BROKEN DRIVING AXLES, WHEELS, AND TIRES.
Accidents of this nature often disable the engine entirely; but sometimes the breakage occurs in such a way that the engine can run itself home, or into a side track, by good and careful management. Driving-axles generally break in the box, or between the box and the wheel. When this happens to a main driving-axle, or when any thing happens to the forward driving-wheel or tire of such a serious nature that the engine can not be moved until the wheel is raised away from the rail, the engineer’s first duty is to take down the main rod on that side, and secure the piston, then to take down both of the side rods. Cases could be cited where engineers have brought in engines with broken axles without disconnecting any thing, but these men did not take the safe side by a long way.
The rods being disconnected, run the disabled wheel up on a wedge or block of wood, and secure it in the raised position by driving blocking between the axle-box and the pedestal-brace. To get the box high enough in the jaws, it is sometimes necessary to remove the spring and saddle from the top of the box. A wheel may break and not fall to pieces, but still be dangerous to use, except for moving along slowly. A tire may break, and yet remain on the wheel, only requiring the most careful handling. On the other hand, the breaking of a wheel or tire may render the wheel useless, when it must be raised from the rail the same way as was recommended for a broken axle, and the same precautions in regard to stripping that side of the engine must all be taken. In the event of an accident happening which disables both forward drivers, they must both be raised from the rails, and the engine pulled in, the truck and hind drivers supporting the weight. Both side rods must come down.
The breaking of back driving-axles, or accidents to wheels or tires, is very difficult to manage; because the weight must be supported in some way. The first act when such a mishap occurs, is to take down both side rods. If the engine can be moved to the nearest side track without further change, take it there; now jack up the back part of the engine, and fasten two pieces of rail by chaining or otherwise to the frames of the engine, their ends resting on the tank-deck, so that, when the jacks are lowered, the tank will help to support the hind part of the engine.
I have seen a case where one piece of rail was pushed into the draw-bar casting, and it held the engine up through a journey of seventy miles. If one of the back driving-wheels can be used, it lessens the weight that has to be borne by any lever contrivance. When one wheel is disabled, it must be blocked up in the jaws; and, should both wheels be rendered useless, they must both be held up, so that as much as possible of the weight may be thrown upon the forward drivers.
CHAPTER XVI.
CONNECTING-RODS, SIDE RODS, AND WEDGES.
CARE OF LOCOMOTIVE RODS.
When it is found that an engineer runs his engine for months on arduous train service, and has no trouble with his rods, he may safely be credited with knowing his business, and attending to it skillfully. In regard to the keeping of the machinery in working-order, the engineer’s duties are mostly of a supervisory nature. When piston-rings get blowing, when guides need closing, or when a pump gets working badly, he reports the matter; and the work is done so that the defect is remedied. With the rods it is different. Although he does not file the brasses himself, he exerts great influence, for good or evil, in the way he manipulates the keys, and by the care he takes of the rods. Injudicious keying of rods is responsible for more accidents than the mistakes in any other one direction, with, perhaps, the exception of the current mistake of the hind brakeman, who supposes there is no use in going back to flag when his train has stopped between stations.