,,of ,a ,,locomotive ,,engine999999 ,transcribed from the #ahda edition by ,david ,price1 ccx#jgdpglaf4org ,,practical ,,rules ,,for ,,the ,,management ,,of ,a ,,locomotive ,,engine3 ,,in ,,the ,,station1 ,,on ,,the ,,road1 ,,and ,,in ,,cases ,,of ,,accident4 ,,by ,,charles ,,hutton ,,gregory1 ,,civil ,,engineer4 ,,preface4 ,the substance of the following pages was written several months since1 and subsequently sent to the ,institution of ,civil ,engineers1 where it was read in abstract on the #afth of ,february in the present session4 ,while our ,engineering ,literature contains several valuable ,treatises on the ,theory and ,construction of the ,locomotive ,engine1 it has1 as yet1 produced no work illustrating its ,use4 ,this circumstance1 added to the recommendation of several competent authorities1 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 ,engine1 drawn up from individual experience1 in the hope that they may be acceptable1 at a period when any subject connected with the efficiency and safety of ,railway travelling is deservedly engaging attention4 ,at the end of the ,paper will be found some ,regulations for the first appointment of ,engine-men1 adopted by the ,directors of the ,london and ,croydon ,railway1 and framed by the writer in his official capacity as their ,resident ,engineer4 ,also1 a ,table of ,railway ,velocities1 indicated by the time occupied in passing over given distances1 which he has frequently found to save him the trouble of calculation1 and which he hopes may be similarly useful to others4 ,,charles ,,hutton ,,gregory4 ,london1 ,march1 #ahda4 ,,practical ,,rules1 c4 ,,the ,,management ,,of ,a ,,locomotive ,,engine ,,in ,,the ,,station4 ,the careful examination of a ,locomotive ,engine when in the ,station1 and its judicious management while running1 are essential to the full performance of its duty1 and to ensure the safety of the passengers by the train4 ,while an ,engine is stopping at the ,station before a trip1 the fire should be properly kept up1--the tubes clear at both ends1--and the fire-bars picked free from clinkers3 the regulator should be closed and locked1--the tender-break screwed down tight1--the reversing-lever fixed in the middle position1 so that the slides may be out of gear1--the cocks of the oil-vessels and feed-pipes turned off1--and the steam blowing off from the safety-valve at a pressure of #ce lbs4 per square inch2 if blowing off in any excess1 the waste steam may be turned into the ,tender-cistern to heat the water1 and the door of the smoke-box may be opened to check the fire1 but it should be fastened up again #aj or #ae minutes before the time of starting4 ,before an ,engine starts with a train1 the attention of the ,engine-man should first be directed to its being in complete working order2 with this view he should go beneath the ,engine1 and carefully examine the working gear in detail4 ,the connecting-rod is a very important part1 and more liable perhaps than any other to fail for want of proper examination4 ,the cotters must be secure1 and in case the brasses have too much play they must be tightened up2 observing1 however1 that brasses should never be set so hard as to cause friction4 ,if there are set-screws at the side of the cotters1 they should be tight1 and all cotters should have a split-pin at the bottom for greater security4 ,the cotters which fasten the piston-rods to the cross-heads should be firm in their place1 as well as the set-screws1 keys1 or other connections1 by which the feed-pump pistons are secured to the piston-rod4 ,the brasses of the inner framing which carry the inside bearings of the cranked axle must be examined1 and any considerable play prevented by screwing them up if necessary4 ,the wheels ought to be accurately square and firm on their axles1 and the keys driven up tight4 ,all the pins1 bolts1 c41 by which the slide-valve gear is connected1 the lifting-links1 and the slings of the slide-spindles1 must be secure in their proper places2 the spanners ought to be fast on the lifting and weigh-bars1 and the studs on the spanners of the weigh-bars should be particularly noticed1 as1 if loose1 they may be shaken off on the road and cause the stoppage of the ,engine4 ,a similar examination must be extended to the hand-gear1 if there be any2 and the bolts which fasten the plummer-blocks of the weigh-bars1 c41 must be screwed up if they are loose4 ,the straps of the eccentrics should work with sufficient freedom1 and the