Locomotive breakdowns...

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Preface

In presenting this collection of remedies for emergency locomotive work, it is impossible to make the claim of originality for all of them. All available sources of information on the subject have been freely used, and if credit has not been given for special devices to any particular publication, it is because, in many instances, it is difficult or impossible to properly do so, and because acknowledgment is hereby tendered to the whole range of railroad technical journalism in this country.

A criticism wull probably be made by many on account of the small amount of space devoted to the Air Brake, whose diseases are such a prolific source of discussion. The reason for this apparent neglect lies in the fact that an authoritative "Air Brake Catechism," by Robert H. Blackall, has been published, which should be consulted.

An apology should perhaps be offered for the chapter on Engine Repairs, in which there are illustrated a number of handy devices used in the shops. These, of course, fail to come wnthin the limits of road emergencies, but may be considered to be valuable where time is an important element, demanding an instant recourse to some means of effecting what practically amounts to emergency repairs.

Finally, in the chapter on the First Aid to the Injured a few simple directions have been given for the application of bandages and the treatment of injuries, as well as the movement of the patient by men who are not nurses or physicians, and who have no knowledge of the location of the bones, arteries, or other parts of the body, but who can nevertheless give such temporary aid that suffering will be alleviated and possibly life saved.

It is hoped the perusal and study of this book will enable the reader to cope with such accidents to his locomotive as may occur in service. G. L. Fowler, M.E.

October, 1903.

Table Of Contents

chapter. page Preface.

Introduction

I. Defective Valves 15

II. Accidents to the Valve Motion 34

III. Accidents to Cylinders, Steam Chests, and Pistons. . 56

IV. Accidents to Guides, Crossheads, and Rods 67

V. Accidents to Running Gears 78

VI. Truck and Frame Accidents pd

VII. Boiler Troubles 108

VIII. Defective Throttle and Steam Connections 126

IX. Defective Draft Appliances 129

X. Pump and Injector Troubles 134

XL Accidents to Cab Fixtures 145

XII. Tender Accidents 153

XIII. Miscellaneous Accidents 156

XIV. Compound Locomotive Accidents 174

XV. Tools and Appliances for Making Engine Repairs 203

X VI. Air Brake Troubles 217

XVII. Aid to the Injured 22f

LIST OF ILLUSTRATIONS.

PAGE

Fig. I. Valve Stem Clamp i8

Fig. 2. Method of Blocking Crosshead with Four-Bar Guides 20

Fig. 3. Method of Blocking a Laird Crosshead 21

Fig. 4. Method of Lashing Blocking for Alligator Crosshead 21

Fig. 5. Blocking Ports with Valve Removed 22

Fig. 6. Method of Blocking Valve with Broken Valve Stem.. 22

Fig. 7. Holding Board Over Stuffing Box 23

Fig. 8. Repairs to a Broken Packing Box Gland 25

Fig. 9. Closing Stuffing Box when the Gland is Broken 26

Fig. 10. The Tilting Action of the Yoke on the Valve 29

Fig. II. Blocking Piston Valve in Central Position with Wood

at Each End 31

Fig. 12. Method of Blocking Piston Valve with Steam Pressure 32

Fig. 13. Stuffing Box Packed with Hemp on Top of Broken

Ring 34

Fig. 14. Rocker Arm Tied to Frame to Clear Link z'j

Fig. 15. Link Blocked and Held by Wood Over Link Block. . 38 Fig. 16. Link Blocked at Top and Bottom for Broken Lifting

Shaft 40

Fig. 17. Blocking for Broken Lower End of Reverse Lever or

Broken Reverse Lever Fulcrum 42

Fig. 18. Blocking for Broken Reverse Lever 42

Fig. 19. Lashing Lifting Arm to Beam Laid Across Frame... 43

Fig. 20. Clamping Two Eccentric Rods Together 45

Fig. 21. Location of Eccentrics Relatively to the Crank 46

Fig. 22. Side Elevation of Link Motion. 50

Fig. 23. Application of Tram to Valve Stem 52

Fig. 24. Measuring Position of Link Block Relatively to Axle. 53

Fig. 25. Tramming Driving Wheel to Locate the Dead Center 54

Fig. 26. Hydrostatic Piston-Rod Remover 57

Fig. 27. Method of Blocking Port for Broken Cylinder Head. 58 Fig. 28. Method of Blocking Steam Passages with Broken

