An Engine is liable to several accidents while running, and it is
important that the Engine-man should know how to act promptly under the
circumstances. In the following list several cases are enumerated, with
the particular steps to be taken in each.
1. _The bursting of a tube_.--The Engine-man should stop the Engine, and
drive a plug into each end of the tube. It frequently happens that the
water and steam blow out with so much force, that it is impossible even
to discover the defective tube: by running the Engine for a short
distance with both pumps acting, the pressure of the steam will perhaps
be sufficiently reduced to enable the Engine-man to work with safety; but
if the escape of water and steam is still too great to do so, he must run
his Engine and train, if possible, off the main line into a siding, and
draw the fire, to prevent its injuring the fire-box and tubes: when the
water has run out down to the level of the defective tube, it may be
easily plugged, and a fresh fire laid and lighted. A tube will
frequently leak to a considerable extent without absolutely requiring the
stoppage of the train; but in this case great care is necessary not to
use much steam, or urge the fire too far.
The bursting of a tube or other causes will sometimes lead to the lagging
or casing of the boiler catching fire, which should be extinguished by
throwing on water from the Tender-cistern in a fire-bucket, or from the
water crane at a Station.
2. _The failing of one of the feed pumps_.--In this case the adequate
supply of water may, with care, be maintained by one pump only. The
supply of coke must be regular, and not in large quantities; and the
steam must be economised, or the water may run low. The pump should be
repaired as soon as possible; this may frequently be done in the interval
between two trips.
3. _The breaking of a spring_.--This is an accident which does not
necessarily involve the stoppage of the train; but as working the Engine
in such a state causes an unequal strain, it should run very gently over
rough parts of the road; and if the derangement is considerable, and
cannot be repaired at the Stations, the Engine should cease running as
soon as possible.
4. _The breaking of a connecting-rod_, _or its disconnection_ by the
loss of cotters, fracture of the straps, &c. This accident, or any
disconnection which allows the piston to be driven from end to end of the
cylinder without restraint, causes expensive damage to the cylinders and
covers; and the connecting-rod, if loose, will seriously injure the
smaller gear, or may even throw the Engine off the road. The Engine
should therefore be instantly stopped, and if possible the connection
restored; if that cannot be done, the connecting-rod must be taken off,
and if on a level or a descending gradient, the train may sometimes be
drawn by a single cylinder: to do so, the slide-valve spindle of the
defective cylinder must be detached from the valve gear, by unscrewing
the nuts, and setting the slide at the middle of its stroke so as to
cover both ports.
If it should be found impracticable to move the train, the Engine might
run on alone for assistance; but in any case where the Engine is obliged
to remain stationary, the fire must be drawn directly the water is down
to the bottom cock.
5. _The fracture or disconnection of the eccentrics, or any of the
slide-valve gear_.--In Engines without hand-gear, if the connection
cannot be restored, the attempt may be made, as in the previous instance,
to work with one cylinder. When the slide-valve gear is disabled,
Engines with hand-gear possess an advantage which others want, in being
able to be worked by hand, when a single cylinder would be unequal to the
duty, from not being able to move the crank over the centres at starting.
6. _The fracture of the strap which holds the slide-valve_, renders
unavailable the cylinder on that side where it occurs, without affecting
the other side. The slide should be detached and placed in the middle of
its stroke, and the attempt made to work with one cylinder.
7. _The disconnection of a piston_, by the fracture of either cotter, is
sometimes caused by shutting off the steam too suddenly when the Engine
is travelling fast with a heavy load. In this case also the slide should
be detached and set in the middle position, and the piston-rod uncoupled
from the connecting-rod, which should be removed to prevent its damaging
the small gear.
8. _The breaking of an axle_, in a four-wheeled Engine is an accident
which is almost of necessity attended with the overturn of the Engine.
In a six-wheeled Engine it requires the stoppage of the train until
assistance arrives.
