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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/19133-h.zip b/19133-h.zip Binary files differnew file mode 100644 index 0000000..3febafe --- /dev/null +++ b/19133-h.zip diff --git a/19133-h/19133-h.htm b/19133-h/19133-h.htm new file mode 100644 index 0000000..a15a2bf --- /dev/null +++ b/19133-h/19133-h.htm @@ -0,0 +1,1690 @@ +<!DOCTYPE html + PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> +<html> +<head> +<meta http-equiv="Content-Type" content="text/html; charset=US-ASCII" /> +<title>Practical Rules for the Management of a Locomotive Engine</title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + P { margin-top: .75em; + margin-bottom: .75em; + } + H1, H2 { + text-align: center; + margin-top: 2em; + margin-bottom: 2em; + } + H3, H4 { + text-align: left; + margin-top: 1em; + margin-bottom: 1em; + } + BODY{margin-left: 10%; + margin-right: 10%; + } + TD { vertical-align: top; } + .blkquot {margin-left: 4em; margin-right: 4em;} /* block indent */ + + .smcap {font-variant: small-caps;} + + .pagenum {position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray;} + + .citation {vertical-align: super; + font-size: .8em; + text-decoration: none;} + // --> + /* XML end ]]>*/ + </style> +</head> +<body> +<h2> +<a href="#startoftext">Practical Rules for the Management of a Locomotive Engine, by Charles Hutton Gregory</a> +</h2> +<pre> +The Project Gutenberg eBook, Practical Rules for the Management of a +Locomotive Engine, by Charles Hutton Gregory + + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + + + + +Title: Practical Rules for the Management of a Locomotive Engine + in the Station, on the Road, and in cases of Accident + + +Author: Charles Hutton Gregory + + + +Release Date: August 28, 2006 [eBook #19133] + +Language: English + +Character set encoding: ISO-646-US (US-ASCII) + + +***START OF THE PROJECT GUTENBERG EBOOK PRACTICAL RULES FOR THE MANAGEMENT +OF A LOCOMOTIVE ENGINE*** +</pre> +<p><a name="startoftext"></a></p> +<p>Transcribed from the 1841 edition by David Price, ccx074@pglaf.org</p> +<h1>PRACTICAL RULES FOR THE MANAGEMENT OF A LOCOMOTIVE ENGINE:<br /> +IN THE STATION, ON THE ROAD, AND IN CASES OF ACCIDENT.</h1> +<p style="text-align: center"><span class="smcap">by</span><br /> +CHARLES HUTTON GREGORY,<br /> +<span class="smcap">civil engineer</span>.</p> +<h2><!-- page 3--><a name="page3"></a><span class="pagenum">p. +3</span>PREFACE.</h2> +<p>The substance of the following pages was written several months since, +and subsequently sent to the Institution of Civil Engineers, where it was +read in abstract on the 16th of February in the present session.</p> +<p>While our Engineering Literature contains several valuable Treatises on +the Theory and Construction of the Locomotive Engine, it has, as yet, +produced no work illustrating its Use. This circumstance, added to +the recommendation of several competent authorities, has induced the writer +to apply to the Council of the Institution of Civil Engineers for +permission to lay before the public these Practical <!-- page 4--><a +name="page4"></a><span class="pagenum">p. 4</span>Rules for the Management +of a Locomotive Engine, drawn up from individual experience, in the hope +that they may be acceptable, at a period when any subject connected with +the efficiency and safety of Railway travelling is deservedly engaging +attention.</p> +<p>At the end of the Paper will be found some Regulations for the first +appointment of Engine-men, adopted by the Directors of the London and +Croydon Railway, and framed by the writer in his official capacity as their +Resident Engineer. Also, a Table of Railway Velocities, indicated by +the time occupied in passing over given distances, which he has frequently +found to save him the trouble of calculation, and which he hopes may be +similarly useful to others.</p> +<p style="text-align: right"><span class="smcap">Charles Hutton +Gregory</span>.</p> +<p>London, March, 1841.</p> +<h2><!-- page 5--><a name="page5"></a><span class="pagenum">p. +5</span>PRACTICAL RULES, &c.</h2> +<h3>THE MANAGEMENT OF A LOCOMOTIVE ENGINE IN THE STATION.</h3> +<p>The careful examination of a Locomotive Engine when in the Station, and +its judicious management while running, are essential to the full +performance of its duty, and to ensure the safety of the passengers by the +train.</p> +<p>While an Engine is stopping at the Station before a trip, the fire +should be properly kept up,—the tubes clear at both ends,—and +the fire-bars picked free from clinkers: the regulator should be closed and +locked,—the tender-break screwed down tight,—the +reversing-lever fixed in the middle position, so that the slides may be out +of gear,—the <!-- page 6--><a name="page6"></a><span +class="pagenum">p. 6</span>cocks of the oil-vessels and feed-pipes turned +off,—and the steam blowing off from the safety-valve at a pressure of +35 lbs. per square inch; if blowing off in any excess, the waste steam may +be turned into the Tender-cistern to heat the water, and the door of the +smoke-box may be opened to check the fire, but it should be fastened up +again 10 or 15 minutes before the time of starting.</p> +<p>Before an Engine starts with a train, the attention of the Engine-man +should first be directed to its being in complete working order; with this +view he should go beneath the Engine, and carefully examine the working +gear in detail.</p> +<p>The connecting-rod is a very important part, and more liable perhaps +than any other to fail for want of proper examination. The cotters +must be secure, and in case the brasses have too much play they must be +tightened up; <!-- page 7--><a name="page7"></a><span class="pagenum">p. +7</span>observing, however, that brasses should never be set so hard as to +cause friction. If there are set-screws at the side of the cotters, +they should be tight, and all cotters should have a split-pin at the bottom +for greater security. The cotters which fasten the piston-rods to the +cross-heads should be firm in their place, as well as the set-screws, keys, +or other connections, by which the feed-pump pistons are secured to the +piston-rod.</p> +<p>The brasses of the inner framing which carry the inside bearings of the +cranked axle must be examined, and any considerable play prevented by +screwing them up if necessary. The wheels ought to be accurately +square and firm on their axles, and the keys driven up tight. All the +pins, bolts, &c., by which the slide-valve gear is connected, the +lifting-links, and the slings of the slide-spindles, must be secure in +their proper places; the spanners ought to be fast <!-- page 8--><a +name="page8"></a><span class="pagenum">p. 8</span>on the lifting and +weigh-bars, and the studs on the spanners of the weigh-bars should be +particularly noticed, as, if loose, they may be shaken off on the road and +cause the stoppage of the Engine. A similar examination must be +extended to the hand-gear, if there be any; and the bolts which fasten the +plummer-blocks of the weigh-bars, &c., must be screwed up if they are +loose.</p> +<p>The straps of the eccentrics should work with sufficient freedom, and +the eccentrics must be firm in their right position on the axle, or the +Engine will beat unevenly: if any escape of steam has been observed in the +stuffing-boxes of the piston-rod and slide-valve spindle, or of water from +the joints of the feed-pumps and suction-pipes, they must be screwed up; +and any dirt that may have collected near any of the bearings or +connections must be carefully wiped off with cotton waste.</p> +<p><!-- page 9--><a name="page9"></a><span class="pagenum">p. 9</span>The +inspection beneath the Engine being complete, the Engine-man should examine +the ends of the tubes of the boiler, and if there should be leakage to any +serious extent, it would be prudent to drive in a plug at each end of the +defective tube. A small quantity of Russian tallow should +occasionally be introduced into the steam-chests and cylinders, to grease +the slides and pistons. This is done, either by cocks on the outside +of the smoke-box or in the cylinder covers, or through holes secured by +plugs, in the steam-chest covers. The ashes should be emptied out of +the smoke-box, and the small ash-door carefully secured.</p> +<p>Occasionally the gauge should be applied to the wheels, and the Engine +should never be allowed to run when they are found to be at all incorrect +or out of the square.</p> +<p>If there are oil-vessels at the side of <!-- page 10--><a +name="page10"></a><span class="pagenum">p. 10</span>the Engine with pipes +to the pistons, bearings, &c., the Engine-man must see that they are +filled, and the cotton wicks in the top of the pipes, and hanging over into +the oil; that the grease-boxes of the axle-bearings are filled; and the +pins, links, &c., of the springs right and sound. The draw-bar +connecting the Engine and Tender must be secure, and the safety-chains +attached.