Duties of Drivers, Firemen and Cleaners
FORWARD
This booklet was put together to give a basic
insight into the duties of Engine cleaners, Firemen and Drivers.
It is in no way designed as a comprehensive list
of duties as these vary with the different types of locomotives used.
plus changes in the Operating Department / Loco depot.
It is hoped that this booklet will give new entrants
to the Operating department a base to work on with a view to eventually
becoming a Locomotive Driver. It is also hoped it will assist in some
way all the footplate grades already employed on the K&ESR
We would like to acknowledge the assistance of
the NYMR Grosmont M.I.C. staff in the compilation of this booklet.
SAFETY ON AND AROUND STEAM LOCOMOTIVES
The most important consideration for all staff
is that of safety
All new entrants to the footplate grades should
make themselves familiar with the rules and regulations relating to
safety at the earliest opportunity.
You have a basic responsibility under the Health
and Safety at Work Act for your own safety at all times.
This booklet is designed to supplement the publications
issued to you regarding safety on and about the track.
The site at Rolvenden is administered by two
departments, the Locomotive Department Manager is responsible for the
shed and the site generally while the yard and operational areas are
the responsibility of the Operating Manager, a Running Foreman is usually
rostered to administer the operational staff and functions. Always report
your arrival and departure to him, he will arrange any extra work required
and will arrange for you to ride out on locomotives to gain experience.
The Locomotive Department Manager has procedures
for engineering work and his staff will advise you with any problems.
A Health and Safety Notice board is displayed
in the Workshop. Please examine this notice board regularly for new
information.
The role of the Engine Cleaner is an important
one, use the time to learn the workings of the railway and the mechanics
of the steam locomotive. Ask questions of Drivers, Fireman and Fitters
and attend M.I.C classes run for your benefit.
PLEASE FOLLOW THESE SIMPLE SAFETY INSTRUCTIONS.
1. Always sign on and off duty in the signing
on book in the mess room.
2. Never run - always walk, walkways may be slippery.
3. Always wear Personal Protective Equipment.
Safety Goggles and Protective gloves are provided in the Cleaners cabinet
alongside the disposal pit marked "Safety Equipment".
4. Always ensure that the Locomotive you are
cleaning displays a "Not to be Moved" board and that the appropriate
tag is attached to it. Remember that the person who placed the board
on the locomotive should remove it when work is complete. Do not leave
a "Not to be Moved" board on a locomotive and go off home
or do something else. "Not to be Moved" boards chocks and
red flags are stored in the Cleaners cabinet next to the disposal pit
marked "Safety Equipment".
Never "Assume" that the loco you are
working on is protected - always make sure.
5. Ensure ladders and mobile steps are used correctly;
see guidance notes on notice boards as to how to use them. Ladders and
mobile steps are examined regularly and marked with a colour to denote
if they have been examined. Always ensure that any ladder or mobile
step is correctly colour coded. The current colour code is displayed
on the notice board.
Never leave ladders or mobile steps blocking
walkways or where road or rail vehicles can strike them.
6. Do not horse play with water or air systems,
hoses etc. This is a dangerous practice that can easily kill.
7. Only use substances e.g. paraffin, oil etc
in accordance with instructions. Always use gloves when handling oils
and chemicals.
8. Clear up any spills that occur e.g. coal,
oils and paraffin etc. These can cause slipping hazards.
9. Always use Authorised Walking Routes, these
are posted on the notice board.
10. When climbing on structures and locomotives,
always take care to keep a firm hold with both hands on handrails.
11. Never walk alongside moving vehicles when
shunting is being carried out and try not to block the Shunter's
or Driver's line of vision.
12. Steam locomotive injector overflow pipes
can blow holes in the ground, if you find holes fill them in with ash
as soon as possible.
13. Never leave rags, buckets and other cleaning
materials lying around, always return them to the Cleaners store. Do
not leave hoses lying around, always coil them up.
14. Never jump across inspection pits - always
walk around them.