eccentrics must be firm in their right position on the axle1 or the ,engine will beat unevenly3 if any escape of steam has been observed in the stuffing-boxes of the piston-rod and slide-valve spindle1 or of water from the joints of the feed-pumps and suction-pipes1 they must be screwed up2 and any dirt that may have collected near any of the bearings or connections must be carefully wiped off with cotton waste4 ,the inspection beneath the ,engine being complete1 the ,engine-man should examine the ends of the tubes of the boiler1 and if there should be leakage to any serious extent1 it would be prudent to drive in a plug at each end of the defective tube4 ,a small quantity of ,russian tallow should occasionally be introduced into the steam-chests and cylinders1 to grease the slides and pistons4 ,this is done1 either by cocks on the outside of the smoke-box or in the cylinder covers1 or through holes secured by plugs1 in the steam-chest covers4 ,the ashes should be emptied out of the smoke-box1 and the small ash-door carefully secured4 ,occasionally the gauge should be applied to the wheels1 and the ,engine should never be allowed to run when they are found to be at all incorrect or out of the square4 ,if there are oil-vessels at the side of the ,engine with pipes to the pistons1 bearings1 c41 the ,engine-man must see that they are filled1 and the cotton wicks in the top of the pipes1 and hanging over into the oil2 that the grease-boxes of the axle-bearings are filled2 and the pins1 links1 c41 of the springs right and sound4 ,the draw-bar connecting the ,engine and ,tender must be secure1 and the safety-chains attached4 ,the ,tender must be replenished with coke and water4 ,an ,engine-man should never run with an ,engine without knowing what stock of both the ,tender will carry4 ,it is impossible to lay down any general rule for the quantity of water evaporated and the coke consumed per mile with the same ,engine1 as the amount depends entirely on the extent of duty performed4 ,the stock of coke is usually nearly twice as much as that of water1--the water which most ,tenders contain is ordinarily sufficient for running #cj miles with certainty2 but when the gradients are steep1 the load heavy1 and stoppages frequent1 additional water may be oftener required2 and on the other hand1 with light duty1 an ,engine may sometimes run further without any stoppage4 ,the inconvenience attached to the necessity of frequent stoppages1 and the expense of maintaining a large number of coke and water stations1 have lately induced the manufacture of a larger class of ,tender on six wheels1 which1 from superior capacity1 will admit of a much longer run4 ,after a little practice1 the examination described above occupies a very short time3 it ought to be completed1 and the ,engine in its position at the head of the train1 at least five minutes before the hour of starting1 when oil must be copiously supplied by the small oiling-can1 to the oil-cups of the guides1 connecting-rods1 c41 and to all rubbing parts not fed by the oiling-pipes2 the cocks of the large oil-vessels must be opened1 and the safety-valve screwed down to the working pressure1 say #de lbs4 per square inch4 ,it would ensure a careful inspection1 if1 before any train starts1 the ,engine-man were required to deliver to the ,superintendent of the ,station a certificate that he has examined his ,engine1 and finds it in good working order4 ,several articles should be constantly carried on the ,tender1 as either being frequently required in the working of the ,engine1 or occasionally in cases of derangement or accident4 ,the following may be taken as a list3 ,one large can of oil1 and one or two small oiling-cans and an oiling-tube1 a box of ,russian tallow1 a quantity of cotton waste1 hemp1 and gasken1 a hand-brush1 keys fitted to all the principal bolts1 one large and one small monkey-wrench1 rods for clearing the tubes and fire1 an arrow-headed poker1 a shovel1 and a rake4 ,a number of iron or wooden plugs1 an iron plug-holder1 and a #g lb4 maul1 two cold chisels1 a hammer and a file1 spare washers1 and duplicates of the principal bolts1 nuts1 pins1 cotters1 c41 a quantity of thick and thin cord1 and some tarred line1 a fire-bucket1 two long crow-bars1 a spare coupling-chain1 with shackle and hook complete1 several wooden wedges1 about #b feet long1 #d or #e inches wide and #c inches thick1 and1 if running long journeys1 two spare ball-clacks1 and a screw-jack4 ,,the ,,management ,,of ,a ,,locomotive ,,engine ,,on ,,the ,,road4 ,in the management of a ,locomotive ,engine1 many unforeseen circumstances may occur1 requiring the use of that discretion which experience alone can confer1 and which it would be almost impossible to comprise in the particular instructions contained in the following pages1 which1 however1 the writer believes to contain all the leading principles of ,engine-driving4 ,on receiving the signal to start1 the ,engine-man should only slightly open the regulator1 and let the train run for several yards1 before he opens it1 by slow degrees1 to the full extent4 ,the object of thus giving a slight aperture to the regulator in starting1 is to avoid any jerk to the carriages1 by which passengers might be annoyed1 or even the coupling-irons broken2 to prevent the slipping of the driving-wheels1 from their adhesion being unequal to the inertia of the train1 when the full power of the ,engine is suddenly used2 and because fully opening the regulator at starting generally causes the ,engine to prime considerably1 from the quantity of water condensed in the cylinders and steam-passages while the ,engine was standing4 ,when priming occurs at starting1 the discharge-cocks of the cylinders should be opened to remove the water4 ,on leaving the station1 and frequently on the road1 the ,engine-man should watch the train behind him1 to see that it is all right and its motion regular4 ,the ,engine-man should now be standing on the foot-board of the ,engine1 which he ought never to leave1 unless the machinery is out of order1 when he may leave the ,stoker in his place2 he should as much as possible be in such a position as to command1 without moving from his place1 the reversing-lever1 the whistle1 and the regulator1 these being the parts which he is most frequently obliged to use at the shortest notice2 his hand should be upon the regulator1 which1 when he has arrived at a good speed1 he will gradually ease off1 so as to economise steam without retarding the train3 his eye should be constantly directed to the rails in front of him1 that he may be immediately aware of any obstruction1 and at the same time his full attention must be given to the maintaining a sufficiency of steam at an equable pressure2 this is to be done by using the requisite care in the manner and time of supplying water and fuel4 ,water is supplied by opening the cocks in the feed-pipes1 which allow the pumps to act2 and the height of water in the boiler is commonly shown by a glass gauge-tube1 and by three gauge-cocks at the side1 which should be opened from time to time1 7especially when stopping17 as they afford a more correct indication of the quantity of water and steam than the gauge-tube4 ,one pump1 if constantly at work1 would1 in most ,engines1 supply as much1 or rather more water than is required by the ,engine as equivalent to the steam consumed2 so that by turning on or off either or both pumps1 the ,engine-man has the power of regulating the height of the water in the boiler at discretion4 ,it may be laid down as an invariable rule1 that water alone should always blow off from the bottom cock 7which is from #a inch to #a4e inch above the top of the fire-box71 in order that there may be enough water over the fire-box and tubes to prevent their burning2 and few ,engines will carry their water much above the top cock without priming1 so that the height of the water may be made to range between these two points1 according as more or less steam is required4 ,the water is higher when the ,engine is running than when stopping3 a good working height for it in most ,engines is when water blows off from the middle cock while running1 and water and steam when stopping3 an ,engine-man is sometimes obliged to run the water rather lower1 if he has heavy work2 but it is always better to keep the level of the water as high as possible4 ,it is observed that when any variation takes place in the pressure of the steam1 a corresponding change occurs in the level of the water1--that when the pressure of the steam rises or falls1 the height of the water rises or falls simultaneously4 ,partly for this reason1 and partly to allow the more rapid generation of steam1 the feed-pumps are not generally allowed to act when the ,engine starts3 a knowledge of this fact also shows the necessity of the water being above the ordinary level1 before a decrease is allowed in the pressure of the steam4 ,when the ,engine is highest on an inclined plane1 rather