</p> +<p>The Tender must be replenished with coke and water. An Engine-man +should never run with an Engine without knowing what stock of both the +Tender will carry. It is impossible to lay down any general rule for +the quantity of water evaporated and the coke consumed per mile with the +same Engine, as the amount depends entirely on the extent of duty +performed. The stock of coke is usually nearly twice as much as that +of water,—the water which most Tenders contain is ordinarily +sufficient for <!-- page 11--><a name="page11"></a><span class="pagenum">p. +11</span>running 30 miles with certainty; but when the gradients are steep, +the load heavy, and stoppages frequent, additional water may be oftener +required; and on the other hand, with light duty, an Engine may sometimes +run further without any stoppage. The inconvenience attached to the +necessity of frequent stoppages, and the expense of maintaining a large +number of coke and water stations, have lately induced the manufacture of a +larger class of Tender on six wheels, which, from superior capacity, will +admit of a much longer run.</p> +<p>After a little practice, the examination described above occupies a very +short time: it ought to be completed, and the Engine in its position at the +head of the train, at least five minutes before the hour of starting, when +oil must be copiously supplied by the small oiling-can, to the oil-cups of +the <!-- page 12--><a name="page12"></a><span class="pagenum">p. +12</span>guides, connecting-rods, &c., and to all rubbing parts not fed +by the oiling-pipes; the cocks of the large oil-vessels must be opened, and +the safety-valve screwed down to the working pressure, say 45 lbs. per +square inch.</p> +<p>It would ensure a careful inspection, if, before any train starts, the +Engine-man were required to deliver to the Superintendent of the Station a +certificate that he has examined his Engine, and finds it in good working +order.</p> +<p>Several articles should be constantly carried on the Tender, as either +being frequently required in the working of the Engine, or occasionally in +cases of derangement or accident. The following may be taken as a +list:</p> +<p>One large can of oil, and one or two small oiling-cans and an +oiling-tube, a box of Russian tallow, a quantity of cotton waste, hemp, and +gasken, a hand-brush, keys fitted to all the principal <!-- page 13--><a +name="page13"></a><span class="pagenum">p. 13</span>bolts, one large and +one small monkey-wrench, rods for clearing the tubes and fire, an +arrow-headed poker, a shovel, and a rake.</p> +<p>A number of iron or wooden plugs, an iron plug-holder, and a 7 lb. maul, +two cold chisels, a hammer and a file, spare washers, and duplicates of the +principal bolts, nuts, pins, cotters, &c., a quantity of thick and thin +cord, and some tarred line, a fire-bucket, two long crow-bars, a spare +coupling-chain, with shackle and hook complete, several wooden wedges, +about 2 feet long, 4 or 5 inches wide and 3 inches thick, and, if running +long journeys, two spare ball-clacks, and a screw-jack.</p> +<h3>THE MANAGEMENT OF A LOCOMOTIVE ENGINE ON THE ROAD.</h3> +<p>In the management of a Locomotive Engine, many unforeseen circumstances +<!-- page 14--><a name="page14"></a><span class="pagenum">p. 14</span>may +occur, requiring the use of that discretion which experience alone can +confer, and which it would be almost impossible to comprise in the +particular instructions contained in the following pages, which, however, +the writer believes to contain all the leading principles of +Engine-driving.</p> +<p>On receiving the signal to start, the Engine-man should only slightly +open the regulator, and let the train run for several yards, before he +opens it, by slow degrees, to the full extent. The object of thus +giving a slight aperture to the regulator in starting, is to avoid any jerk +to the carriages, by which passengers might be annoyed, or even the +coupling-irons broken; to prevent the slipping of the driving-wheels, from +their adhesion being unequal to the inertia of the train, when the full +power of the Engine is suddenly used; and because fully opening the +regulator <!-- page 15--><a name="page15"></a><span class="pagenum">p. +15</span>at starting generally causes the Engine to <i>prime</i> +considerably, from the quantity of water condensed in the cylinders and +steam-passages while the Engine was standing. When <i>priming</i> +occurs at starting, the discharge-cocks of the cylinders should be opened +to remove the water. On leaving the station, and frequently on the +road, the Engine-man should watch the train behind him, to see that it is +all right and its motion regular.</p> +<p>The Engine-man should now be standing on the foot-board of the Engine, +which he ought never to leave, unless the machinery is out of order, when +he may leave the Stoker in his place; he should as much as possible be in +such a position as to command, without moving from his place, the +reversing-lever, the whistle, and the regulator, these being the parts +which he is most frequently obliged to <!-- page 16--><a +name="page16"></a><span class="pagenum">p. 16</span>use at the shortest +notice; his hand should be upon the regulator, which, when he has arrived +at a good speed, he will gradually ease off, so as to economise steam +without retarding the train: his eye should be constantly directed to the +rails in front of him, that he may be immediately aware of any obstruction, +and at the same time his full attention must be given to the maintaining a +sufficiency of steam at an equable pressure; this is to be done by using +the requisite care in the manner and time of supplying <i>water</i> and +<i>fuel</i>.</p> +<p>Water is supplied by opening the cocks in the feed-pipes, which allow +the pumps to act; and the height of water in the boiler is commonly shown +by a glass gauge-tube, and by three gauge-cocks at the side, which should +be opened from time to time, (especially when stopping,) as they afford a +<!-- page 17--><a name="page17"></a><span class="pagenum">p. 17</span>more +correct indication of the quantity of water and steam than the +gauge-tube.</p> +<p>One pump, if constantly at work, would, in most Engines, supply as much, +or rather more water than is required by the Engine as equivalent to the +steam consumed; so that by turning on or off either or both pumps, the +Engine-man has the power of regulating the height of the water in the +boiler at discretion.</p> +<p>It may be laid down as an invariable rule, that water alone should +always blow off from the bottom cock (which is from 1 inch to 1½ +inch above the top of the fire-box), in order that there may be enough +water over the fire-box and tubes to prevent their burning; and few Engines +will carry their water much above the top cock without <i>priming</i>, so +that the height of the water may be made to range between these two <!-- +page 18--><a name="page18"></a><span class="pagenum">p. 18</span>points, +according as more or less steam is required.</p> +<p>The water is higher when the Engine is running than when stopping: a +good working height for it in most Engines is when <i>water</i> blows off +from the middle cock while running, and <i>water and steam</i> when +stopping: an Engine-man is sometimes obliged to run the water rather lower, +if he has heavy work; but it is always better to keep the level of the +water as high as possible.</p> +<p>It is observed that when any variation takes place in the pressure of +the steam, a corresponding change occurs in the level of the +water,—that when the pressure of the steam rises or falls, the height +of the water rises or falls simultaneously. Partly for this reason, +and partly to allow the more rapid generation of steam, the feed-pumps are +not generally allowed to act when <!-- page 19--><a name="page19"></a><span +class="pagenum">p. 19</span>the Engine starts: a knowledge of this fact +also shows the necessity of the water being above the ordinary level, +before a decrease is allowed in the pressure of the steam.</p> +<p>When the Engine is highest on an inclined plane, rather a greater height +of water must be kept over the fire-box than on a level, in order that the +chimney ends of the tubes may be well covered.</p> +<p>The most favourable time for allowing the feed-pumps to act, is when the +steam is blowing off with force from the safety-valve, and the fire strong; +and the least favourable time is when the steam and fire are low: indeed +the Engine-man should manage that it may never be necessary in the latter +case, as the addition of water rapidly lowers the steam.</p> +<p>In order to know the force of the steam, one hand may occasionally lift +<!-- page 20--><a name="page20"></a><span class="pagenum">p. 20</span>or +depress for a moment the lever of the safety-valve, according as the steam +is under or over the working pressure; and a little practice will soon +enable a person to judge the extent of excess or deficiency.