Steam Chest ^Z

List of Illustrations,

PAGE

Fig. 29. Clamping Board Over Port with Steam Chest 64

Fig. 30. Blocking of Piston with Board Inside of Cylinder.... 68

Fig. 31. Method of Blocking for Broken Driving Axle 80

Fig. 32, Chaining Underhang Equalizer When Main Driving

Axle is Broken 80

Fig. 33. Holding Up Rear End of Engine With Rails Chained to Frame and Tender for Broken Rear Driving Axle or Wheel 80

Blocking up Axle with Broken Driving Wheels 82

Blocking Beneath Spring Stirrup to Relieve Broken Driving Box Brass 85

Striking Piece for Equalizer with a Cracked Spring . Plate 90

^Method of Blocking Frame with Broken Main Driving Spring or Hanger 90

Blocking for Broken Driving Spring of Ten- Wheeled Engines 94

Method of Chaining Four- Wheeled Truck Frame with a Broken Front Axle 95

Method of Chaining Truck Equalizer on Mogul and Consolidation Locomotives with Broken Truck or

Truck Axle 96

Fig. 41. Method of Chaining Truck Equalizer on Mogul or Consolidation Locomotives with Broken Truck or Truck Axle . 99

Outline of Method of Blocking Four-Wheeled Truck with Broken Frame 100

Method of Chaining Four-Wheeled Truck with Broken Spring Hanger loi

Method of Blocking Engine Truck Frame with Broken Spring 103

Method of Blocking a Mogul or Consolidation Locomotive with a Broken Equalizer 105

Method of Blocking a Mogul or Consolidation Locomotive with a Broken Cross Equalizer 105

An Alternative Method of Blocking a Mogul or Consolidation Locomotive with a Broken Cross

Equalizer 10^

Fig. 48. Pole Sharpened for Plugging Tube and Ready for

Insertion m

Fig.

Fig.

Fig.

Fig.

37'

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

Fig.

List of Illustrations.

PAGE

Fig. 49. A Plugged Tube 1 1 1

Fig. 50. The Morgan Tube Stopper 112

Fig. 51. Lap Seam 116

Fig. 52. A Welt Seam 116

Fig. 53. A Bagged Crownsheet 121

Fig. 54. Plate Bolted Over Tee Head for Broken Steam Pipe. 128

Fig. 55. The Master Mechanic's Front End 131

Fig. 56. Boarding Used to Replace Broken Front Casting.... 132

Fig. 57. Section of Locomotive Boiler Pump 143

Fig. 58. The Nathan Cylinder Lubricator 146

Fig. 59. The Gollmar Bell Ringer 150

Fig. 60. Spliced Tender Hose 153

Fig. 61. Chained up Tender Truck 154

Fig. 62. Common Wrecking Frog 160

Fig. 63. Wrecking Wedges for Re-Railing Wheels 160

Fig. 64. The Alexander Wrecking Frog 161

Fig. 65. The Cooke Wrecking Frog 162

Fig. 66. Section of Intercepting Valve of the Richmond Two- Cylinder Compound Locomotive 175

Fig. 67. Section of By-Pass Valve of Richmond Compound

Locomotive in Open and Closed Position 180

Fig. 68. Plugged By-Pass Valve of Richmond Compound Locomotive 182

Fig. 69. Intercepting Valve of the Schenectady Compound

Locomotive when Working as a Simple Engine. .. . 186 Fig. 70. Intercepting Valve of the Schenectady Compound Locomotive in Position for Working as a Compound 188

Fig. 71. Longitudinal Section of Valve of Vauclain Compound

Locomotive 199

Fig. 72. Bracket for Supporting Side or Main Rods 204

Fig. 73. Lever for Holding Side and Main Rods 204

Fig. 74. Tongs for Removing Oil Box Cellars 204

Fig. 75. Device for Lighting Headlights 205

Fig. 76. Hydraulic Bolt Starter 206

Fig. 77. Cannon Bolt Starter 207

Fig. 78. Air Ram for Removing Bolts 208

Fig. 79. Common Knots and Hitches 209

Fig. 80. Diagram of Frame Weld 213

Fig. 81. Method of Strengthening a Cracked Bridge 214

List of Illustrations.

