Locomotive Engine Running and Management

by Angus Sinclair

The first consideration before starting a fire in a locomotive, is to ascertain that the boiler contains the proper quantity of water. The men who attend to the starting of fires should be instructed not to depend upon the water-glass for the level of the water, but to see that it runs out of the gauge-cocks. I have known several cases where boilers were burned through those firing up being deceived by a false show of water in the glass, and starting the fire when the boiler was empty. If the boiler has been filled with water through the feed-pipes by the round-house hose, care should be taken to see that the check-valves are not stuck up. Where there is sand in the water, it frequently happens, that, in filling up with a hose, all the valves get sanded, and do not close properly. When there is steam on the boiler, this source of danger will generally be indicated at once by the steam and water blowing back into the tank; but, where the boiler is cold, the water flows back so silently and slowly, that the crown-sheet may be dry before the peril is discovered.

STARTING THE FIRE.

The water being found or made right, the next consideration is the grates. Before throwing in the wood, all loose clinkers left upon the grates should be cleaned off: care should be taken, to see that the grates are in good condition, and connected with the shaker levers. This is also the time to see that no accumulation of cinders is left on the brick arch, the water-table, or in the combustion chamber, should the engine be provided with either of these appliances. In starting the fire, it is considered the best plan to put enough wood in the fire-box to raise sufficient steam to operate the blower before the fire needs replenishing. To do the job in a clean, workman-like manner, the fire should be started from below: otherwise every part of the cab will be veneered with soot and dust, and the bright work tarnished.

FIREMAN’S FIRST DUTIES.

On most roads, the engineer and fireman are required to be at their engine from fifteen minutes to half an hour before train-time. A good fireman will reach the engine in time to perform his preliminary duties deliberately and well. He will have the dust brushed off from the cab-furnishing, and from the conspicuous parts of the engine, the deck swept clean, the coal watered, and the oil-cans ready for the engineer. His fire is attended to, and its make-up regulated,—the kind of coal used, the train to be pulled, and the character of the road on the start. With an easy or down grade, for a mile or two on the start, the fire does not need to be so well made up as when the start is made on a heavy pull. But every intelligent fireman gets to understand in a few weeks just what kind of a fire is needed. It is the capability of perceiving this and other matters promptly, that distinguishes a good from an indifferent fireman. When a young fireman possesses these “true workman” perceptions, and is of an industrious, aspiring disposition, anxious to become master of his calling, he will prove a reliable help to the engineer; and his careful attention to the work will insure comfort and success on every trip. There must be a certain amount of work done on the engine, to get a train along; and, if the fireman can not do his part efficiently, it will fall upon the engineer, who must get it done somehow.

SAVING THE GRATES.

An important duty, which is never neglected by first-class firemen, before taking the engine away from the round-house, is that of looking to the grates, and seeing that the ash-pan is clean. When grates get burned, in nine cases out of ten it happens through neglecting the ash-pan. Some varieties of bituminous coal have an inveterate tendency to burn the grates. Such coal usually contains an excess of sulphur, which has a strong affinity for iron, and at certain temperatures unites with the surface of the grates, forming a sulphuret of iron. Neglecting the ash-pan, and letting hot ashes accumulate, prepares the way for bad coal to act on the grates. Keeping the ash-pan clear of hot ashes is the best thing that can be done to save grates, since that prevents the iron from becoming hot enough to combine with sulphur.

SUPPLIES.

Before starting out, the fireman ought to ascertain that all the supplies necessary for the trip are in the boxes; that the requisite flags, lanterns, and other signals are on hand, and that all the lamps are trimmed. He should also know to a certainty that all his fire-irons are on the tender, that the latter is full of water, and that the sand-box is full of sand.

These look like numerous duties as preliminary to starting, but they are all necessary; and the fireman who attends to them all with the greatest regularity, will be valued accordingly. Nearly all firemen are ambitious to become engineers. The best method they can pursue, to show that they are deserving of promotion, is to perform their own duties regularly and well. A first-class fireman will save his wages each trip over the expenditure made by the mediocre fireman: a persistently bad fireman should be sent to another calling without delay. Few railroad companies can afford the extravagance of a set of bad firemen.