a greater height of water must be kept over the fire-box than on a level1 in order that the chimney ends of the tubes may be well covered4 ,the most favourable time for allowing the feed-pumps to act1 is when the steam is blowing off with force from the safety-valve1 and the fire strong2 and the least favourable time is when the steam and fire are low3 indeed the ,engine-man should manage that it may never be necessary in the latter case1 as the addition of water rapidly lowers the steam4 ,in order to know the force of the steam1 one hand may occasionally lift or depress for a moment the lever of the safety-valve1 according as the steam is under or over the working pressure2 and a little practice will soon enable a person to judge the extent of excess or deficiency4 ,both feed-pumps should not commence working at the same time4 ,the water should never be allowed to run low before arriving at any part of the road where considerable power is required1 as steam is produced more rapidly when both pumps are turned off1--a measure which is imprudent unless the water is high4 ,when the feed is turned on1 the ,engine-man should try the pet-cock to see whether the pump is acting freely3 the water thrown from it should be in forcible intermittent jets2 warm water with a little steam will frequently escape from it at first2 if this should continue1 it may be concluded that the upper clack does not act2 and if the water is in a continuous stream without pulsations1 the lower clack is out of order4 ,in either case it will not be prudent to trust too much to the faulty pump1 but the evil may frequently be remedied by working the pump a short time with the pet-cock open1 or alternately turned on and off4 ,coke is put on the fire by the ,stoker1 at the order of the ,engine-man1 who should hold the chain of the fire-door in his hand1 and open it for as short a time as possible1 while the ,stoker throws on each shovelful of coke3 the shovel should be well filled1 and the coke distributed equally over the fire4 ,in most ,engines1 the fuel need not be higher than the bottom of the fire-door2 and if allowed to fall more than #f or #h inches below it1 it must not be expected that the pressure of the steam will be maintained1 if the ,engine has a load4 ,the supply of fuel should be regular1 and so arranged that the fire may have burned up well by the time the steam is most required4 ,as the addition of fuel causes a temporary reduction of the force of the fire1 coke should not be laid on immediately before arriving at an inclined plane or any part of the road where much power is required2 but when ascending an incline1 coke should be gradually added when the ,engine begins to beat heavily1--the draught is then powerful1 and a regular supply of fuel required to keep up the fire4 ,in other circumstances1 provided the fire is low enough to require fuel1 the best time to put on coke is when the water is sufficiently high to turn off the feed-pumps1 the steam slightly blowing off1 and the ,engine travelling at a good speed4 ,no definite instructions can be given for the frequency with which coke must be laid on the fire1 as it varies according to the duty to be done1 and the water consequently to be evaporated3 in cases of heavy duty and bad gradients1 it may at times be necessary even at as short an interval as #b miles2 under contrary circumstances an ,engine may sometimes run as much as #ae miles without adding fresh coke4 ,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 used3 on beginning to descend the plane1 fuel should be put on the fire1 which will burn up by the time the train reaches the bottom of the plane4 ,if it is wished to keep up the steam1 it is better not to supply water and fuel at the same time4 ,while running1 the ,stoker should occasionally pick the ashes from the tubes to clear the draught4 ,by observing the above rules for the supply of water and coke1 an efficient pressure and quantity of steam will be produced1 which it must be the study of the ,engine-man to economise4 ,with this view the regulator should never be kept too far open2--as soon as the train has acquired the velocity wished1 the aperture may be considerably reduced without diminishing the speed4 ,as any diminution in the amount of steam used causes a corresponding diminution in the quantity of coke consumed1 the skill of the ,engine-man should be unceasingly directed to the reduction of so heavy an item of ,railway expenditure4 ,if there should be1 at