PAGE

Fig. 82. Banded Crank 215

Fig. 83. Strengthening Crank, with Dove-tailed Insert 215"

Fig. 84. Eight-Inch Westinghouse Air Pump 218

Fig. 85. Nine-and-one-half Inch Westinghouse Air Pump.... 221

Fig. 86. Application of Triangular Bandage to the Head 231

Fig. 87. Temple and Jaw Tied with Triangular Bandage 231

Fig. 88. Triangular Bandages Used as a Sling and about a

Wounded Arm 232

Fig. 89. Triangular Bandage Tied About the Hand 233

Fig. 90. Wounded Hand Bandaged with a Strip Bandage 233

Fig. 91. Tourniquet Applied to Limb 233

Fig. 92. The Fireman's Lift, First Position 235

Fig. 93. The Fireman's Lift, Second Position 235

Fig. 94. The Fireman's Lift, Third Position 236

Fig. 95. The Fireman's Lift, Fourth Position 236

Fig. 96. The Fireman's Lift, Fifth and Final Position with

the Patient on the Shoulders 236

Locomotive Breakdowns, Emergencies, and Their Remedies^

INTRODUCTION.

Q, What are the iirst duties of the engineer m case of tlie hreakdoum upon the road?

A. The first thing to be done after stopping, is to see to it that the train is protected by flagmen in both directions in case of a single track road, and in the rear on a double track. If the nature of the accident is such that both tracks of a double track road are in any way obstructed, flagmen should be sent to the front as well as the rear. Should the breakdown be one that is likely to require much time to put the engine in running order, word should be sent to the nearest telegraph station, flagging a passing train to send the message if necessary.

The next thing to do is to determine the character of the mishap and locate the damage ; ascertaining whether it will be necessary to ask for outside assistance, and, if it will be, sending to the nearest telegraph station for the same at once. Finally, work should be started immediately to put the engine in condition to move. There is almost always something that can be done before outside help arrives that will facilitate the preparations and shorten the time during which the disabled engine will be blocking the tracks.

II

Q. Name a few of the principal troubles that are to be looked for on a locomotive.

A. The troubles experienced in every day service on locomotives are those ordinarily due to v^ear and tear and to bad water and coal. These may cause the valves and pistons to leak and blow ; the moving parts of the machinery to pound while in motion ; the draft to become insufficient to maintain the fire at the proper intensity to generate a sufficient quantity of steam; the injectors to fail to work, and the boiler to prime or foam.

Q. Are any of the troubles named above dangerous to the operation of the locomotive?

A. That will depend upon the degree to which the defect has been allowed to advance. In the case of a blowing valve or piston there is usually little danger in running, provided that it is due to simple wear and not to a broken part. Where the pounding is light there may be no immediate danger; but this defect will continually increase and, when it is allowed to become excessive, a breakdown may be the result. Where the water is of such a character as to cause the boiler to foam or prime there is danger that water may be carried over to the cylinders and cause a breakage there. A poor draft may merely mean a delayed train. It should always be remembered, however, that any defect, no matter how slight, may be the direct cause of greater ones, which may result in a breakdown or disaster.

Q. What are the duties of the engineer in regard to these classes of defects?

A. He should observe them closely and, in case they

Introduction. 13

appear to indicate a dangerous condition of affairs, he should stop at once and apply the proper remedy. Should there be no apparent danger of an immediate breakdown he should proceed to the terminal and report the defect to the roundhouse foreman for repairs.

Q. What preparation should be made in order to he able to deal with emergencies and accidents rapidly and without hesitation?

A. In the first place the engineer should familiarize himself with all of the details of locomotive construction and especially of that class which he is called upon to run. It will be found that each will possess some pecuHarity of construction that will make it necessary to modify the instructions given in the following pages to a greater or less extent. This will be especially true of those calling for blocking and chaining where the parts are closely crowded together. It will be well, then, as a preparation for what may happen, to go over the particular engine in detail and see what can and must be done in the case of a breakdown of any individual part. This will be a particularly valuable preparation in the matter of fastening and chaining in connection with the springs, driving boxes and related parts. In short, it should be borne in mind that it is the man who has worked out the problem in advance that is the one who is ready to deal with an emergency.