</p> +<p>Both feed-pumps should not commence working at the same time.</p> +<p>The water should never be allowed to run low before arriving at any part +of the road where considerable power is required, as steam is produced more +rapidly when both pumps are turned off,—a measure which is imprudent +unless the water is high.</p> +<p>When “the feed” is turned on, the Engine-man should try the +pet-cock to see whether the pump is acting freely: the water thrown from it +should be in forcible intermittent jets; warm water with a little steam +will frequently escape from it at first; if this should continue, it may be +concluded that the <!-- page 21--><a name="page21"></a><span +class="pagenum">p. 21</span>upper clack does not act; and if the water is +in a continuous stream without pulsations, the lower clack is out of +order. In either case it will not be prudent to trust too much to the +faulty pump, but the evil may frequently be remedied by working the pump a +short time with the pet-cock open, or alternately turned on and off.</p> +<p>Coke is put on the fire by the Stoker, at the order of the Engine-man, +who should hold the chain of the fire-door in his hand, and open it for as +short a time as possible, while the Stoker throws on each shovelful of +coke: the shovel should be well filled, and the coke distributed equally +over the fire.</p> +<p>In most Engines, the fuel need not be higher than the bottom of the +fire-door; and if allowed to fall more than 6 or 8 inches below it, it must +not be expected that the pressure of the steam will be maintained, if the +Engine has a load.</p> +<p><!-- page 22--><a name="page22"></a><span class="pagenum">p. +22</span>The supply of fuel should be regular, and so arranged that the +fire may have burned up well by the time the steam is most required. +As the addition of fuel causes a temporary reduction of the force of the +fire, coke should not be laid on immediately before arriving at an inclined +plane or any part of the road where much power is required; but when +ascending an incline, coke should be gradually added when the Engine begins +to <i>beat heavily</i>,—the draught is then powerful, and a regular +supply of fuel required to keep up the fire.</p> +<p>In other circumstances, provided the fire is low enough to require fuel, +the best time to put on coke is when the water is sufficiently high to turn +off the feed-pumps, the steam slightly blowing off, and the Engine +travelling at a good speed.</p> +<p>No definite instructions can be given for the frequency with which coke +must <!-- page 23--><a name="page23"></a><span class="pagenum">p. +23</span>be laid on the fire, as it varies according to the duty to be +done, and the water consequently to be evaporated: in cases of heavy duty +and bad gradients, it may at times be necessary even at as short an +interval as 2 miles; under contrary circumstances an Engine may sometimes +run as much as 15 miles without adding fresh coke.</p> +<p>The fire should be allowed to run rather low before arriving at the top +of an inclined plane down which the steam will not be used: on beginning to +descend the plane, fuel should be put on the fire, which will burn up by +the time the train reaches the bottom of the plane.</p> +<p>If it is wished to keep up the steam, it is better not to supply water +and fuel at the same time.</p> +<p>While running, the Stoker should occasionally pick the ashes from the +tubes to clear the draught.</p> +<p><!-- page 24--><a name="page24"></a><span class="pagenum">p. 24</span>By +observing the above rules for the supply of water and coke, an efficient +pressure and quantity of steam will be produced, which it must be the study +of the Engine-man to economise. With this view the regulator should +never be kept too far open;—as soon as the train has acquired the +velocity wished, the aperture may be considerably reduced without +diminishing the speed. As any diminution in the amount of steam used +causes a corresponding diminution in the quantity of coke consumed, the +skill of the Engine-man should be unceasingly directed to the reduction of +so heavy an item of Railway expenditure.</p> +<p>If there should be, at any time, an unnecessary quantity and force of +steam, it is readily reduced by opening the fire-door, and by turning on +the feed-pumps; if there should be too little, the Engine-man must be +content to run slowly for <!-- page 25--><a name="page25"></a><span +class="pagenum">p. 25</span>a short time, keep the regulator only partially +open, and put on a gradual supply of coke.</p> +<p>When the water in the boiler is high, many Engines begin to prime, +especially after running for several days. When this occurs, the +aperture of the regulator should be diminished, and the fire-door and the +discharge cocks of the cylinders opened: if the height of the water will +allow it, the blow-off cock of the boiler may be opened for a short time to +carry off the sediment, which will be found advantageous.</p> +<p>The Engine-man should frequently look to the working gear, to see that +it is in proper order, and to rectify any deficiency at the next +Station.</p> +<p>On nearing a Station where it is intended to stop, the regulator should +be gradually eased off at about five-eighths of a mile from the Station, so +that the train may be more under control, and <!-- page 26--><a +name="page26"></a><span class="pagenum">p. 26</span>when from a quarter to +half a mile distant, according to the velocity and weight of the train, the +steam should be completely shut off, and the train brought to rest by the +breaks. In approaching terminal Stations the steam should be shut off +at a greater distance than at the intermediate Stations, to prevent the +possibility of overrunning the mark from the failure of breaks. It +must be borne in mind that the breaks act much less efficiently in wet or +frosty weather, when it becomes necessary to shut off the steam further +from the Stations. The use of the reversing-lever ought, as much as +possible, to be avoided: it may sometimes be placed in the middle position +(in which the valves do not act), but it should never be completely +reversed unless absolutely necessary for the stoppage of the train.</p> +<p>At the intermediate Stations, the Stoker should frequently oil all the +<!-- page 27--><a name="page27"></a><span class="pagenum">p. +27</span>bearings not supplied by the large oil-vessels, and fill the +oil-cups of the connecting-rods, slides, &c., and if any of the +bearings, brasses, &c., are hot, they should be more copiously oiled, +and eased if necessary. He should also examine all the working gear +cursorily to see if it is in a complete state; particular attention should +be given to the axle-bearings, and especially those of the cranked axle, +which sometimes become so hot by running as to require cooling by throwing +on water.</p> +<p>In case of the driving wheels slipping much in starting from a Station, +the opening of the regulator should be reduced, and only gradually opened +as the wheel bites; the Stoker is sometimes obliged to scatter ashes, sand, +&c., before the wheels: some Engines are now furnished with hoppers in +front, opened by a handle from the <!-- page 28--><a +name="page28"></a><span class="pagenum">p. 28</span>foot-board, by means of +which sand may be dropped on the rails in front of the driving wheels.</p> +<p>If slipping is observed to an unusual extent, it may be inferred that +there is not sufficient weight on the driving wheels, and the springs ought +to be tightened by screwing up the nuts of the bearing bolts: or where the +framing is hung to the springs by plain links, the spring pins must be +lengthened the next time the Engine is in the repairing shops. A +deficiency of weight on the front or hind wheels is indicated by the +pitching of the Engine, and should be remedied in a similar manner.</p> +<p>The regulator should be gradually and completely closed, when the Engine +or train pitches or rocks violently,—in passing a series of points +and crossings,—in very sharp curves, especially if double,—in +rough parts of <!-- page 29--><a name="page29"></a><span class="pagenum">p. +29</span>the permanent way,—and in descending planes whose +inclination is sufficient to carry the train down, without steam, at a +velocity of 30 miles per hour. In descending such an inclined plane, +if it should be found that the velocity is greater than 30 miles per hour, +it should be reduced by gently applying the break.</p> +<p>On every Railway there is a prescribed limit to the pressure of the +steam, and no circumstance should induce the Engine-man to use steam at a +higher pressure, or in any case to weight the lever, or hold it down for +more than a moment. When there are two safety-valves, that which is +out of reach may be set at the limit of pressure, and the valve next the +foot-board some pounds lower. It is an advantage to have a stop +placed below the lever of the safety-valve on the screw of the spring +balance, to prevent its being <!