Читать книгу Locomotive Engine Running and Management онлайн

53 страница из 64

ssss1

When the engineer gets the signal to go, he drops the reverse lever into the full forward notch, gives the engine steam gently, with due care to avoid breaking couplings, and pulls the sand-lever. A slight sprinkling of sand only is dropped on the rails, which keeps the engine from slipping while getting the train under way. A clear, level fire is burning over the grates before the start is made, and this suffices till the most crowded switches are passed: so, when the signal to start is given, the fireman closes the fire-door, and opens the damper; these duties not preventing him from keeping a lookout for signals.

ssss1

As the engine gets the train into motion, the engineer gradually hooks up the links. This is not done by a sudden jerk as soon as the engine will move, with the steam cutting off short. He waits for that till the train is well under the control of the engine, hooking up gradually. Some men think that it is best to get the valves up to short travel as soon as possible, without reflecting that it is better for the motion to let the engine be going freely before hooking up short. I have often seen men coming into terminal stations with a heavy fire and the safety-valves blowing, and the engine toiling slowly along with the links hooked up to eight inches cut. In cases of this kind, a runner may better work the engine well down, so that the valve will travel freely over the seat. By doing so when the engine is working slow and heavy, there will be less wear to the valves, and less danger of breaking a valve yoke. It is only in cases where there is an advantage in saving steam, that benefit is derived from working the engine close hooked back. There is a right time for all things, and working steam expansively is no exception to the rule.