If the Engine should run off on hard ground and near the rails, it may sometimes be lifted on again at once, by screw-jacks, crow-bars, and long sways; but if on soft ground or far from the rails, the fire must be drawn, and instant attention given to prevent its sinking deep into the ground.
The Engine should first be separated from the Tender, which, being a lighter weight, may be pushed out of the way, and leave more room for operating on the Engine; this, if it has fallen over
on its side, should be lifted as quickly as may be into a vertical position; to do so, a purchase should be obtained under the framing on the lowest side, in two places if possible; two long and tough sways should be brought to bear on these points, and several men placed to weigh upon each; and as the Engine is gradually lifted by the sways, every movement should be followed up and supported by screw-jacks bedded on timber blocking. When the Engine has been lifted upright, it should be firmly supported by timbers placed as stanchions under the framing; the earth may then be cautiously removed from under the wheels, and a length of rail introduced, taking care to bed it as securely as possible on the blockings previously laid down, without disturbing them: the same process should be repeated on the other side, and cross sleepers driven in under both
rails to secure the foundation. As soon as the Engine is in a vertical position and rails inserted under the wheels, a temporary railway may be laid down in continuation, and the Engine again drawn on the main line. It will much facilitate the raising of the Engine if the water is drawn away out of the boiler as soon as it is sufficiently cool.
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In all cases of accident involving stoppage on the main line, it is of the highest importance that some person should immediately be sent back about three-quarters of a mile along the road, to give the proper signal of obstruction, and prevent any following train from running in unexpectedly.
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The most essential personal qualifications of an Engine-man are, sobriety
and steadiness, activity, presence of mind, and unceasing watchfulness; and wherever these are combined with an accurate knowledge of the construction of a Locomotive Engine and the principles of its management, they tend in no small degree towards rendering Railways, what they properly are, the safest as well as the most agreeable mode of travelling.
REGULATIONS FOR THE FIRST APPOINTMENT OF AN ENGINE-MAN, ADOPTED BY THE DIRECTORS OF THE LONDON AND CROYDON RAILWAY.
1840.
1. The candidate must not be under twenty-one years of age, and must produce a certificate of a sound constitution and steady habits.
2. He must be able to read and write, and, if possible, understand the rudimental principles of mechanics.
3. It will be a great recommendation if he has served his time to any mechanical art, especially as a Fitter of Locomotive Engines; and, if possible, he should produce testimonials stating his qualifications as such.
4. If the candidate has been a Fitter or a stationary Engine-man, he must,
for several months at least, have been a Stoker on a Locomotive Engine, under the direction of a steady and competent Engine-man; and before his appointment, he should produce a testimonial from the Superintendent of Locomotives, or at least from the Engine-man under whom he has served, stating full confidence in his acquaintance with the construction of an Engine and the principles of its management.
5. If the candidate has not been a Fitter or a stationary Engine-man, he must have served as a Stoker for at least two years, and produce the testimonials named in the preceding rules.
6. If required by the Board of Directors, for greater security, the candidate must undergo an examination from their Engineer, Superintendent of Locomotives, or other competent person, as to his knowledge of an Engine and its management, and the general result of
this examination must be committed to paper, signed by the examiner, and presented to the Board.
7. The Engineer or Superintendent of Locomotives of the Railway to which the candidate is desirous of being appointed, shall sign a certificate stating that he has conversed with him, has seen him drive, and has confidence in his steadiness and ability.
8. Before being allowed to take the entire charge of an Engine and train, the candidate must drive for several days under the direction of an experienced Engine-man, who must be on his Engine, and certify to his ability.
9. All certificates and testimonials must be deposited with the Secretary of the Company, who will restore them to the owner on his leaving their service.