15. Watch out when locomotives are being disposed,
clinker and ashes can be thrown out without warning. Wear goggles to
protect your eyes from flying ashes.
16. Steam locomotives have their boilers blown
down at regular intervals. Beware when a locomotive is being blown down,
do not wander in to the steam cloud as you could lose your way easily
and trip or fall.
17. Beware when locomotives are being coaled.
Lumps of coal can fall from the forklift or bunker. Keep well clear
of the forklift when it is working, the driver may not always be able
to see you.
18. Many parts of steam locomotives can be very
hot, take care when climbing on and around them that you are not burned.
19. When you are riding out on steam locomotives
obey the instructions given to you by the loco crew.
20. Never attempt to carry out any other duty
unless you been passed as competent to do so.
21. Report any breakages or shortages to the
Running Foreman.
22. Rolvenden Locomotive depot is not open to
the public, if you are asked by a member of the public if they can visit
the yard, politely decline but explain that it is for safety reasons
and direct them to the viewing gallery. You may escort members of the
public around the yard but make sure you get permission from the Running
Foreman to do so. If they wish to visit the Workshop seek permission
first, it may not always be convenient.
Remember always be polite and considerate to
the public, they are our bread and butter.
DUTIES OF DRIVERS, FIREMEN & ENGINE CLEANERS
A. ENGINE CLEANERS' DUTIES
Cleaners, having signed on duty, come under the
authority of the Steam raiser and / or the Running Foreman who is responsible
for the allocating of jobs to be done, locomotives to be cleaned, etc.
The first duty is to assist to light up the day's
allocated locomotives. Locomotives are then cleaned as instructed.
After locomotives have left the depot, jobs are
allocated as needed i.e. pits cleaned, yard tidied, mess room / wash
room cleaned, and assisting fitting staff. Engine cleaners should make
good use of the period they spend in the shed. They should acquire knowledge
of constructional details of the locomotive, taking note of methods
adopted for minor major repairs.
Engine cleaners on the K&ESR are also booked
out with engine crew to observe/learn about the handling of the locomotive
and signals.
B. FIREMANS DUTIES
The Driver is in charge of the engine and the
Fireman's duties should be carried out under the control and supervision
of the Driver.
ENGINE PREPARATION
After reporting for duty at the instructed location,
first obtain the necessary instructions concerning work to be performed,
read current notices and then join the engine allocated to your particular
turn of duty. Your first duty should be to examine and test the water
gauge, i.e. open and close blow through cock and check boiler water
levels, check hand brake is on, regulator is closed, cylinder cocks
are open and the engine is in mid-gear. Satisfy yourself that lead plugs,
tubes and stays are watertight and that there are no signs of leaks,
also that the brick arch is in good condition.
If the state of the fire is extremely unsatisfactory,
or the steam pressure and water level excessively low, the Driver should
be notified immediately so that the latter may take suitable action
to enable the engine to get off depot with the minimum of delay.
Before making up the fire, satisfy yourself that
the ashpan is properly cleared of ashes and that the ashpan dampers
are in working order. Next open and inspect the smoke box and see that
it is cleared of ashes and that the spark arrester is in position and
properly secured. After examination, take care to brush or wipe the
faces of the smoke box door clean before closing it as securely as possible
with the smoke box door key.
NOTE: - Tightening of the smoke box door is very
important: this is to prevent air leaking anywhere around the door faces.
if the door is not fitted airtight, correct draughting is impaired while
the engine is under power, resulting in poor maintenance of steam pressure.
After completing the foregoing, be particularly
careful also to sweep the front platform and footplating clear of all
loose ashes and sands which would present an untidy appearance and which,
if not removed, would blow about and get into the various motion parts
of the locomotive, in turn accelerating wear to the brass and white
metal bearings etc. This would cause unnecessarily heavy maintenance
expenditure (needless to say, sand and ash dust, mixed with oil, is
an ideal metal abrasive).