CHAPTER I. Valve Defects

Q. How is a blow in a valve detected f

A. The principal difference between the blowing of a valve and a piston in the cylinder is that that of the valve is apt to be the more steady of the two. There is also a difference in the sound which it is impossible to describe and which can only be learned by actual experience on an engine. The only suggestion that can be made is that a valve blow is apt to have a suggestion of a whistle in it, while that of the piston partakes more of the nature of a roar. This sound can be heard more distinctly if the furnace door is open than if it is closed.

Q. Is an intermittent blow a sure indication that it is not caused by a valve f

A. No. A valve sometimes leaks intermittently, producing a corresponding blow. That is to say, it may not leak at all points of its travel, or it may become tilted at some one point, thus allowing the steam to blow through. This latter usually occurs at the end of the travel, but rarely or never happens at all with the balanced valves.

Q. Is a whistling in the exhaust a certain indication of a leaky valve f

A. No. If the exhaust nozzles or passages become clogged or gummed with oil from the cylinder, they frequently produce a whistling in the exhaust that closely resembles the sound caused by a leaky valve.

Q. Having determined that it is a valve that is causing the blow, how can it he located?

A. As the valve blow is apt to be continuous no indication of its location can be obtained by watching the effect of crank positions on the sound. The test can best be applied when the engine is at rest. Adjust the valve motion so that the rocker arm is vertical and the valve is in its mid position and then, by admitting a little steam, the blow can be heard quite distinctly. A method of determination while the engine is in motion, is to go out upon the running board while it is moving slowly and yet working hard and place the foot upon the valve rod. The side upon which the blow takes place is apt to tremble and show signs of an extra stress. This, however, may also be due to the hard running of the valve on account of insufficient lubrication. Still another means is to place the engine on the quarters successively, open the throttle a very little and move the reverse lever to and fro. The leak will be upon that side having the crank pins on the quarter when the reverse lever moves with the greater difficulty.

Finally the same principle may be applied while the engine is in motion, by unlatching the reverse levers and holding it by hand when moving slowly and noticing the location of the cranks when a distinct jerk takes place. The blov/ will usually be found to be on the side whose cranks were on the quarters when this occurs.

Q. What is apt to he the first indication of a leaky valve?

A. If the leak is due to a broken strip, the blow may announce itself suddenly and with full force. If it is due to

^ear of the valve face or seat It is apt to come on gradually, increasing from day to day with the abrasion of the two parts in contact.

Q. What is the characteristic feature of a blow resulting from a leaking piston?

A. It is apt to come on suddenly and is intermittent.

Q. How can a piston blozu be located?

A. Place the engine with the cranks on the quarter successively and with the reverse lever in the forward notch start the throttle slightly; taking care to have the cylinder cocks open. If steam appears at both cocks of the piston ^^hose crank is on the quarter, the leak is on that side. Where the steam appears at one cock only the piston is tight.

Q. If, in making this test, steam does appear at both cylinder cocks is it a positive evidence of a leaky piston?

A. No. It may be due to a broken bridge between the ports of the cylinder casting, which would allow steam to pass through from the steam chest or ports to both ends of the cylinder at once.

Q. Hozv can it be ascertained whether the blozi' is due to ihis cause or not?

A. By testing the matter with the reverse lever in both forward and back positions. If steam appears at but one cylinder cock with the lever in one position and at both cocks when in the other it is a sign that a broken bridge will be found to be the cause of a blow.

Q. In case a violent and steady blow is suddenly dez'eloped to what can it probably be attributed?

A. To a breakage of a valve, or a portion of the cylinder i8

Locomotive Breakdowns.

casting within the steam chest, or to some of the valve connections, such as yoke, stem or packing strips.

Q. What should he done under these circumstances?

A, Stop at once and ascertain the exact cause, by removing the steam chest cover.

Q, In case it is found that a bridge has been broken what should be done?