9. _The Engine running off the rails_. With an Engine-man who drives
carefully, watching well the position of the switches, and the signals
given him, and stopping when he sees any danger attending his further
course, this is an accident of very rare occurrence. If the Engine
should run off on hard ground and near the rails, it may sometimes be
lifted on again at once, by screw-jacks, crow-bars, and long sways; but
if on soft ground or far from the rails, the fire must be drawn, and
instant attention given to prevent its sinking deep into the ground.
The Engine should first be separated from the Tender, which, being a
lighter weight, may be pushed out of the way, and leave more room for
operating on the Engine; this, if it has fallen over on its side, should
be lifted as quickly as may be into a vertical position; to do so, a
purchase should be obtained under the framing on the lowest side, in two
places if possible; two long and tough sways should be brought to bear on
these points, and several men placed to weigh upon each; and as the
Engine is gradually lifted by the sways, every movement should be
followed up and supported by screw-jacks bedded on timber blocking. When
the Engine has been lifted upright, it should be firmly supported by
timbers placed as stanchions under the framing; the earth may then be
cautiously removed from under the wheels, and a length of rail
introduced, taking care to bed it as securely as possible on the
blockings previously laid down, without disturbing them: the same process
should be repeated on the other side, and cross sleepers driven in under
both rails to secure the foundation. As soon as the Engine is in a
vertical position and rails inserted under the wheels, a temporary
railway may be laid down in continuation, and the Engine again drawn on
the main line. It will much facilitate the raising of the Engine if the
water is drawn away out of the boiler as soon as it is sufficiently cool.
* * * * *
In all cases of accident involving stoppage on the main line, it is of
the highest importance that some person should immediately be sent back
about three-quarters of a mile along the road, to give the proper signal
of obstruction, and prevent any following train from running in
unexpectedly.
* * * * *
The most essential personal qualifications of an Engine-man are, sobriety
and steadiness, activity, presence of mind, and unceasing watchfulness;
and wherever these are combined with an accurate knowledge of the
construction of a Locomotive Engine and the principles of its management,
they tend in no small degree towards rendering Railways, what they
properly are, the safest as well as the most agreeable mode of
travelling.
REGULATIONS FOR THE FIRST APPOINTMENT OF AN ENGINE-MAN, ADOPTED BY THE
DIRECTORS OF THE LONDON AND CROYDON RAILWAY.
1840.
1. The candidate must not be under twenty-one years of age, and must
produce a certificate of a sound constitution and steady habits.
2. He must be able to read and write, and, if possible, understand the
rudimental principles of mechanics.
3. It will be a great recommendation if he has served his time to any
mechanical art, especially as a Fitter of Locomotive Engines; and, if
possible, he should produce testimonials stating his qualifications as
such.
4. If the candidate has been a Fitter or a stationary Engine-man, he
must, for several months at least, have been a Stoker on a Locomotive
Engine, under the direction of a steady and competent Engine-man; and
before his appointment, he should produce a testimonial from the
Superintendent of Locomotives, or at least from the Engine-man under whom
he has served, stating full confidence in his acquaintance with the
construction of an Engine and the principles of its management.
5. If the candidate has not been a Fitter or a stationary Engine-man, he
must have served as a Stoker for at least two years, and produce the
testimonials named in the preceding rules.
6. If required by the Board of Directors, for greater security, the
candidate must undergo an examination from their Engineer, Superintendent
of Locomotives, or other competent person, as to his knowledge of an
Engine and its management, and the general result of this examination
must be committed to paper, signed by the examiner, and presented to the
Board.
7. The Engineer or Superintendent of Locomotives of the Railway to which
the candidate is desirous of being appointed, shall sign a certificate
stating that he has conversed with him, has seen him drive, and has
confidence in his steadiness and ability.
8. Before being allowed to take the entire charge of an Engine and
train, the candidate must drive for several days under the direction of
an experienced Engine-man, who must be on his Engine, and certify to his
ability.
9. All certificates and testimonials must be deposited with the
Secretary of the Company, who will restore them to the owner on his
leaving their service.