Next satisfy yourself that the correct type of
deflector plate (smoke plate) is fitted and in good order and that when
in position it allows the fire - hole door to open and shut easily.
If the boiler is found to be well up with steam
and water, do not make up the fire too soon. If there is insufficient
steam pressure proceed to level the fire and start building it up in
order to raise steam without delay so that the injectors and vacuum
can be tested as early as possible. The Fireman must have on the engine
a complete set of lamps (comprising two headlamps with red shades),
gauge lamp, a sealed can of detonators and two red flags (if seal is
broken the can must be returned to the Running Foreman for a replacement),
a bucket when necessary and such tools as may be ordered by the Locomotive
Inspector. It is his duty to clean, fill and trim the headlamps and
keep them in readiness as and when required. Also he must arrange the
headlamps in accordance with instructions, viz: one lamp centre front
and rear of buffers when running light engine. To be lit after dark
or when there is fog or falling snow, with white light at front and
red at rear. When attached to train, lamps at front and no lamps between
engine and train.
You should also keep the footplate, toolboxes,
tools and oilcans clean. The sand gear should be tested: the sandboxes
should be filled. Any excess sand should be swept off the running board
from around the filler to avoid sand blowing into the motion causing
wear of bearings. Pay special attention to the positioning of the fire
irons and make sure that they are safely stowed and will not fall from
the engine when in motion, thus endangering P. Way personnel or people
on platforms.
Also trim and make safe coal in the bunkers or
the tender. When filling water tanks or tender, take extreme care not
to overfill, particularly on tank engines as overflow is liable to get
into the axle boxes and siphon cup causing damage and loss of lubrication
(oil, being lighter than water, will float away). On a side tank engine,
it is advisable to open both tank lids in order to allow air to escape
more freely. Also, one can check that there is water in both sides and
that the tank levelling pipe is not blocked. After water has been taken,
close and secure filler lids to prevent spillage, and most important,
to prevent dirt, or even coal on tenders, falling into tanks, thereby
causing injector failures. See that the water gauge and glass are clean
and in good working order: you must always examine the gauge glass protector
to ensure that it is in good condition and properly secured in its correct
position on the frame.
If it is necessary to clean the water gauge glass,
it is most important to shut off steam pressure from the glass by means
of the dual shut-off cocks and release the water and pressure out of
the glass by means of the blow through cock before removal of the gauge
glass protector. Next, rag soaked in warm water can be used to clean
off the outside of the dirty gauge glass, cold water must not be used
as it will probably crack the glass. Pressure must not be re-applied
before the protector has been correctly replaced. When opening the gauge
frame cocks to apply pressure after cleaning the glass, they should
be opened very slightly and gradually at first, keeping the blow-through
cock still open, so that only a small quantity of steam is passed through
the glass and warms it. If pressure is applied suddenly the rapid heating
and pressure may fracture the glass. It is also a good practice on GWR
locomotives, to test both test cocks on the gauge frame pillar at the
rear of the gauge glass, ensuring that they are not blocked and are
in working order. They are required to shut of steam in the case of
a broken gauge glass in such circumstances as time not allowing for
replacement, or even when a replacement glass is not readily to hand.
To use these standby test cocks, tap open carefully until steam and
water is blowing out. The top and bottom cocks will provide a clue of
the balance of water in the boiler: never continue working the engine
in steam if you fail to get water through the bottom test cock. Get
the injectors working as soon as possible until water does appear. To
ignore this test with the bottom test cock indication would be indifference
to the expected footplateman's knowledge and craft, as it is possible
that tremendous damage would be caused to the fire box crown plates
following the fusing of the protective lead plugs.