A. If the valve has not been injured, the broken pieces mf TiT^

Fig. I,— Vai,v^ Ste;m Ci.amp.

of the bridge should be removed and the valve clamped in the central position with a valve stem clamp similar to that shown in Fig. i . It consists of the two parts A A, with V notches for setting down over the valve stem and bolts for tightening it so that it will hold. Each is also provided with an extension and slotted hole for setting over the gland studs, the nuts of which will hold it in the proper position. The method of application is to first adjust the valve, then slip the clamps into position and up against the face of the gland. Then tighten the clamping bolts, after which the gland nuts can be run home, thus firmly fixing the valve in the position in which it is placed.

Before fixing the valve the valve rod should be disconnected from the rocker arm and separated from the valve stem. As this disables the engine on one side the other w^orking parts should be disconnected also.

Q. How is an engine to be disconnected in case of a disabled valve f

A. The valve rod should be disconnected from the rocker arm as already stated in the answer to the previous question. If the valve rod cannot be readily removed, it should be sprung slightly to one side to prevent the rocker arm from striking it. It will not be necessary to disconnect the link or eccentric rods.

The connecting rod should be taken down, and the crosshead pushed to the extreme limit of its stroke and then blocked in position. As a general statement, it may be said that it makes no difference at which end of the stroke the crosshead is blocked, but on some consolidation, mogul and ten-wheeled engines the crankpin of the forward driving wheel will not clear the crosshead with the latter blocked at the back end of its stroke. It is well, therefore, to always block the crosshead and piston at the extreme front end of the stroke.

Locomotive Breakdowns.

Q. How is the crosshead to he blocked when disconnecting?

A. In case of a crosshead working in four-bar guides, the blocking is done as shown in Fig. 2. The crosshead is pushed with the piston to the extreme forward end of the stroke and a block of wood, A, is inserted between the guides completely filling the space between the back end of the crosshead and the guide block. The block is itself held in r

Fig. 2.

-Me:thod of Bi^ocking Crosshead with Four-Bar Guide:s.

place by lashing or wrought iron straps B bolted to either side of the block A by a single through bolt.

For crossheads of the Laird type, the block may be fitted against the bottom of the guide and held in position by lashing or by straps and bolts as shown in Fig. 3.

For crossheads of the alligator type working between two guides, the same method of fastening can be used as in Fig. 3. Should the straps and bolts not be available for holding the block, it can be lashed in place as shown in Fig. 4.

Q. What should be done in case a valve is broken?

A. In case the valve is still in such a condition that it

Valve Defects.

can be used to cover both the steam ports, set it in the central position and clamp it there by means of the valve stem clamp (see Fig. i) and then disconnect one side (see page

Fig. 3. — Method oi^ Blocking a Laird Crosshe;ad.

19) and block the crosshead (see Figs. 2, 3, and 4). The engine can then be run with the other side.

In case the valve is so badly damaged that it cannot be used, as indicated, the ports may be blocked by fitting strips into them or a board may be laid over the whole valve seat as in Fig. 5 and be held down by blocking against which

Fig. 4. — Method o:^ Lashing Blocking for Alligator Crosshead.

the steam chest cover is made to bear, thus holding the whole in position. It is particularly important that this board have a bearing all round the inlet passage or port at A

Locomotive Breakdowns.

so as to prevent the admission of steam to the steam chest. The valve is, of course, to be removed and the engine disconnected as before.

Q. What should he done in case of a broken valve stem or yoke?

A. The engine must be disconnected and the crosshead blocked (see pages 19 and 20).

If the valve stem is broken outside the steam chest the

W////////A Fig. 5. — B1.0CKING Ports with VaivVB Removed.

Fig. 6. — Mp:thod of Blocking Vai^vej with Brokejn Vai^v:^ Ste:m.

valve should be put in the central position and clamped by means of the valve stem clamp (see page 18).

If the stem is broken inside the steam chest, it will be necessary to block the valve. This is done by fitting blocks of wood as shown in Fig. 6 in at the front and back of the

Valve Defects.

Yalve, between it and the steam chest, thus holding it in the central position. If it is an unbalanced valve it can be held down by blocking bearing against the steam chest cover. A balanced valve will need no such blocking.

In case of a valve stem or yoke thus broken within the steam chest, the removal of the same will leave an opening through the stuffing box. This must be closed and it can be done by means of a thin piece of board held against the out-

FiG. 7. — HoivDiNG Board Over Stui^i^ing Box.

side of the opening with the gland studs and nuts, as shown in Fig. 7.

