Locomotive Engine Running and Management

by Angus Sinclair

ENGINEER’S FIRST DUTIES.

Try the water. That is the most important call upon the engineer when he first enters the cab. If the engine has a glass water-gauge, he should ascertain by the gauge-cocks if the water-level shown in the glass be correct. A water-glass is a great convenience on the road, but it should only be relied on as an auxiliary to the gauge-cocks. Many engineers have come to grief through reposing too implicit confidence in the water-glass. Engineer Williams was considered one of the most reliable men on the A. & B. road. With an express train he started out on time one morning; and he had run only two miles when the boiler went up in the air, with fatal results to both occupants of the cab. An examination of the wreck showed unmistakable evidence of overheated sheets. Circumstantial evidence indicated that the glass had deceived the engineer by a false water-level. When he pulled out, the fire-box sheets, which were of copper, became weakened by the heat, so that the crown-sheet gave way; the re-action of the released steam tearing the boiler to pieces. Numerous less serious accidents originating from the same cause might be cited.

REACHING HIS ENGINE IN GOOD SEASON.

An engineer who has a proper interest in his work, and thoroughly appreciates the importance of it, will reach his engine in time to perform the duties of getting her ready for the road leisurely, without rush or hurry. Although a good fireman may relieve the engineer of many preliminary duties, the engineer himself should be certain that the necessary supplies and tools are on the engine, and that water is in the tank, and the sand-box filled.

OILING THE MACHINERY.

Oiling the machinery is such an important part of an engineer’s work, and the success of a fast run is so dependent upon this being properly done, that it should never be performed hurriedly. Although practice with short stoppages at stations may have got an engineer into the way of rushing round an engine, and oiling at express-speed, it is no reason why the first oiling of the trip should not be carefully and deliberately attended to when there is an opportunity. In addition to filling oil-cups, lubricators, and oil-boxes, this is a good time to complete the inspection, which assures the engineer that every thing about the engine is in proper running-order. When any thing in the way of repairs has been done to the engine since she came off the last trip, special attention has generally to be given to the parts worked at. New wheels require close care with the packing of the boxes; rod-brasses reduced entail an additional supply of oil to the pins for the first few miles; guides closed should insure a free supply of oil till it is found that the cross-heads run cool.

QUANTITY OF OIL THAT DIFFERENT BEARINGS NEED.

While oiling, the engineer should bear in mind that it is of paramount importance that the rubbing-surfaces receive lubrication sufficient to keep them from heating; but, while making sure that no bearings shall run dry, lavish pouring of oil should be avoided. There are still too many cases to be noticed, of men pouring oil on the machinery without seeming to comprehend the exact wants. We are constantly seeing cases where oil-cups waste their measure of oil through neglect in adjusting the feeders. A steady supply, equal to the requirements, is what a well-regulated cup provides. With the ordinary quality of mineral oil, six drops will lubricate the back end of a main rod for one mile when the engine is pulling a load. This applies to eight-wheel engines on passenger service. Heavier small-wheeled engines will require a quarter more oil. Guides can be kept moist with five drops of oil to the mile. A dry, sandy road will require a more liberal supply. With good feeders, properly attended to, the supply can equal the demand with close accuracy. An oil-cup which runs out the oil faster than it is needed, wastes stores, besmears every thing with a coating of grease, and is likely to leave the rubbing-surfaces to suffer by running dry before it can be replenished. A cup in that condition also advertises the engineer to be incompetent.

LEAVING THE ENGINE-HOUSE.

Before moving the engine out of the house, the cylinder-cocks should be opened so that water, or the steam condensed in warming the pipes and steam-chest, may escape. After ringing the bell, and giving workmen employed about the engine time to get out of the way, the throttle should be opened a little, and the engine moved out slowly and carefully. If there is a sufficient pressure of steam in the boiler, and the engine refuses to move, something is wrong. Never force an engine. Any work which may have been performed upon it while in the house will probably indicate the nature of the defect. The most common cause of stalling engines in the house is a miscalculation of the piston-travel, permitting it to push against the cylinder-head. Sometimes, however, the setting of the valves is at fault. I knew a case where the machinist connected the backing-up eccentric-strap with the top of the link, and the mistake was not discovered till they attempted to move the engine out of the house. Another blunder, the result of gross carelessness, was where a cold chisel was left in the steam-chest. But a more representative case was that which happened to Engineer Amos, on the B. & C. road. His engine had the piston-packing set up; and the following morning, when he tried to take it out of the house, it would not pass a certain point. Thinking that the packing was set up rather tight, he backed for a start, determined to make it go over on the run. He succeeded, too, but a hammer which had been left in the cylinder went out through the cover.