Locomotive Engine Running and Management

by Angus Sinclair

The driving-wheels, axles, boxes, frames, with the trucks and all their attachments, are somewhat dirty articles to handle. The examination of how they are put together, and how they are hanging together, is pursued under soiling circumstances. Perhaps this is the reason these things are studied less than they ought to be. To creep under a greasy locomotive to examine wheels, axles, and truck-boxes, is not a dignified proceeding by any means; but it is a very useful one. The running-gear is the fundamental part of the machine, and its whole make-up should be thoroughly understood. The builds of trucks are so multifarious that no specified directions can be given respecting accidents happening to them. There is, therefore, the greater need for an engineer’s familiarizing himself with the make-up of his running-gear, so that, when an accident happens, he will know exactly what to do. Disraeli said: “There is nothing so likely to happen as the unexpected.” This applies very aptly to railroad engineering. Industrious accumulation of knowledge respecting every part of the machine is the proper way to defy the unexpected.

BROKEN DRIVING-SPRING.

The running-gear of some engines is so arranged, that, in case a driving-spring breaks on the road, it can readily be replaced if a spare spring is carried. With the average run of engines, however, and the accumulating complication of brake-gear attached to the frames, the replacing of a driving-spring is a tedious operation, that would involve too much delay with an engine attached to a train. Consequently engineers seldom attempt to change a broken spring. They merely remove the attachments likely to shake out of place, and block the engine up so as to get home safely. When a forward driving-spring breaks, it is generally best to take the spring out with its saddle and hangers. Then run the back drivers up on wedges to take the weight off the forward drivers, and put a piece of hard wood or a rubber spring between the top of the box and the frame. Now run the forward drivers on the wedges, which will take the weight off the back drivers, and with a pinch-bar pry up the end of the equalizer till that lever stands level, and block it in that position by jamming a piece of wood between it and the frame. For a back driving-spring, this order of procedure should be reversed. A back driving-spring is often hard to get out of its position; and it sometimes can be left in place, as it is not very liable to cause mischief.

Where a spring drops its load through a hanger breaking, the mishap can occasionally be remedied by chaining the spring to the frame. Should this prove impracticable, the same process must be followed as that which was made necessary by a broken spring.

EQUALIZER BROKEN.

For a broken equalizer, all the pieces likely to shake off, or to be caught by the revolving wheels, must come out; and both driving-boxes on that side must be blocked on top with wood or rubber. Where good screw-jacks are carried, it will often prove time-saving to raise the engine by jacking up at the back end of the frame instead of running it up on wedges. Where the wedge plan is likely to prove easiest, it must be adopted only on a straight track; and then too much care can not be used to prevent the wheels from leaving the rails.

ACCIDENTS TO TRUCKS.

The breaking of an engine-truck spring which transmits the weight to the boxes by means of an equalizer, requires that the equalizer should be taken out, and the frame blocked above the boxes. This blocking above the boxes is necessary to prevent the two unyielding iron surfaces, which would otherwise come together, from hammering each other to pieces. Wood or rubber has more elasticity, and acts as a spring. Whatever may be the form of truck used, if the breaking of a spring allows the rigid frame to drop upon the top of one or more boxes, it must be raised, and a yielding substance inserted, if the engine is to be run even at a moderate speed, and the engineer wishes to avoid further breakage. Sometimes truck-springs, especially with tanks, are so arranged that the removal of one will take away the support of the frame at that point. In such a case, a cross-tie or other suitable piece of wood must be fitted into the place to support the weight which the spring held up.

BROKEN FRAME.

A broken truck-frame can generally be held together by means of a chain, and a piece of broken rail or wooden beam to act as a “splice.” Should a truck-wheel or axle break, it can be chained up to enable the engine to reach the nearest side track where new wheels may be procured, or the broken parts fastened so that the engine may proceed carefully home. The back wheel of an engine-truck can be chained up securely to a rail or cross-tie placed across the top of the engine-frame. If an accident happens to the front wheels, and it proves impracticable to get a sound pair, the truck should be turned round when a side track is reached. An accident to the wheels or axle of a tender-truck can be managed in the same way as an engine-truck, but the cross-beam to support the chained weight must be placed across the top of the tender. A bent axle or broken wheel that prevents a truck from following the rail, can be run to the nearest side track by fastening the wheels so that they will slide on the rails.