THE TRAIN.
This consists of 20 loaded cars, making an aggregate weight of 450 tons.
THE DIVISION.
The physical character of the country, which is rolling prairie, makes the road undulatory,—up hill, then down grade, with occasional stretches of level track. Some of the gradients rise to sixty feet to the mile, extending over two miles without sagging a foot. Sound steel rails, well tied, are supported by a graveled road-bed, making an excellent track, and presenting a good opportunity for fast running where high speed is needed. The train is run on card-time, stopping about every twelve miles. Like all other Western roads, the stations are unprotected by signals; and the safety of trains is secured mostly by vigilance on the part of the engineer and other train-men.
PULLING OUT.
When the engineer gets the signal to go, he drops the reverse lever into the full forward notch, gives the engine steam gently, with due care to avoid breaking couplings, and pulls the sand-lever. A slight sprinkling of sand only is dropped on the rails, which keeps the engine from slipping while getting the train under way. A clear, level fire is burning over the grates before the start is made, and this suffices till the most crowded switches are passed: so, when the signal to start is given, the fireman closes the fire-door, and opens the damper; these duties not preventing him from keeping a lookout for signals.
HOOKING BACK THE LINKS.
As the engine gets the train into motion, the engineer gradually hooks up the links. This is not done by a sudden jerk as soon as the engine will move, with the steam cutting off short. He waits for that till the train is well under the control of the engine, hooking up gradually. Some men think that it is best to get the valves up to short travel as soon as possible, without reflecting that it is better for the motion to let the engine be going freely before hooking up short. I have often seen men coming into terminal stations with a heavy fire and the safety-valves blowing, and the engine toiling slowly along with the links hooked up to eight inches cut. In cases of this kind, a runner may better work the engine well down, so that the valve will travel freely over the seat. By doing so when the engine is working slow and heavy, there will be less wear to the valves, and less danger of breaking a valve yoke. It is only in cases where there is an advantage in saving steam, that benefit is derived from working the engine close hooked back. There is a right time for all things, and working steam expansively is no exception to the rule.
WORKING THE STEAM EXPANSIVELY.
At the right time, our engineer gets the reverse lever notched up; for he knows, that to obtain the greatest amount of work out of the engine, with the least possible expenditure of fuel, the links must be hooked back as far as can be done consistently with making the required speed. Some engines will not steam freely when run close back if they are burning coal that needs a strong draught. This is the exception, however, and most engines will steam best in this position; and many of those that fail to steam well cutting off short are not properly fired, or the draught appliances need adjusting. Most firemen who run with a heavy fire fail worst with engines that steam indifferently when hooked up. Engineers should give this their attention, and do every thing possible to make the engine steam while working with the lever as near the center notch as can be done while handling the train.