MAKING UP THE FIRE
To prepare the fire, spread it evenly over the
entire grate, sprinkle a few shovels of lump coal over the fire to start
it burning vigorously, open the dampers and apply the blower sufficiently
to promote proper combustion. Freshly added coal should be left to burn
up before more is added. Break the lumps of coal so that the largest
you put on the grate is about the size of a man's fist. This exposes
a greater surface to the action of the fire than if much larger lumps
were used. The fire should now be built up by adding a small quantity
of coal at a time, any holes that may form being carefully filled. If
a large quantity of coal is fired to the centre of the grate, dense
volumes of smoke will be produced, this must be avoided at all times.
Firing should continue at intervals, giving each charge of coal time
to ignite properly before introducing more, until a bed of fire, well
alight and suitable for the class of train to be worked, is obtained
- naturally experience will show you that to take a light engine from
Rolvenden to Tenterden is not so steam demanding as it would be to haul
a train. We will talk about combustion and steaming rates in a later
section.
ON THE ROAD
The art of firing is to regulate the fire and
the height of water in the boiler according to the work to be performed
and to have full boiler pressure when it is required, without unnecessary
blowing-off at the safety valves. The Fireman should realise that his
aim must always be to obtain the maximum amount of heat from every pound
of coal fired. He should anticipate the requirements of the road and
the load being hauled by his loco and manage the fire and injectors
accordingly, so that steam is available for gradients, but not wasted
when standing or running down gradients. For example: in practice, a
Fireman needs to exercise his methods and skills in a different manner
when working a train from Tenterden to Rolvenden than he would when
working the same train from Rolvenden to Tenterden. The law of gravity
will help you to get from Tenterden to Rolvenden and will not be in
your favour when returning. No coal should be added to the fire when
the regulator is closed, if this is necessary, it is probably due to
lack of foresight and incorrect management of the firing sequence. When
starting from a dead stop, firing should not recommence until the Driver
has notched up (pulled the reversing lever from full gear to a position
suitable for weight of train and speed required).
Blowing-off from the safety valves causes a serious
waste of water and fuel: when an engine is under power and is showing
just a wisp of escaping steam from the safety valves, this is a sign
of a very capable and expert Fireman, who is firing to the requirements
of the road etc. At other times when full pressure is not necessary,
blowing off steam via safety valves is a sign of bad judgement in firing
techniques. When you know that you have to hand your engine over to
another Fireman, you should leave it in a condition such as you would
wish to find it in. Towards the end of your duties, prior to disposal
of the engine at your depot, the fire should be levelled in the fire
box and worked down as low as possible to avoid coming on the disposal
shed with a large amount of unburned coal in the fire box. Experience
will soon teach a Fireman the best and correct time to commence working
the fire down, but the aim should be to run on to the depot with the
fire as low as possible. Warning: - to avoid accidents, use the fire-irons
where there are no over-bridges and in all cases great care should be
taken to see that no contact is made with bridges and other structures.
ENGINE DISPOSAL
On arrival at depot over the area of the fire-dropping
pit, close the dampers, obtain the firedropping tools (i.e. long-handled
fire shovel, pricker, dart and rake): proceed to shovel out all ash
and clinker, next go to the smoke box and empty all smoke box ashes,
then open front and back dampers, enter the fire-pit and rake out all
ashes from the ashpan. Afterwards, close both dampers and firehole doors
to ensure that an unnecessary amount of cold air does not enter the
firebox, thus causing rapid contraction of boilerplates, stays and tubes.
Omission to follow this practice will accelerate external and internal
boiler leakage’s (i.e. tubes and stays). Before leaving the engine,
you should fill the boiler with water to a height of at least three-quarters
of the gauge glass. This will enable the next lighting-up period to
be executed without necessity for the Firelighter to replenish the boiler
water by hosepipe. Finally, after stabling the engine, place a chimney
cap over chimney to minimise heat loss overnight.
C. DRIVER'S DUTIES ENGINE PREPARATION
After reporting for duty, read your current notices,
sign for those which may require proof of issue and obtain any special
instructions affecting your working for the day, including P. Way engineering
work. Upon reaching your engine, satisfy yourself that the fireman has
tested the boiler water gauge as described under "Fireman's
Duties" and is carrying out his duties satisfactorily.