Q. Hozv can a broken valve stem or yoke he detected end located?

A. The engine should be placed upon the quarter and the cylinder cocks opened. Then admit a little steam to the steam chest and move the reverse lever backwards and forwards. If steam does not escape alternately from the two cocks the stem or yoke will probably be found to be broken* In case one side is all right, put the other crank on the quarter and repeat the test.

Q, How can a broken packing strip of a valve he detected?

A. When a packing blows, a great deal if not all of the balance will be lost. This causes the valve to work hard. The best method of locating or detecting it is to lay out on the running board and grasp the valve stem in the hand. It will be found that the one with the broken packing strips will be working with very much greater resistance than the one in proper condition, and can be readily detected by the feeling. This work cannot very well be done when the engine is at rest, although it is possible to do it by setting^ the engine on the quarters successively, admitting a little steam to the steam chest and having an assistant move the reverse lever to and fro while the inspector holds a hand on the valve stem.

The trouble that may be experienced with this method is that the loss of balance for the valve may cause it to move with such difficulty that the reverse lever cannot be operated. (See also page 26.)

Q. If a valve stem or piston rod gland is broken what should he done?

A. If the gland breaks in two so that it is parted through the body, it is usually possible to repair it by wrapping the part outside the stuffing box with wire and then using a piece of board to push it into position with a steady pressure as shown in Fig. 8. In case a lug only is broken off, the

Valve Defects.

piece of board put into position, as illustrated, will serve to bring the gland home. It must, of course, be cut open on one side as shown at A, in order to set over the stem or piston rod without necessitating the removal of the same from its position.

Another method that may be used, especially upon the left side where the escaping steam will not be a serious inconvenience to the engineer, is to remove a portion of the packing so as to allow the gland to enter its full length into

Fig. 8. — Repairs to a Brokkn Packing Box Gi.axd.

the stuffing box, and to hold it there by screwing down tight with one stud. This, of course, can only be done when at least one lug and stud are left in good condition and the body of the gland is uninjured.

In case both studs are broken and the gland fractured beyond the possibility of repairing, the stuffing box can still be kept tight. Cut a piece of board like that shown at A in Fig. 8, and after packing the stuffing box full of waste or packing, hold this board over the opening by means of a brace or braces as shown in Fig. 9. These may be two

Locomotive Breakdowns.

pieces of plank or one with the notch cut out to span the piston rod, and guides if necessary, and held in place by a piece of bell-cord running to a brace laid across the front cylinder head or front end of the steam chest, and tightened with a tourniquet, or a twist in the doubled cord. This last method is rather clumsy in appearance but can be made to

Fig. 9. — CivOSiNG Stui^i'^ing Box whkn the: Gi.and is

Broke:n.

answer, besides being readily applied, since it should not take more than fifteen minutes to do the work.

Q. What is a dry valve and horn can it be located f A. A dry valve is one that has not received the proper amount of lubrication.

It can be located in exactly the same manner as a broken packing strip. In addition to this it will be found that, when the engine is in motion, there will be a decided jerk to the reverse lever when the crank, upon the side where the dryness exists, passes the top or bottom quarter. By

Valve Defects. 2y

noting the point at which this jerk takes place the side can be located.

Q. What is a cocked valve and how is it remediedf

A. A cocked valve is caused by the valve lifting from its seat and becoming so cramped in the yoke that it cannot return to its proper position. It is usually caused by the yoke being made too tight. It generally takes place after steam has been shut off and at the time of making a stop.

When starting again the trouble manifests itself by a roaring and blow such as would be occasioned by a broken bridge, and may easily be mistaken for such a defect. The remedy to be applied is to jerk the reverse lever. This produces a jar at the yoke which will usually loosen the valve and allow it to drop back into position.

Q. How can the general location of valve motion defects be determined?

A. By opening the cylinder cocks and watching the escape of steam while the engine is in motion. It should be noted that, when the engine is running forward, steam should escape from the forward cylinder cock during the backward stroke of the piston and out of the back cylinder cock during the forward stroke of the piston. Any variation from this indicates that there is something wrong and also the side where the trouble will be found.