-- page 30--><a name="page30"></a><span +class="pagenum">p. 30</span>inadvertently screwed down to more than the +working pressure.</p> +<p>The steam whistle is obviously intended to give notice of danger: on +this account its use is forbidden on some Railways, excepting on occasions +of extreme emergency; but the variety of modulation of which it is +susceptible has in others induced its adoption as a frequent warning. +When the latter is the case, it has been found a safe measure to sound the +whistle directly the steam has been shut off previously to stopping at a +Station, and to give two short whistles the moment before starting, to warn +parties of the approach and departure of the train. When this system +is practised, the Engine-man should not turn on the full power of the +whistle, but reserve it exclusively for cases of danger.</p> +<p>When near the end of the trip very little fire is wanted, and both +feed-pumps <!-- page 31--><a name="page31"></a><span class="pagenum">p. +31</span>should be turned on for a short distance before arriving at the +Station, unless the Engine is to start again immediately. If it is +intended to remain at the Station about an hour, the water should be +considerably above the middle cock (when the Engine is standing), which +will be effected by keeping on both feed-pumps from a half to +three-quarters of a mile. The safety-valve should, at the same time, +be eased off to 35 lbs.</p> +<p>If the train is brought into the Station by a tow-rope, great care must +be taken to stretch the rope gradually by a gentle advance of the Engine, +which must be stopped at a signal from the tow-rope man.</p> +<p>It would be prudent to conduct the examination described at the +commencement, directly the Engine arrives at the Station, in order to leave +time for any repair which may be required.</p> +<p><!-- page 32--><a name="page32"></a><span class="pagenum">p. +32</span>When an Engine is running the last trip for the day, no fuel need +be put on for the last 10, 15, or 20 miles, according as the duty is heavy +or light; indeed, the fire may be nearly run out by the time the Engine +stops, if the gradients, &c., are favourable. For a considerable +distance before stopping both pumps should be at work, so that the water in +the boiler may be at or above the top cock when the Engine stops, and the +safety-valve should be eased off to 25 lbs. per square inch.</p> +<p>On stopping over the pit, the fire is drawn by opening the fire-door, +introducing the arrow-headed poker through the fire-bars, and pulling up +two or three of them from the bottom of the furnace, by which room will be +allowed for the rest to be separated, and the fire fall through into the +ash-pan, from which it is raked out by the Stoker. The practice of +blowing off all the <!-- page 33--><a name="page33"></a><span +class="pagenum">p. 33</span>water from a boiler by the pressure of the +steam should never be allowed, without an express order from the +Superintendent of Locomotives, when the boiler is unusually full of mud; +as, if frequently practised, it will seriously injure the fire-box and +tubes.</p> +<h3>THE MANAGEMENT OF A LOCOMOTIVE ENGINE IN CASES OF ACCIDENT.</h3> +<p>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.</p> +<p>1. <i>The bursting of a tube</i>.—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 <!-- page 34--><a +name="page34"></a><span class="pagenum">p. 34</span>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.</p> +<p>The bursting of a tube or other causes will sometimes lead to the +lagging <!-- page 35--><a name="page35"></a><span class="pagenum">p. +35</span>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.</p> +<p>2. <i>The failing of one of the feed pumps</i>.—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.</p> +<p>3. <i>The breaking of a spring</i>.—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 <!-- page 36--><a +name="page36"></a><span class="pagenum">p. 36</span>the Stations, the +Engine should cease running as soon as possible.</p> +<p>4. <i>The breaking of a connecting-rod</i>, <i>or its +disconnection</i> 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 <!-- page 37--><a +name="page37"></a><span class="pagenum">p. 37</span>slide at the middle of +its stroke so as to cover both ports.</p> +<p>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.</p> +<p>5. <i>The fracture or disconnection of the eccentrics, or any of +the slide-valve gear</i>.—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.</p> +<p><!-- page 38--><a name="page38"></a><span class="pagenum">p. +38</span>6. <i>The fracture of the strap which holds the +slide-valve</i>, 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.</p> +<p>7. <i>The disconnection of a piston</i>, 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.</p> +<p>8. <i>The breaking of an axle</i>, in a four-wheeled Engine is an +accident which is almost of necessity attended with the overturn of the +Engine. In a <!-- page 39--><a name="page39"></a><span +class="pagenum">p. 39</span>six-wheeled Engine it requires the stoppage of +the train until assistance arrives.</p> +<p>9. <i>The Engine running off the rails</i>. 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.</p> +<p>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 <!-- page 40--><a +name="page40"></a><span class="pagenum">p. 40</span>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 <!-- page 41--><a +name="page41"></a><span class="pagenum">p. 41</span>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.</p> +<p style="text-align: center">* * * * *</p> +<p>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.</p> +<p style="text-align: center">* * * * *</p> +<p>The most essential personal qualifications of an Engine-man are, +sobriety <!-- page 42--><a name="page42"></a><span class="pagenum">p. +42</span>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.</p> +<h3><!-- page 43--><a name="page43"></a><span class="pagenum">p. +43</span>REGULATIONS FOR THE FIRST APPOINTMENT OF AN ENGINE-MAN, ADOPTED BY +THE DIRECTORS OF THE LONDON AND CROYDON RAILWAY.</h3> +<p>1840.</p> +<p>1. The candidate must not be under twenty-one years of age, and +must produce a certificate of a sound constitution and steady habits.</p> +<p>2. He must be able to read and write, and, if possible, understand +the rudimental principles of mechanics.</p> +<p>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.</p> +<p>4. If the candidate has been a Fitter or a stationary Engine-man, +he must, <!-- page 44--><a name="page44"></a><span class="pagenum">p. +44</span>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.</p> +<p>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.</p> +<p>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 <!-- +page 45--><a name="page45"></a><span class="pagenum">p. 45</span>this +examination must be committed to paper, signed by the examiner, and +presented to the Board.</p> +<p>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.</p> +<p>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.</p> +<p>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.</p> +<h2><!-- page 46--><a name="page46"></a><span class="pagenum">p. 46</span>A +TABLE OF VELOCITIES.</h2> +<table border="1" cellpadding="5" cellspacing="0"> +<tr> +<td> +<p style="text-align: center">Time occupied in Travelling one eight of a +mile</p> +</td> +<td> +<p style="text-align: center">Time occupied in Travelling ¼ of a +mile</p> +</td> +<td> +<p style="text-align: center">Velocity</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">7.5</p> +</td> +<td> +<p style="text-align: center">15</p> +</td> +<td> +<p style="text-align: center">60.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">8</p> +</td> +<td> +<p style="text-align: center">16</p> +</td> +<td> +<p style="text-align: center">56.2</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">8.5</p> +</td> +<td> +<p style="text-align: center">17</p> +</td> +<td> +<p style="text-align: center">52.9</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">9</p> +</td> +<td> +<p style="text-align: center">18</p> +</td> +<td> +<p style="text-align: center">50.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">9.5</p> +</td> +<td> +<p style="text-align: center">19</p> +</td> +<td> +<p style="text-align: center">47.4</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">10</p> +</td> +<td> +<p style="text-align: center">20</p> +</td> +<td> +<p style="text-align: center">45.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">10.5</p> +</td> +<td> +<p style="text-align: center">21</p> +</td> +<td> +<p style="text-align: center">42.9</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">11</p> +</td> +<td> +<p style="text-align: center">22</p> +</td> +<td> +<p style="text-align: center">40.9</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">11.5</p> +</td> +<td> +<p style="text-align: center">23</p> +</td> +<td> +<p style="text-align: center">39.1</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">12</p> +</td> +<td> +<p style="text-align: center">24</p> +</td> +<td> +<p style="text-align: center">37.