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ADVICE TO YOUNG ENGINEERS
A word of advice to the young Engineer just entering upon his duties
cannot be amiss, as oftentimes a good reputation is won or lost at the
very start. The Fireman who is steady, minds his own business, aims to
promote his own as well as his employer’s interest by faithfulness to
duty, and acts the part of a man in all his dealings with his fellow
men, is worthy of promotion. If he fails in any of these points he is not
worthy. When he is promoted he must keep his feelings in reference to his
elevation within the bounds of good judgment, and never allow himself to
become overbearing or to independent. His mind should be concentrated upon
his profession, and he should understand and appreciate the fact hat he
has a responsible part to perform, and determine to perform it like a man.
He may be obliged to work many hours when other Engineers are apparently
at leisure, but he should do it cheerfully, performing every duty conscientiously,
and learn to care for his engine with pains-
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taking solicitude. It is not well to attempt to run faster than any
body else. It is sufficient to make reasonable time. With a watchful eye
to business, the Engineer should be kind to every body, and use respectful
language at all times. He should never allow himself to get into a passion,
or by cursing and abuse provoke the ill-will of those brought in contact
with him, but he should so conduct himself as to secure the respect and
regard of all, and thus render his daily duties pleasant, establishing
meanwhile a lasting and honorable reputation.
When a young Engineer is placed on a strange engine, or
one that is old, loose and about used up, he should never key up the rods
until he has run one or two trips, and ascertained about where the lost
motion is. The wedges should be set up all around, but not tight enough
to stick. Then place the engine on the center forward and back, and key
up the rods, leaving them loose enough to prevent them form running hot.
Look to the lubricators, or fenders on the rods, and see that they have
wicks in them, and are all right, and
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feed freely. In reference to setting the wedges and keying the rods,
it is better to adjust them twice over than have the wedges stick or the
pins cut. There is a great difference in engines in this respect, and,
if the work is done by degrees, it will cost less trouble in the end. When
the rods are keyed up, it is well for the Engineer to let some one move
the engine ahead, while he is trying the rods. I they shake, it is an indication
that they will not run hot. If they are firm, let up the key until they
can be shaken. Sometimes the rod will be loose at one point and tight at
another. Put the engine on the tight point, and let up the key until it
is loosened. It is better to have all the lost motion in the back end of
the side rods, and not have both ends loose and rattling. It will be impossible
to get some engines exactly right, and about all that can be done, as to
the working parts, will be to see that the wedges and rods work perfectly.
The Engineer should also closely inspect the main box feeders, see that
the oil holes are clear, and that the cellar is properly packed. The engine
and tender trucks should also be examined.
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There will always be something to do when there is a leisure moment.
When the rods bother, get them as near right as possible, and try them
when the engine is working hard and slow. If they are loose at all points
they cannot be bettered except by keeping them keyed up snug.
By trying different plans, and finding where the lost motion
is, new ideas will be learned that will ultimately be of value. If it be
found, after the engine is all keyed up, that there is a pound somewhere,
place it on the quarter stroke, and block the driving wheels. Then, by
using a little steam, and working the reverse lever backward and forward,
the Engineer can watch the side rods or main rods, and the main box, and
ascertain where the trouble is. He must not be discouraged if the engine
works badly, but ask the advice of more experienced Engineers, and keep
on trying without complaining of the hard luck. The lesson will ultimately
be a good one, and will not only strengthen the faith of the tyro in his
own capacity, and give him substantial encouragement, but his superiors
will note his struggles, and think the
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better of him for his efforts to master his difficulties. I may be up-hill
work at first, but it must be remembered that no honors are won in any
profession without hard work.
The engine should always be moved around yards and stations with
the utmost care and watchfulness. A good lookout should be kept at branches,
and when leaving stations. It will be time enough to get satisfaction out
of the engine when there is plain sailing ahead. The open road is a better
place to show ignorance than the yard or station, and nothing will be more
hurtful to the reputation of the beginner on the foot-board than leaving
stations at a reckless rate of speed.
Young beginners are usually placed on freight trains at first,
and it may be that the first runs will be made in the night, but whether
it be in the day or night-time, a close watch must be kept on the train
that no breaks occur. The Engineer or his Fireman should look back at every
curve, and when the start is made he should be certain that the entire
train follows. It does not look well to see an Engineer running fifteen
or twenty miles
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with but half of his train. It is not safe to depend upon the bell-cord.
On most roads it is the practice to employ men for the purpose
of packing tracks. This is all well enough, but it is nevertheless the
Engineer’s duty to inspect the engine and tender journals, main boxes,
etc. Serious trouble has often been occasioned by running trains with blazing
journals, running them sometimes until they break off. It is a safe practice
never to run by a station with a hot journal without remedying it.
It is generally the case when a Fireman is promoted, that his
first essay is upon a poor or worn out engine, sometimes the worst the
company has, and the young Engineer is given to understand that hi is expected
to do good work with it. Often the engine dispatcher will inform his that
it will do good work when there is really considerable opportunity for
doubt upon the subject. This unquestionably places the young Engineer in
an embarrassing position, and it is very sure to show of what sort of stuff
he is made. Indeed, it is usually the case that he is assigned to the poor
engine with
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that very objet, and if he succeeds in doing good work with it, it constitutes
positive evidence that he is able to run a good engine. The man who is
placed in such a position should not wherefore be discouraged. He must
make up his mind to do his best, and the victory will be worth the winning.
Chapter
1 - Introduction
Chapter
2 - Locomotive
Chapter
3 - The Fireman
Chapter
4 - Advice to Young Engineers
Chapter
5 - Tramming and Center Marking
Chapter
6 - Adjusting Side and Main Rods
Chapter
7 - Pumps and Pump Valves
Chapter
8 - Cylinder and Cylinder Packing
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