any time1 an unnecessary quantity and force of steam1 it is readily reduced by opening the fire-door1 and by turning on the feed-pumps2 if there should be too little1 the ,engine-man must be content to run slowly for a short time1 keep the regulator only partially open1 and put on a gradual supply of coke4 ,when the water in the boiler is high1 many ,engines begin to prime1 especially after running for several days4 ,when this occurs1 the aperture of the regulator should be diminished1 and the fire-door and the discharge cocks of the cylinders opened3 if the height of the water will allow it1 the blow-off cock of the boiler may be opened for a short time to carry off the sediment1 which will be found advantageous4 ,the ,engine-man should frequently look to the working gear1 to see that it is in proper order1 and to rectify any deficiency at the next ,station4 ,on nearing a ,station where it is intended to stop1 the regulator should be gradually eased off at about five-eighths of a mile from the ,station1 so that the train may be more under control1 and when from a quarter to half a mile distant1 according to the velocity and weight of the train1 the steam should be completely shut off1 and the train brought to rest by the breaks4 ,in approaching terminal ,stations the steam should be shut off at a greater distance than at the intermediate ,stations1 to prevent the possibility of overrunning the mark from the failure of breaks4 ,it must be borne in mind that the breaks act much less efficiently in wet or frosty weather1 when it becomes necessary to shut off the steam further from the ,stations4 ,the use of the reversing-lever ought1 as much as possible1 to be avoided3 it may sometimes be placed in the middle position 7in which the valves do not act71 but it should never be completely reversed unless absolutely necessary for the stoppage of the train4 ,at the intermediate ,stations1 the ,stoker should frequently oil all the bearings not supplied by the large oil-vessels1 and fill the oil-cups of the connecting-rods1 slides1 c41 and if any of the bearings1 brasses1 c41 are hot1 they should be more copiously oiled1 and eased if necessary4 ,he should also examine all the working gear cursorily to see if it is in a complete state2 particular attention should be given to the axle-bearings1 and especially those of the cranked axle1 which sometimes become so hot by running as to require cooling by throwing on water4 ,in case of the driving wheels slipping much in starting from a ,station1 the opening of the regulator should be reduced1 and only gradually opened as the wheel bites2 the ,stoker is sometimes obliged to scatter ashes1 sand1 c41 before the wheels3 some ,engines are now furnished with hoppers in front1 opened by a handle from the foot-board1 by means of which sand may be dropped on the rails in front of the driving wheels4 ,if slipping is observed to an unusual extent1 it may be inferred that there is not sufficient weight on the driving wheels1 and the springs ought to be tightened by screwing up the nuts of the bearing bolts3 or where the framing is hung to the springs by plain links1 the spring pins must be lengthened the next time the ,engine is in the repairing shops4 ,a deficiency of weight on the front or hind wheels is indicated by the pitching of the ,engine1 and should be remedied in a similar manner4 ,the regulator should be gradually and completely closed1 when the ,engine or train pitches or rocks violently1--in passing a series of points and crossings1--in very sharp curves1 especially if double1--in rough parts of the permanent way1--and in descending planes whose inclination is sufficient to carry the train down1 without steam1 at a velocity of #cj miles per hour4 ,in descending such an inclined plane1 if it should be found that the velocity is greater than #cj miles per hour1 it should be reduced by gently applying the break4 ,on every ,railway there is a prescribed limit to the pressure of the steam1 and no circumstance should induce the ,engine-man to use steam at a higher pressure1 or in any case to weight the lever1 or hold it down for more than a moment4 ,when there are two safety-valves1 that which is out of reach may be set at the limit of pressure1 and the valve next the foot-board some pounds lower4 ,it is an advantage to have a stop placed below the lever of the safety-valve on the screw of the spring balance1 to prevent its being inadvertently screwed down to more than the working pressure4 ,the steam whistle is obviously intended to give notice of danger3 on this account its use is forbidden on some ,railways1 excepting on occasions of extreme emergency2 but the variety of modulation of which it is susceptible has in others induced its adoption as a frequent warning4 ,when the latter is the case1 it has been found a safe measure to sound the whistle directly the steam has been shut off previously to stopping at a ,station1 and to give two short whistles the moment before starting1 to warn parties of the approach and departure of the train4 ,when this system is practised1 the ,engine-man should not turn on the full power of the whistle1 but reserve it exclusively for cases of danger4 ,when near the end of the trip very little fire is wanted1 and both feed-pumps should be turned on for a short distance before arriving at the ,station1 unless the ,engine is to start again immediately4 ,if it is intended to remain at the ,station about an hour1 the water should be considerably above the middle cock 7when the ,engine is standing71 which will be effected by keeping on both feed-pumps from a half to three-quarters of a mile4 ,the safety-valve should1 at the same time1 be eased off to #ce lbs4 ,if the train is brought into the ,station by a tow-rope1 great care must be taken to stretch the rope gradually by a gentle advance of the ,engine1 which must be stopped at a signal from the tow-rope man4 ,it would be prudent to conduct the examination described at the commencement1 directly the ,engine arrives at the ,station1 in order to leave time for any repair which may be required4 ,when an ,engine is running the last trip for the day1 no fuel need be put on for the last #aj1 #ae1 or #bj miles1 according as the duty is heavy or light2 indeed1 the fire may be nearly run out by the time the ,engine stops1 if the gradients1 c41 are favourable4 ,for a considerable distance before stopping both pumps should be at work1 so that the water in the boiler may be at or above the top cock when the ,engine stops1 and the safety-valve should be eased off to #be lbs4 per square inch4 ,on stopping over the pit1 the fire is drawn by opening the fire-door1 introducing the arrow-headed poker through the fire-bars1 and pulling up two or three of them from the bottom of the furnace1 by which room will be allowed for the rest to be separated1 and the fire fall through into the ash-pan1 from which it is raked out by the ,stoker4 ,the practice of blowing off all the water from a boiler by the pressure of the steam should never be allowed1 without an express order from the ,superintendent of ,locomotives1 when the boiler is unusually full of mud2 as1 if frequently practised1 it will seriously injure the fire-box and tubes4 ,,the ,,management ,,of ,a ,,locomotive ,,engine ,,in ,,cases ,,of ,,accident4 ,an ,engine is liable to several accidents while running1 and it is important that the ,engine-man should know how to act promptly under the circumstances4 ,in the following list several cases are enumerated1 with the particular steps to be taken in each4 #a4 ,the bursting of a tube4--,the ,engine-man should stop the ,engine1 and drive a plug into each end of the tube4 ,it frequently happens that the water and steam blow out with so much force1 that it is impossible even to discover the defective tube3 by running the ,engine for a short distance with both pumps acting1 the pressure of the steam will perhaps be sufficiently reduced to enable the ,engine-man to work with safety2 but if the escape of water and steam is still too great to do so1 he must run his ,engine and train1 if possible1 off the main line into a siding1 and draw the fire1 to prevent its injuring the fire-box and tubes3 when the water has run out down to the level of the defective tube1 it may be easily plugged1 and a fresh fire laid and lighted4 ,a tube will frequently leak to a considerable extent without absolutely requiring the stoppage of the train2 but in this case great care is necessary not to use much steam1 or urge the fire too far4 ,the bursting of a tube or other causes will sometimes lead to the lagging or casing of the boiler catching fire1 which should be extinguished by throwing on water from the ,tender-cistern in a fire-bucket1 or from the water crane at a ,station4 #b4 ,the failing of one of the feed pumps4--,in this case the adequate supply of water may1 with care1 be maintained by one pump only4 ,the supply of coke must be regular1 and not in large quantities2 