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">12.5</p> +</td> +<td> +<p style="text-align: center">25</p> +</td> +<td> +<p style="text-align: center">36.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">13</p> +</td> +<td> +<p style="text-align: center">26</p> +</td> +<td> +<p style="text-align: center">34.6</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">13.5</p> +</td> +<td> +<p style="text-align: center">27</p> +</td> +<td> +<p style="text-align: center">33.3</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">14</p> +</td> +<td> +<p style="text-align: center">28</p> +</td> +<td> +<p style="text-align: center">32.1</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">14.5</p> +</td> +<td> +<p style="text-align: center">29</p> +</td> +<td> +<p style="text-align: center">31.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">15</p> +</td> +<td> +<p style="text-align: center">30</p> +</td> +<td> +<p style="text-align: center">30.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">15.5</p> +</td> +<td> +<p style="text-align: center">31</p> +</td> +<td> +<p style="text-align: center">29.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">16</p> +</td> +<td> +<p style="text-align: center">32</p> +</td> +<td> +<p style="text-align: center">28.1</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">16.5</p> +</td> +<td> +<p style="text-align: center">33</p> +</td> +<td> +<p style="text-align: center">27.3</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">17</p> +</td> +<td> +<p style="text-align: center">34</p> +</td> +<td> +<p style="text-align: center">26.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">17.5</p> +</td> +<td> +<p style="text-align: center">35</p> +</td> +<td> +<p style="text-align: center">25.7</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">18</p> +</td> +<td> +<p style="text-align: center">36</p> +</td> +<td> +<p style="text-align: center">25.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">18.5</p> +</td> +<td> +<p style="text-align: center">37</p> +</td> +<td> +<p style="text-align: center">24.3</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">19</p> +</td> +<td> +<p style="text-align: center">38</p> +</td> +<td> +<p style="text-align: center">23.7</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center"><!-- page 47--><a name="page47"></a><span +class="pagenum">p. 47</span>19.5</p> +</td> +<td> +<p style="text-align: center">39</p> +</td> +<td> +<p style="text-align: center">23.1</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">20</p> +</td> +<td> +<p style="text-align: center">40</p> +</td> +<td> +<p style="text-align: center">22.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">20.5</p> +</td> +<td> +<p style="text-align: center">41</p> +</td> +<td> +<p style="text-align: center">21.9</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">21</p> +</td> +<td> +<p style="text-align: center">42</p> +</td> +<td> +<p style="text-align: center">21.4</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">21.5</p> +</td> +<td> +<p style="text-align: center">43</p> +</td> +<td> +<p style="text-align: center">20.9</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">22</p> +</td> +<td> +<p style="text-align: center">44</p> +</td> +<td> +<p style="text-align: center">20.4</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">22.5</p> +</td> +<td> +<p style="text-align: center">45</p> +</td> +<td> +<p style="text-align: center">20.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">23</p> +</td> +<td> +<p style="text-align: center">46</p> +</td> +<td> +<p style="text-align: center">19.6</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">23.5</p> +</td> +<td> +<p style="text-align: center">47</p> +</td> +<td> +<p style="text-align: center">19.1</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">24</p> +</td> +<td> +<p style="text-align: center">48</p> +</td> +<td> +<p style="text-align: center">18.7</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">24.5</p> +</td> +<td> +<p style="text-align: center">49</p> +</td> +<td> +<p style="text-align: center">18.4</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">25</p> +</td> +<td> +<p style="text-align: center">50</p> +</td> +<td> +<p style="text-align: center">18.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">25.5</p> +</td> +<td> +<p style="text-align: center">51</p> +</td> +<td> +<p style="text-align: center">17.7</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">26</p> +</td> +<td> +<p style="text-align: center">52</p> +</td> +<td> +<p style="text-align: center">17.3</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">26.5</p> +</td> +<td> +<p style="text-align: center">53</p> +</td> +<td> +<p style="text-align: center">17.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">27</p> +</td> +<td> +<p style="text-align: center">54</p> +</td> +<td> +<p style="text-align: center">16.7</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">28</p> +</td> +<td> +<p style="text-align: center">56</p> +</td> +<td> +<p style="text-align: center">16.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">29</p> +</td> +<td> +<p style="text-align: center">58</p> +</td> +<td> +<p style="text-align: center">15.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">30</p> +</td> +<td> +<p style="text-align: center">60</p> +</td> +<td> +<p style="text-align: center">15.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">31</p> +</td> +<td> +<p style="text-align: center">62</p> +</td> +<td> +<p style="text-align: center">14.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">32</p> +</td> +<td> +<p style="text-align: center">64</p> +</td> +<td> +<p style="text-align: center">14.1</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">33</p> +</td> +<td> +<p style="text-align: center">66</p> +</td> +<td> +<p style="text-align: center">13.6</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">34</p> +</td> +<td> +<p style="text-align: center">68</p> +</td> +<td> +<p style="text-align: center">13.2</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">35</p> +</td> +<td> +<p style="text-align: center">70</p> +</td> +<td> +<p style="text-align: center">12.8</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">36</p> +</td> +<td> +<p style="text-align: center">72</p> +</td> +<td> +<p style="text-align: center">12.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">37</p> +</td> +<td> +<p style="text-align: center">74</p> +</td> +<td> +<p style="text-align: center">12.2</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">38</p> +</td> +<td> +<p style="text-align: center">76</p> +</td> +<td> +<p style="text-align: center">11.8</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center"><!-- page 48--><a name="page48"></a><span +class="pagenum">p. 48</span>39</p> +</td> +<td> +<p style="text-align: center">78</p> +</td> +<td> +<p style="text-align: center">11.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">40</p> +</td> +<td> +<p style="text-align: center">80</p> +</td> +<td> +<p style="text-align: center">11.25</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">41</p> +</td> +<td> +<p style="text-align: center">82</p> +</td> +<td> +<p style="text-align: center">11.0</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">42</p> +</td> +<td> +<p style="text-align: center">84</p> +</td> +<td> +<p style="text-align: center">10.7</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">43</p> +</td> +<td> +<p style="text-align: center">86</p> +</td> +<td> +<p style="text-align: center">10.5</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">44</p> +</td> +<td> +<p style="text-align: center">88</p> +</td> +<td> +<p style="text-align: center">10.2</p> +</td> +</tr> +<tr> +<td> +<p style="text-align: center">45</p> +</td> +<td> +<p style="text-align: center">90</p> +</td> +<td> +<p style="text-align: center">10.0</p> +</td> +</tr> +</table> +<p>***END OF THE PROJECT GUTENBERG EBOOK PRACTICAL RULES FOR THE MANAGEMENT</p> +<pre> +OF A LOCOMOTIVE ENGINE*** + + +***** This file should be named 19133-h.htm or 19133-h.zip****** + + +This and all associated files of various formats will be found in: +http://www.gutenberg.org/dirs/1/9/1/3/19133 + + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means 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You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + + + + +Title: Practical Rules for the Management of a Locomotive Engine + in the Station, on the Road, and in cases of Accident + + +Author: Charles Hutton Gregory + + + +Release Date: August 28, 2006 [eBook #19133] + +Language: English + +Character set encoding: ISO-646-US (US-ASCII) + + +***START OF THE PROJECT GUTENBERG EBOOK PRACTICAL RULES FOR THE MANAGEMENT +OF A LOCOMOTIVE