The engineer’s duty in running a locomotive is more arduous and requires more watchfulness than any other engine running, because of the peculiarities attending it. In the first place, the jolts and jars to which the engine is subject are liable to cause nuts, pins, etc., to come loose, and some of the parts to become disconnected and cause a breakdown of the engine.
This renders necessary a careful examination of the engine, which should be made both before and after each trip.
In the second place, we have that the amount of load the engine has to pull varies with every varying grade in the railroad track, and the variation is so great that on some descending grades the engine may require no steam whatever, while on ascending grades the utmost power attainable from the engine may be required. In firing, feeding the pumps, oiling the parts, and determining the depth of water in the boiler, the grade and the length of each grade has an important bearing, and so has the weather, since it is clear that between the heat of summer and the blizzards of winter there is a wide range of the conditions under which the engine runs.
In former times, from the less perfect construction of locomotives, the engineer’s duties were greatly enhanced from breakdowns, which are comparatively rare with modern locomotives, and there is promise that from improved construction and safeguards they will become less frequent in the future.
It is as important for the locomotive engineer to be familiar with the track as it is to be with the engine, and there is no field of engine driving or running in which more scope is permitted to the engineer to exercise judgment and skill in his management, so as to effect economy in fuel consumption.
The quality and size of the coal is another element that requires attention and observation on the part of the engineer, in order that his train may keep its time and the fuel consumption be kept down.
GETTING THE ENGINE READY.
The first thing to be done in getting ready for a trip is to see that there is sufficient water in the boiler, so that if there is not, there is time to supply the deficiency.
If the boiler is cold it may be that the condensation of the steam in cooling may have left a partial vacuum in the boiler, and it will be necessary in that case to open the top gauge cock and let in air so that the water will come to its proper level in the gauge glass. Similarly, in filling the boiler, it may be necessary to open a gauge cock to let the air out.
The lower cock of the gauge glass should be opened to let the steam blow through if there is pressure on the boiler, or to let a little water out if there is not.