OUTSIDE INSPECTION.
In going round the outside of the engine, the most important points for examination are the guides and the rods. Guide-bolts, rod-bolts, and keys, with the set screws of the latter, are the minutiæ most likely to give trouble if neglected. In going about the engine oiling, or for any other purpose, it is a good thing to get in the habit of searching for defects. When a man trains himself to do this, it is surprising how natural it comes to make running inspections. As he oils the eccentric-straps, he sees every bolt and nut within sight; as he drops some oil on the rods, he identifies the condition of the keys, set screws, or bolts; while oiling the driving-boxes, the springs can be conveniently examined; and, when he reaches the engine-trucks with the oil-can, he is sure to be casting his searching eyes over the portions of the running-gear within sight.
OIL-CUPS.
The oil-cups should be carefully examined, to see that they are in good feeding-order. A great many feeders have been invented, which guarantee to supply oil automatically; but I have never yet seen the cup which could long dispense with personal attention. And this does not apply to locomotives alone, but to all kinds of machinery. The worst sort of oil-cup will perform its functions fairly in the hands of a capable man, and the most pretentious cup will soon cease to lubricate regularly if the engineer neglects it. The oil-cups should be cleaned out at regular intervals: for mud, cinders, and dust work in; and they sometimes retain glutinous matter from the oil, which forms a sticky mixture that prevents the oil from running. The eccentric-strap cups and the tops of the driving-boxes should receive similar attention.
In looking round an engine, it is a good plan to watch the different oil-cups to see that they are not working loose. Many cups that are strewed over the country could be saved by a little more attention. A cup flying off a rod when an engine is running fast becomes a dangerous projectile. I have known several cases where cups went back through the cab-window. I have also seen several cases where cups worked off the guides or cross-head, and got between the guides, doing serious damage. One instance was that of an engine out on the trial-trip. It smashed the cross-head to pieces, and let the piston through the cylinder-head.
INSPECTION OF RUNNING-GEAR.
A sharp tap with a hammer on the tread of the cast-iron wheel will produce a clear, ringing sound if the wheel is in good order. The drivers can generally be effectively inspected by the eye. If oil be observed working out between the wheel and axle, attention is demanded; for the wheel may be getting loose. Moisture and dirt issuing from between the tire and wheel indicate that the former is becoming loose, and this is a common occurrence when the tires are worn thin. When a wheel is running so that the flange is cutting itself on the rail, something is wrong, which also demands immediate attention. Oblique travel of wheels may be produced by various causes. If the axles of the driving-wheels are not secured at right angles to the frames, and parallel with each other, the wheels will run tangentially to the track, according to the inclination of the axles. Violent strains or concussions, such as result from engines jumping the track about switches, sometimes spring the frames, and twist the axle-box jaws away from their true position enough to cause cutting of flanges without disabling the engine. Tires wearing unevenly in consequence of one being harder than the other, produce a similar effect. Where there are movable wedges forward and aft of the boxes, the wheels are often thrown out of square by unskillful manipulation of these wedges. Engineers running engines of this kind should leave the forward wedges alone. Sometimes the center-pin of the engine-truck gets moved from the true central position, leading the drivers towards the ditch. Diagnosing the cause of wheel-cutting is no simple matter, and it is a wise plan for engineers to allow the shop-men to devise a remedy.
ATTENTIONS TO THE BOILER.
On our well-regulated roads, engineers are not required to inspect their boilers; as expert boiler-makers, who can readily detect a broken stay-bolt, or broken brace, have to make periodical examinations. But a prudent engineer will keep a sharp lookout for indications that show weak points about any part of the boiler or fire-box. This department can not receive too much vigilance. A seam or stay-bolt leaking is a sign of distress, and should receive immediate attention. Leaks under the jacket should never be neglected, although they are hard to reach; for they may proceed from the beginning of a dangerous rupture. A leak starting in the boiler-head should make the engineer ascertain that none of the longitudinal braces have broken. I once had some rivet-heads on my boiler-head start leaking, and presently the water-glass broke. After shutting off the cocks, I found that the boiler-head was bulged out. I reduced the pressure on the boiler as quickly as possible. When the boiler was inspected, it was found that two of the longitudinal braces were broken, and the head-sheet was bent out two inches.