ENGINE*** + + + + + +Transcribed from the 1841 edition by David Price, ccx074@pglaf.org + + + + + +PRACTICAL RULES FOR THE MANAGEMENT OF A LOCOMOTIVE ENGINE: +IN THE STATION, ON THE ROAD, AND IN CASES OF ACCIDENT. + + + BY + CHARLES HUTTON GREGORY, + CIVIL ENGINEER. + + + + +PREFACE. + + +The substance of the following pages was written several months since, +and subsequently sent to the Institution of Civil Engineers, where it was +read in abstract on the 16th of February in the present session. + +While our Engineering Literature contains several valuable Treatises on +the Theory and Construction of the Locomotive Engine, it has, as yet, +produced no work illustrating its Use. This circumstance, added to the +recommendation of several competent authorities, has induced the writer +to apply to the Council of the Institution of Civil Engineers for +permission to lay before the public these Practical Rules for the +Management of a Locomotive Engine, drawn up from individual experience, +in the hope that they may be acceptable, at a period when any subject +connected with the efficiency and safety of Railway travelling is +deservedly engaging attention. + +At the end of the Paper will be found some Regulations for the first +appointment of Engine-men, adopted by the Directors of the London and +Croydon Railway, and framed by the writer in his official capacity as +their Resident Engineer. Also, a Table of Railway Velocities, indicated +by the time occupied in passing over given distances, which he has +frequently found to save him the trouble of calculation, and which he +hopes may be similarly useful to others. + + CHARLES HUTTON GREGORY. + +London, March, 1841. + + + + +PRACTICAL RULES, &c. + + +THE MANAGEMENT OF A LOCOMOTIVE ENGINE IN THE STATION. + + +The careful examination of a Locomotive Engine when in the Station, and +its judicious management while running, are essential to the full +performance of its duty, and to ensure the safety of the passengers by +the train. + +While an Engine is stopping at the Station before a trip, the fire should +be properly kept up,--the tubes clear at both ends,--and the fire-bars +picked free from clinkers: the regulator should be closed and +locked,--the tender-break screwed down tight,--the reversing-lever fixed +in the middle position, so that the slides may be out of gear,--the cocks +of the oil-vessels and feed-pipes turned off,--and the steam blowing off +from the safety-valve at a pressure of 35 lbs. per square inch; if +blowing off in any excess, the waste steam may be turned into the +Tender-cistern to heat the water, and the door of the smoke-box may be +opened to check the fire, but it should be fastened up again 10 or 15 +minutes before the time of starting. + +Before an Engine starts with a train, the attention of the Engine-man +should first be directed to its being in complete working order; with +this view he should go beneath the Engine, and carefully examine the +working gear in detail. + +The connecting-rod is a very important part, and more liable perhaps than +any other to fail for want of proper examination. The cotters must be +secure, and in case the brasses have too much play they must be tightened +up; observing, however, that brasses should never be set so hard as to +cause friction. If there are set-screws at the side of the cotters, they +should be tight, and all cotters should have a split-pin at the bottom +for greater security. The cotters which fasten the piston-rods to the +cross-heads should be firm in their place, as well as the set-screws, +keys, or other connections, by which the feed-pump pistons are secured to +the piston-rod. + +The brasses of the inner framing which carry the inside bearings of the +cranked axle must be examined, and any considerable play prevented by +screwing them up if necessary. The wheels ought to be accurately square +and firm on their axles, and the keys driven up tight. All the pins, +bolts, &c., by which the slide-valve gear is connected, the +lifting-links, and the slings of the slide-spindles, must be secure in +their proper places; the spanners ought to be fast on the lifting and +weigh-bars, and the studs on the spanners of the weigh-bars should be +particularly noticed, as, if loose, they may be shaken off on the road +and cause the stoppage of the Engine. A similar examination must be +extended to the hand-gear, if there be any; and the bolts which fasten +the plummer-blocks of the weigh-bars, &c., must be screwed up if they are +loose. + +The straps of the eccentrics should work with sufficient freedom, and the +eccentrics must be firm in their right position on the axle, or the +Engine will beat unevenly: if any escape of steam has been observed in +the stuffing-boxes of the piston-rod and slide-valve spindle, or of water +from the joints of the feed-pumps and suction-pipes, they must be screwed +up; and any dirt that may have collected near any of the bearings or +connections must be carefully wiped off with cotton waste. + +The inspection beneath the Engine being complete, the Engine-man should +examine the ends of the tubes of the boiler, and if there should be +leakage to any serious extent, it would be prudent to drive in a plug at +each end of the defective tube. A small quantity of Russian tallow +should occasionally be introduced into the steam-chests and cylinders, to +grease the slides and pistons. This is done, either by cocks on the +outside of the smoke-box or in the cylinder covers, or through holes +secured by plugs, in the steam-chest covers. The ashes should be emptied +out of the smoke-box, and the small ash-door carefully secured. + +Occasionally the gauge should be applied to the wheels, and the Engine +should never be allowed to run when they are found to be at all incorrect +or out of the square. + +If there are oil-vessels at the side of the Engine with pipes to the +pistons, bearings, &c., the Engine-man must see that they are filled, and +the cotton wicks in the top of the pipes, and hanging over into the oil; +that the grease-boxes of the axle-bearings are filled; and the pins, +links, &c., of the springs right and sound. The draw-bar connecting the +Engine and Tender must be secure, and the safety-chains attached. + +The Tender must be replenished with coke and water. An Engine-man should +never run with an Engine without knowing what stock of both the Tender +will carry. It is impossible to lay down any general rule for the +quantity of water evaporated and the coke consumed per mile with the same +Engine, as the amount depends entirely on the extent of duty performed. +The stock of coke is usually nearly twice as much as that of water,--the +water which most Tenders contain is ordinarily sufficient for running 30 +miles with certainty; but when the gradients are steep, the load heavy, +and stoppages frequent, additional water may be oftener required; and on +the other hand, with light duty, an Engine may sometimes run further +without any stoppage. The inconvenience attached to the necessity of +frequent stoppages, and the expense of maintaining a large number of coke +and water stations, have lately induced the manufacture of a larger class +of Tender on six wheels, which, from superior capacity, will admit of a +much longer run. + +After a little practice, the examination described above occupies a very +short time: it ought to be completed, and the Engine in its position at +the head of the train, at least five minutes before the hour of starting, +when oil must be copiously supplied by the small oiling-can, to the +oil-cups of the guides, connecting-rods, &c., and to all rubbing parts +not fed by the oiling-pipes; the cocks of the large oil-vessels must be +opened, and the safety-valve screwed down to the working pressure, say 45 +lbs. per square inch. + +It would ensure a careful inspection, if, before any train starts, the +Engine-man were required to deliver to the Superintendent of the Station +a certificate that he has examined his Engine, and finds it in good +working order. + +Several articles should be constantly carried on the Tender, as either +being frequently required in the working of the Engine, or occasionally +in cases of derangement or accident. The following may be taken as a +list: + +One large can of oil, and one or two small oiling-cans and an +oiling-tube, a box of Russian tallow, a quantity of cotton waste, hemp, +and gasken, a hand-brush, keys fitted to all the principal bolts, one +large and one small monkey-wrench, rods for clearing the tubes and fire, +an arrow-headed poker, a shovel, and a rake. + +A number of iron or wooden plugs, an iron plug-holder, and a 7 lb. maul, +two cold chisels, a hammer and a file, spare washers, and duplicates of +the principal bolts, nuts, pins, cotters, &c., a quantity of thick and +thin cord, and some tarred line, a fire-bucket, two long crow-bars, a +spare coupling-chain, with shackle and hook complete, several wooden +wedges, about 2 feet long, 4 or 5 inches wide and 3 inches