If there is any doubt about the Fireman's
ability to execute any part of his preparation duties, you should advise
him and offer him your guidance based on your own knowledge and vast
experience. You should now obtain from the stores the necessary quantity
of cylinder and engine lubricating oil, returning to your engine. If
fitted, drain the water out of the hydrostatic lubricator after removing
the filler plug. After the water has drained out, shut the bottom drain
tap and fill with cylinder oil, replace the filler plug and then open
the condenser cock ready for use when cylinder lubrication is required
when running via the sight feed glasses.
Next you must attend to lubricating all moving
parts of the engine: oiling up and examination of the engine is the
Driver's sole responsibility, and in all cases, before attending
to these duties, safety is a priority. Therefore, see that the regulator
is properly closed, the hand-brake hard on, the reversing lever or screw
is in mid gear, the cylinder cocks open and that the Fireman is informed
of your intended movements.
Oiling up and examination should be done methodically:
a definite system will save much time and ensure that nothing is overlooked.
A good method is as follows: - start the examination and oiling by passing
underneath front to rear. Now proceed along the outside of the engine
on the Driver's side to the leading end, across the front and return
along the Fireman's side. When dealing with the motion, all slide
bar bolts, big end and little end cotters and set bolts should be examined.
Axle boxes should be tested for water content: If necessary, remove
the water by means of a syringe or drain plug. If the axle boxes are
of the type which are oil fed by overhead auxiliary oil feed box and
require trimmings, see that these worsted tail trimmings are a good
fit and in a clean condition. The brake shaft bearings and steam brake
piston and cylinder trimmings should also be oiled. In addition to the
foregoing, it is necessary and very important to inspect and fill if
required the following bearings etc. - R & L H big end, R &
L H fore and back gear eccentric straps, fore and back gear eccentric
rod fork ends, top and bottom of expansion links, quadrant block, R
& L H small end bearings, oil cups to supply oil to slide bars,
oil cups to lubricate R & L H piston glands and valve spindles.
On the outside of the engine, lubricate all coupling rod crank pins
and fill vacuum pump lubricator and pump ram rod syphon cup if fitted.
When working a train, particularly a passenger train, it is a good practice
to put a drop of oil over the buffer faces, as this prevents chafing
of the buffers and lessens the jolts that may be transmitted from the
engine or tender into the first coach of the train. Whilst oiling, the
competent driver will 'take pains to become acquainted with the
difference in lay-out of the various classes of locos employed by the
K&ESR on which he will work from time to time in the course of his
driving duties.
As soon as there is sufficient steam pressure,
test the vacuum brake system, so that if any defects are discovered,
they can be attended to in good time, thus avoiding a late start. When
making the test, the ejector should be opened slowly and gently to avoid
dislodging the soot in the smoke box and tubes and prevent a mixture
of soot and water being thrown violently out of the chimney onto the
clothing of people standing near your engine. You must satisfy yourself
that coal and fire irons are properly and safely stored on the bunker
or tender, also that there are on the engine such tools etc. as are
necessary for the work to be performed. Before starting, see that the
prescribed lamps are exhibited and in good order, also that the lamps
are lit in accordance with the Rulebook. If the steam heating of trains
is authorised or necessary, you should satisfy yourself that the flexible
hosepipes and connections are in good and safe working order. The steam
heating apparatus should be tested as follows:- First open the cocks
on the tender (or those at each end of a tank engine): then open the
steam valve and blow out all water which has condensed in the steam
heating system. Finally, close the cocks and observe if the correct
steam heating pressure can be obtained, by suitably adjusting the main
steam supply valve.