and the steam must be economised1 or the water may run low4 ,the pump should be repaired as soon as possible2 this may frequently be done in the interval between two trips4 #c4 ,the breaking of a spring4--,this is an accident which does not necessarily involve the stoppage of the train2 but as working the ,engine in such a state causes an unequal strain1 it should run very gently over rough parts of the road2 and if the derangement is considerable1 and cannot be repaired at the ,stations1 the ,engine should cease running as soon as possible4 #d4 ,the breaking of a connecting-rod1 or its disconnection by the loss of cotters1 fracture of the straps1 c4 ,this accident1 or any disconnection which allows the piston to be driven from end to end of the cylinder without restraint1 causes expensive damage to the cylinders and covers2 and the connecting-rod1 if loose1 will seriously injure the smaller gear1 or may even throw the ,engine off the road4 ,the ,engine should therefore be instantly stopped1 and if possible the connection restored2 if that cannot be done1 the connecting-rod must be taken off1 and if on a level or a descending gradient1 the train may sometimes be drawn by a single cylinder3 to do so1 the slide-valve spindle of the defective cylinder must be detached from the valve gear1 by unscrewing the nuts1 and setting the slide at the middle of its stroke so as to cover both ports4 ,if it should be found impracticable to move the train1 the ,engine might run on alone for assistance2 but in any case where the ,engine is obliged to remain stationary1 the fire must be drawn directly the water is down to the bottom cock4 #e4 ,the fracture or disconnection of the eccentrics1 or any of the slide-valve gear4--,in ,engines without hand-gear1 if the connection cannot be restored1 the attempt may be made1 as in the previous instance1 to work with one cylinder4 ,when the slide-valve gear is disabled1 ,engines with hand-gear possess an advantage which others want1 in being able to be worked by hand1 when a single cylinder would be unequal to the duty1 from not being able to move the crank over the centres at starting4 #f4 ,the fracture of the strap which holds the slide-valve1 renders unavailable the cylinder on that side where it occurs1 without affecting the other side4 ,the slide should be detached and placed in the middle of its stroke1 and the attempt made to work with one cylinder4 #g4 ,the disconnection of a piston1 by the fracture of either cotter1 is sometimes caused by shutting off the steam too suddenly when the ,engine is travelling fast with a heavy load4 ,in this case also the slide should be detached and set in the middle position1 and the piston-rod uncoupled from the connecting-rod1 which should be removed to prevent its damaging the small gear4 #h4 ,the breaking of an axle1 in a four-wheeled ,engine is an accident which is almost of necessity attended with the overturn of the ,engine4 ,in a six-wheeled ,engine it requires the stoppage of the train until assistance arrives4 #i4 ,the ,engine running off the rails4 ,with an ,engine-man who drives carefully1 watching well the position of the switches1 and the signals given him1 and stopping when he sees any danger attending his further course1 this is an accident of very rare occurrence4 ,if the ,engine should run off on hard ground and near the rails1 it may sometimes be lifted on again at once1 by screw-jacks1 crow-bars1 and long sways2 but if on soft ground or far from the rails1 the fire must be drawn1 and instant attention given to prevent its sinking deep into the ground4 ,the ,engine should first be separated from the ,tender1 which1 being a lighter weight1 may be pushed out of the way1 and leave more room for operating on the ,engine2 this1 if it has fallen over on its side1 should be lifted as quickly as may be into a vertical position2 to do so1 a purchase should be obtained under the framing on the lowest side1 in two places if possible2 two long and tough sways should be brought to bear on these points1 and several men placed to weigh upon each2 and as the ,engine is gradually lifted by the sways1 every movement should be followed up and supported by screw-jacks bedded on timber blocking4 ,when the ,engine has been lifted upright1 it should be firmly supported by timbers placed as stanchions under the framing2 the earth may then be cautiously removed from under the wheels1 and a length of rail introduced1 taking care to bed it as securely as possible on