thick, and, if +running long journeys, two spare ball-clacks, and a screw-jack. + + + +THE MANAGEMENT OF A LOCOMOTIVE ENGINE ON THE ROAD. + + +In the management of a Locomotive Engine, many unforeseen circumstances +may occur, requiring the use of that discretion which experience alone +can confer, and which it would be almost impossible to comprise in the +particular instructions contained in the following pages, which, however, +the writer believes to contain all the leading principles of +Engine-driving. + +On receiving the signal to start, the Engine-man should only slightly +open the regulator, and let the train run for several yards, before he +opens it, by slow degrees, to the full extent. The object of thus giving +a slight aperture to the regulator in starting, is to avoid any jerk to +the carriages, by which passengers might be annoyed, or even the +coupling-irons broken; to prevent the slipping of the driving-wheels, +from their adhesion being unequal to the inertia of the train, when the +full power of the Engine is suddenly used; and because fully opening the +regulator at starting generally causes the Engine to _prime_ +considerably, from the quantity of water condensed in the cylinders and +steam-passages while the Engine was standing. When _priming_ occurs at +starting, the discharge-cocks of the cylinders should be opened to remove +the water. On leaving the station, and frequently on the road, the +Engine-man should watch the train behind him, to see that it is all right +and its motion regular. + +The Engine-man should now be standing on the foot-board of the Engine, +which he ought never to leave, unless the machinery is out of order, when +he may leave the Stoker in his place; he should as much as possible be in +such a position as to command, without moving from his place, the +reversing-lever, the whistle, and the regulator, these being the parts +which he is most frequently obliged to use at the shortest notice; his +hand should be upon the regulator, which, when he has arrived at a good +speed, he will gradually ease off, so as to economise steam without +retarding the train: his eye should be constantly directed to the rails +in front of him, that he may be immediately aware of any obstruction, and +at the same time his full attention must be given to the maintaining a +sufficiency of steam at an equable pressure; this is to be done by using +the requisite care in the manner and time of supplying _water_ and +_fuel_. + +Water is supplied by opening the cocks in the feed-pipes, which allow the +pumps to act; and the height of water in the boiler is commonly shown by +a glass gauge-tube, and by three gauge-cocks at the side, which should be +opened from time to time, (especially when stopping,) as they afford a +more correct indication of the quantity of water and steam than the +gauge-tube. + +One pump, if constantly at work, would, in most Engines, supply as much, +or rather more water than is required by the Engine as equivalent to the +steam consumed; so that by turning on or off either or both pumps, the +Engine-man has the power of regulating the height of the water in the +boiler at discretion. + +It may be laid down as an invariable rule, that water alone should always +blow off from the bottom cock (which is from 1 inch to 1.5 inch above the +top of the fire-box), in order that there may be enough water over the +fire-box and tubes to prevent their burning; and few Engines will carry +their water much above the top cock without _priming_, so that the height +of the water may be made to range between these two points, according as +more or less steam is required. + +The water is higher when the Engine is running than when stopping: a good +working height for it in most Engines is when _water_ blows off from the +middle cock while running, and _water and steam_ when stopping: an +Engine-man is sometimes obliged to run the water rather lower, if he has +heavy work; but it is always better to keep the level of the water as +high as possible. + +It is observed that when any variation takes place in the pressure of the +steam, a corresponding change occurs in the level of the water,--that +when the pressure of the steam rises or falls, the height of the water +rises or falls simultaneously. Partly for this reason, and partly to +allow the more rapid generation of steam, the feed-pumps are not +generally allowed to act when the Engine starts: a knowledge of this fact +also shows the necessity of the water being above the ordinary level, +before a decrease is allowed in the pressure of the steam. + +When the Engine is highest on an inclined plane, rather a greater height +of water must be kept over the fire-box than on a level, in order that +the chimney ends of the tubes may be well covered. + +The most favourable time for allowing the feed-pumps to act, is when the +steam is blowing off with force from the safety-valve, and the fire +strong; and the least favourable time is when the steam and fire are low: +indeed the Engine-man should manage that it may never be necessary in the +latter case, as the addition of water rapidly lowers the steam. + +In order to know the force of the steam, one hand may occasionally lift +or depress for a moment the lever of the safety-valve, according as the +steam is under or over the working pressure; and a little practice will +soon enable a person to judge the extent of excess or deficiency. + +Both feed-pumps should not commence working at the same time. + +The water should never be allowed to run low before arriving at any part +of the road where considerable power is required, as steam is produced +more rapidly when both pumps are turned off,--a measure which is +imprudent unless the water is high. + +When "the feed" is turned on, the Engine-man should try the pet-cock to +see whether the pump is acting freely: the water thrown from it should be +in forcible intermittent jets; warm water with a little steam will +frequently escape from it at first; if this should continue, it may be +concluded that the upper clack does not act; and if the water is in a +continuous stream without pulsations, the lower clack is out of order. +In either case it will not be prudent to trust too much to the faulty +pump, but the evil may frequently be remedied by working the pump a short +time with the pet-cock open, or alternately turned on and off. + +Coke is put on the fire by the Stoker, at the order of the Engine-man, +who should hold the chain of the fire-door in his hand, and open it for +as short a time as possible, while the Stoker throws on each shovelful of +coke: the shovel should be well filled, and the coke distributed equally +over the fire. + +In most Engines, the fuel need not be higher than the bottom of the +fire-door; and if allowed to fall more than 6 or 8 inches below it, it +must not be expected that the pressure of the steam will be maintained, +if the Engine has a load. + +The supply of fuel should be regular, and so arranged that the fire may +have burned up well by the time the steam is most required. As the +addition of fuel causes a temporary reduction of the force of the fire, +coke should not be laid on immediately before arriving at an inclined +plane or any part of the road where much power is required; but when +ascending an incline, coke should be gradually added when the Engine +begins to _beat heavily_,--the draught is then powerful, and a regular +supply of fuel required to keep up the fire. + +In other circumstances, provided the fire is low enough to require fuel, +the best time to put on coke is when the water is sufficiently high to +turn off the feed-pumps, the steam slightly blowing off, and the Engine +travelling at a good speed. + +No definite instructions can be given for the frequency with which coke +must be laid on the fire, as it varies according to the duty to be done, +and the water consequently to be evaporated: in cases of heavy duty and +bad gradients, it may at times be necessary even at as short an interval +as 2 miles; under contrary circumstances an Engine may sometimes run as +much as 15 miles without adding fresh coke. + +The fire should be allowed to run rather low before arriving at the top +of an inclined plane down which the steam will not be used: on beginning +to descend the plane, fuel should be put on the fire, which will burn up +by the time the train reaches the bottom of the plane. + +If it is wished to keep up the steam, it is better not to supply water +and fuel at the same time. + +While running, the Stoker should occasionally pick the ashes from the +tubes to clear the draught. + +By observing the above rules for the supply of water and coke, an +efficient pressure and quantity of steam will be produced, which it must +be the study of the Engine-man to economise. With this view the +regulator should never be kept too far open;--as soon as the train has +acquired the velocity wished, the aperture may be considerably reduced +without diminishing the speed. As