Before leaving the depot, the Driver should test
the sanding equipment to make sure it is working correctly, test the
hydrostatic lubricator if fitted and start it working and see that the
cylinder cocks are open. Cylinder cocks are provided in order to drain
away any water which may have condensed in the cylinders or steam chest,
thus preventing possible damage to cylinder or valve chest castings,
or possible damage to the connecting and valve rods. As water cannot
be compressed, it is a "Must" that the Driver should open
the cylinder drain cocks after the engine comes to a stand or has been
standing and they must then be left open for a short time after commencing
to move. You should also satisfy yourself that tender or tank is full
of water whenever possible, even though you may know that you have sufficient
for a particular trip. One must be prepared for unseen or unexpected
delay due to the failure of any item or part of the engine or of the
railway system over which you are going to operate.
ON THE ROAD
You should at all times endeavour to operate
the engine in your charge in the most efficient and economical manner
by using the earliest "cut-off" consistent with the work required,
so taking advantage of the expansive properties of steam. You should
learn by experience the most suitable “cut off” in which to work an
engine to obtain the best results from the point of view of both fuel
economy and the comfort of passengers.
The opening of the cylinder relief valves is
an indication of the presence of water in the cylinders. You should
at all times avoid rough handling when starting or stopping trains as
in addition to causing discomfort to passengers, this can also cause
undue drawbar stresses and even damage and possible fractures. Fuel
can be saved by good judgement in operating the train brakes, unnecessary
brake applications cause a wasteful consumption of fuel and subsequent
release causes a further waste of fuel. If the air pump is maintained
efficiently and is working properly (if fitted, GWR engines); fuel is
saved by this pump, as it will keep off all small leaks of air occurring
in the train vacuum system: this will avoid the necessity of using the
steam ejector, which is again an effective saver of fuel.
ENGINE DISPOSAL
On arriving at your depot, the engine should
be left with the regulator properly closed, the hand brake hard on,
the reversing lever or screw placed into mid gear position, cylinder
drain cocks open and lubricator condensing cock shut off. You should
report in writing in the official repair book all defects found during
final disposal examination, including such defects as were found or
observed during the working period: be particular to report all escapes
of steam, ascertaining by test, if necessary, where they originate from.
By reporting all defects promptly, many delays to the engine will be
saved, as will a progressive build-up of defects that would surely put
the engine out of service for many days. We could say that "A stitch
in time saves nine". When booking defects, they should be fully
and clearly defined in your report and as much detail as possible should
be given concerning the part of the engine about which you are making
your report. Remember that the Fitter who will attend to your reported
defect may find the engine out of steam and be unable to make any steam
test. Your report should therefore convey to him as far as possible
what is wrong so that he can go straight to the defective parts.
D. GENERAL - ON THE DEPOT
After the fire has been dropped, the damper and
firehole doors should be kept closed, otherwise cold air will enter
the very hot firebox and will set up severe contraction stresses in
the plates, stays and tubes, which would thus be liable to damage and
leakage’s. For the same reason, the blower must not be used after the
fire has been dropped, and when it is necessary to move the engine under
its own power with the fire out, it must be worked as lightly as possible
to reduce the quantity of cold air drawn through the empty firebox and
tubes. When the engine is stabled, the chimney cap should be placed
on the chimney to minimise heat loss overnight.
COALING OF ENGINES
During coaling, footplate and all other personnel
should stand well clear of the tender or bunker during coaling operations,
thus avoiding personal injury which might be caused by lumps of coal
bouncing off tender or bunker side plates. Over-coaling must be avoided
as this leads to excessive spillage: coal falling off an over loaded
tender or bunker could cause serious injury to staff working alongside
the P Way.
A worthwhile consideration, whilst on the subject
of coaling, is the wetting of the coal as this minimises the dust which
causes waste and discomfort on the footplate whilst working under power.
There is a possibility of injury to sight and the question of personal
cleanliness and the condition of paintwork etc.
FINAL ADVICE
A Driver has the responsibility for the engine
in his charge. The Fireman is responsible to his Driver and must carry
out any instructions given to him, and he must not move or leave the
locomotive without instructions or reaching a proper understanding with
his mate. Neither must leave the footplate to walk along the footplating,
or get into the bunker or on to the tender while the engine is in motion.