the blockings previously laid down1 without disturbing them3 the same process should be repeated on the other side1 and cross sleepers driven in under both rails to secure the foundation4 ,as soon as the ,engine is in a vertical position and rails inserted under the wheels1 a temporary railway may be laid down in continuation1 and the ,engine again drawn on the main line4 ,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 cool4 99 99 99 99 99 ,in all cases of accident involving stoppage on the main line1 it is of the highest importance that some person should immediately be sent back about three-quarters of a mile along the road1 to give the proper signal of obstruction1 and prevent any following train from running in unexpectedly4 99 99 99 99 99 ,the most essential personal qualifications of an ,engine-man are1 sobriety and steadiness1 activity1 presence of mind1 and unceasing watchfulness2 and wherever these are combined with an accurate knowledge of the construction of a ,locomotive ,engine and the principles of its management1 they tend in no small degree towards rendering ,railways1 what they properly are1 the safest as well as the most agreeable mode of travelling4 ,,regulations ,,for ,,the ,,first ,,appointment ,,of ,,an ,,engine-,,man1 ,,adopted ,,by ,,the ,,directors ,,of ,,the ,,london ,,and ,,croydon ,,railway4 #ahdj4 #a4 ,the candidate must not be under twenty-one years of age1 and must produce a certificate of a sound constitution and steady habits4 #b4 ,he must be able to read and write1 and1 if possible1 understand the rudimental principles of mechanics4 #c4 ,it will be a great recommendation if he has served his time to any mechanical art1 especially as a ,fitter of ,locomotive ,engines2 and1 if possible1 he should produce testimonials stating his qualifications as such4 #d4 ,if the candidate has been a ,fitter or a stationary ,engine-man1 he must1 for several months at least1 have been a ,stoker on a ,locomotive ,engine1 under the direction of a steady and competent ,engine-man2 and before his appointment1 he should produce a testimonial from the ,superintendent of ,locomotives1 or at least from the ,engine-man under whom he has served1 stating full confidence in his acquaintance with the construction of an ,engine and the principles of its management4 #e4 ,if the candidate has not been a ,fitter or a stationary ,engine-man1 he must have served as a ,stoker for at least two years1 and produce the testimonials named in the preceding rules4 #f4 ,if required by the ,board of ,directors1 for greater security1 the candidate must undergo an examination from their ,engineer1 ,superintendent of ,locomotives1 or other competent person1 as to his knowledge of an ,engine and its management1 and the general result of this examination must be committed to paper1 signed by the examiner1 and presented to the ,board4 #g4 ,the ,engineer or ,superintendent of ,locomotives of the ,railway to which the candidate is desirous of being appointed1 shall sign a certificate stating that he has conversed with him1 has seen him drive1 and has confidence in his steadiness and ability4 #h4 ,before being allowed to take the entire charge of an ,engine and train1 the candidate must drive for several days under the direction of an experienced ,engine-man1 who must be on his ,engine1 and certify to his ability4 #i4 ,all certificates and testimonials must be deposited with the ,secretary of the ,company1 who will restore them to the owner on his leaving their service4 ,a ,,table ,,of ,,velocities4 ,time occupied in ,time occupied in ,velocity ,travelling one eight ,travelling quarter of of a mile a mile #g4e #ae #fj4j #h #af #ef4b #h4e #ag #eb4i #i #ah #ej4j #i4e #ai #dg4d #aj #bj #de4j #aj4e #ba #db4i #aa #bb #dj4i #aa4e #bc #ci4a #ab #bd #cg4e #ab4e #be #cf4j #ac #bf #cd4f #ac4e #bg #cc4c #ad #bh #cb4a #ad4e #bi #ca4j #ae #cj #cj4j #ae4e #ca #bi4j #af #cb #bh4a #af4e #cc #bg4c #ag #cd #bf4e #ag4e #ce #be4g #ah #cf #be4j #ah4e #cg #bd4c #ai #ch #bc4g #ai4e #ci #bc4a #bj #dj #bb4e #bj4e #da #ba4i #ba #db #ba4d #ba4e #dc #bj4i #bb #dd #bj4d #bb4e #de #bj4j #bc #df #ai4f #bc4e #dg #ai4a #bd #dh #ah4g #bd4e #di #ah4d #be #ej #ah4j #be4e #ea #ag4g #bf #eb #ag4c #bf4e #ec #ag4j #bg #ed #af4g #bh #ef #af4j #bi #eh #ae4e #cj #fj #ae4j #ca #fb #ad4e #cb #fd #ad4a #cc #ff #ac4f #cd #fh #ac4b #ce #gj #ab4h #cf #gb #ab4e #cg #gd #ab4b #ch #gf #aa4h #ci #gh #aa4e #dj #hj #aa4be #da #hb #aa4j #db #hd #aj4g #dc #hf #aj4e #dd #hh #aj4b #de #ij #aj4j