any diminution in the amount of steam +used causes a corresponding diminution in the quantity of coke consumed, +the skill of the Engine-man should be unceasingly directed to the +reduction of so heavy an item of Railway expenditure. + +If there should be, at any time, an unnecessary quantity and force of +steam, it is readily reduced by opening the fire-door, and by turning on +the feed-pumps; if there should be too little, the Engine-man must be +content to run slowly for a short time, keep the regulator only partially +open, and put on a gradual supply of coke. + +When the water in the boiler is high, many Engines begin to prime, +especially after running for several days. When this occurs, the +aperture of the regulator should be diminished, and the fire-door and the +discharge cocks of the cylinders opened: if the height of the water will +allow it, the blow-off cock of the boiler may be opened for a short time +to carry off the sediment, which will be found advantageous. + +The Engine-man should frequently look to the working gear, to see that it +is in proper order, and to rectify any deficiency at the next Station. + +On nearing a Station where it is intended to stop, the regulator should +be gradually eased off at about five-eighths of a mile from the Station, +so that the train may be more under control, and when from a quarter to +half a mile distant, according to the velocity and weight of the train, +the steam should be completely shut off, and the train brought to rest by +the breaks. In approaching terminal Stations the steam should be shut +off at a greater distance than at the intermediate Stations, to prevent +the possibility of overrunning the mark from the failure of breaks. It +must be borne in mind that the breaks act much less efficiently in wet or +frosty weather, when it becomes necessary to shut off the steam further +from the Stations. The use of the reversing-lever ought, as much as +possible, to be avoided: it may sometimes be placed in the middle +position (in which the valves do not act), but it should never be +completely reversed unless absolutely necessary for the stoppage of the +train. + +At the intermediate Stations, the Stoker should frequently oil all the +bearings not supplied by the large oil-vessels, and fill the oil-cups of +the connecting-rods, slides, &c., and if any of the bearings, brasses, +&c., are hot, they should be more copiously oiled, and eased if +necessary. He should also examine all the working gear cursorily to see +if it is in a complete state; particular attention should be given to the +axle-bearings, and especially those of the cranked axle, which sometimes +become so hot by running as to require cooling by throwing on water. + +In case of the driving wheels slipping much in starting from a Station, +the opening of the regulator should be reduced, and only gradually opened +as the wheel bites; the Stoker is sometimes obliged to scatter ashes, +sand, &c., before the wheels: some Engines are now furnished with hoppers +in front, opened by a handle from the foot-board, by means of which sand +may be dropped on the rails in front of the driving wheels. + +If slipping is observed to an unusual extent, it may be inferred that +there is not sufficient weight on the driving wheels, and the springs +ought to be tightened by screwing up the nuts of the bearing bolts: or +where the framing is hung to the springs by plain links, the spring pins +must be lengthened the next time the Engine is in the repairing shops. A +deficiency of weight on the front or hind wheels is indicated by the +pitching of the Engine, and should be remedied in a similar manner. + +The regulator should be gradually and completely closed, when the Engine +or train pitches or rocks violently,--in passing a series of points and +crossings,--in very sharp curves, especially if double,--in rough parts +of the permanent way,--and in descending planes whose inclination is +sufficient to carry the train down, without steam, at a velocity of 30 +miles per hour. In descending such an inclined plane, if it should be +found that the velocity is greater than 30 miles per hour, it should be +reduced by gently applying the break. + +On every Railway there is a prescribed limit to the pressure of the +steam, and no circumstance should induce the Engine-man to use steam at a +higher pressure, or in any case to weight the lever, or hold it down for +more than a moment. When there are two safety-valves, that which is out +of reach may be set at the limit of pressure, and the valve next the +foot-board some pounds lower. It is an advantage to have a stop placed +below the lever of the safety-valve on the screw of the spring balance, +to prevent its being inadvertently screwed down to more than the working +pressure. + +The steam whistle is obviously intended to give notice of danger: on this +account its use is forbidden on some Railways, excepting on occasions of +extreme emergency; but the variety of modulation of which it is +susceptible has in others induced its adoption as a frequent warning. +When the latter is the case, it has been found a safe measure to sound +the whistle directly the steam has been shut off previously to stopping +at a Station, and to give two short whistles the moment before starting, +to warn parties of the approach and departure of the train. When this +system is practised, the Engine-man should not turn on the full power of +the whistle, but reserve it exclusively for cases of danger. + +When near the end of the trip very little fire is wanted, and both +feed-pumps should be turned on for a short distance before arriving at +the Station, unless the Engine is to start again immediately. If it is +intended to remain at the Station about an hour, the water should be +considerably above the middle cock (when the Engine is standing), which +will be effected by keeping on both feed-pumps from a half to +three-quarters of a mile. The safety-valve should, at the same time, be +eased off to 35 lbs. + +If the train is brought into the Station by a tow-rope, great care must +be taken to stretch the rope gradually by a gentle advance of the Engine, +which must be stopped at a signal from the tow-rope man. + +It would be prudent to conduct the examination described at the +commencement, directly the Engine arrives at the Station, in order to +leave time for any repair which may be required. + +When an Engine is running the last trip for the day, no fuel need be put +on for the last 10, 15, or 20 miles, according as the duty is heavy or +light; indeed, the fire may be nearly run out by the time the Engine +stops, if the gradients, &c., are favourable. For a considerable +distance before stopping both pumps should be at work, so that the water +in the boiler may be at or above the top cock when the Engine stops, and +the safety-valve should be eased off to 25 lbs. per square inch. + +On stopping over the pit, the fire is drawn by opening the fire-door, +introducing the arrow-headed poker through the fire-bars, and pulling up +two or three of them from the bottom of the furnace, by which room will +be allowed for the rest to be separated, and the fire fall through into +the ash-pan, from which it is raked out by the Stoker. The practice of +blowing off all the water from a boiler by the pressure of the steam +should never be allowed, without an express order from the Superintendent +of Locomotives, when the boiler is unusually full of mud; as, if +frequently practised, it will seriously injure the fire-box and tubes. + + + +THE MANAGEMENT OF A LOCOMOTIVE ENGINE IN CASES OF ACCIDENT. + + +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. + + + + +A TABLE OF VELOCITIES. + + + + + Time occupied in Time occupied in Velocity + Travelling one eight Travelling quarter of + of a mile a mile + 7.5 15 60.0 + 8 16 56.2 + 8.5 17 52.9 + 9 18 50.0 + 9.5 19 47.4 + 10 20 45.0 + 10.5 21 42.9 + 11 22 40.9 + 11.5 23 39.1 + 12 24 37.5 + 12.5 25 36.0 + 13 26 34.6 + 13.5 27 33.3 + 14 28 32.1 + 14.5 29 31.0 + 15 30 30.0 + 15.5 31 29.0 + 16 32 28.1 + 16.5 33 27.3 + 17 34 26.5 + 17.5 35 25.7 + 18 36 25.0 + 18.5 37 24.3 + 19 38 23.7 + 19.5 39 23.1 + 20 40 22.5 + 20.5 41 21.9 + 21 42 21.4 + 21.5 43 20.9 + 22 44 20.4 + 22.5 45 20.0 + 23 46 19.6 + 23.5 47 19.1 + 24 48 18.7 + 24.5 49 18.4 + 25 50 18.0 + 25.5 51 17.7 + 26 52 17.3 + 26.5 53 17.0 + 27 54 16.7 + 28 56 16.0 + 29 58 15.5 + 30 60 15.0 + 31 62 14.5 + 32 64 14.1 + 33 66 13.6 + 34 68 13.2 + 35 70 12.8 + 36 72 12.5 + 37 74 12.2 + 38 76 11.8 + 39 78 11.5 + 40 80 11.25 + 41 82 11.0 + 42 84 10.7 + 43 86 10.5 + 44 88 10.2 + 45 90 10.0 + + + + +***END OF THE PROJECT GUTENBERG EBOOK PRACTICAL RULES FOR THE MANAGEMENT +OF A LOCOMOTIVE ENGINE*** + + +******* This file should be named 19133.txt or 19133.zip ******* + + +This and all associated files of various formats will be found in: +http://www.gutenberg.org/dirs/1/9/1/3/19133 + + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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