Ever wondered what it is like to be in the cab of a steam locomotive? Or what it’s like to shovel coal into the firebox? I experienced it firsthand while working in steam engine service for the Valley Railroad. Truly it is a remarkable experience, one that every railroad enthusiast should try. This article will give you an overview of the basics of what a steam locomotive Fireman goes through during a typical operating day. Without further ado, let’s build some steam.
- Preparing the Locomotive
- Starting the Locomotive
- Breaking the Bank
- Firing Over the Road
- Smoke Color Indication
- The End of the Day
Preparing the Locomotive
A locomotive crew’s day begins early, usually at least three hours before the first train’s scheduled departure time. Upon arriving at the locomotive, the first thing the Fireman and Engineer do is check the water level in the boiler, along with the boiler pressure. These will determine the next course of action: either immediately “breaking the bank” or doing other chores first.
Typically, the higher the water level and boiler pressure, the less time is needed to get the locomotive fully steamed up. Pressure in the boiler must be raised slowly, so if the pressure is low, more time must be allowed for the boiler to build steam.
Before getting the engine to steam, the water glasses (which indicate the water level) must be cleaned out by forcing steam through them, in a process called “blowing down.” Steam is allowed into the water glasses, blowing out any scale, and allowing the glasses to give a more accurate reading.
Among the first chores that the Fireman will complete is filling the tender with water. The tender carries both fuel for the fire and fresh water for the boiler. The water must also be treated with chemicals to prevent the buildup of scale in the tender. This will protect both the tender and the boiler from corrosion.
While the tender is filling, both the Engineer and Fireman will oil and grease the locomotive. This includes oiling the side rods and air compressor, as well as greasing the trucks and connecting rods. There are a considerable number of points to oil and grease, especially on large locomotives, so time must be allowed to prep the whole engine.
Starting the Locomotive
Steam locomotives are external combustion engines, so unlike an automobile, there’s no key to turn or button to push to start the combustion process. To “start” a steam locomotive, you must build a fire inside the firebox.
Exactly how this is done will vary depending on the type of fuel that the locomotive burns, be it soft coal, hard coal, bunker oil, or wood. In this example, we will assume that the locomotive burns soft coal and was operated the day before. Therefore, a “bank” of coal will be in the firebox.
The process of “starting” the engine begins with the Fireman gathering his tools, which include the blower, rake, scoop, and slasher bar. The Fireman will need the blower to form a draft through the firebox, the rake to clean the fire, the scoop to add coal, and the slasher bar to break the bank.
Breaking the Bank
Once the tools are ready, and the space around the locomotive is properly ventilated, the fireman will break the coal bank, using the slasher bar to break it apart, and the rake to spread it out. He will also shake the grates below the fire, allowing ashes to fall into the pan, and use the scoop to add fresh coal. The blower will make a draft, allowing air to reach the fire.
Once the fire is burning hot, the Fireman will allow the boiler to steam and build pressure. While this happens, the engineer will inspect the brakes, and then test them. The locomotive must have reliable brakes before entering service.
When the locomotive is ready for service, it will be time to get it out of the engine house (if it was inside). The fireman will ensure that the track is clear and provide instructions to the engineer for the move.
The locomotive must then be moved to the ash pit, where the ash from the previous day’s fire will be dumped. Some railroads do this at the end of the day, but if the previous day’s fire left a lot of ash, it’s best to dump ash before entering the engine into service. Once the ash is cleared, the locomotive is ready for service.
Firing Over the Road
The locomotive will then be coupled to the train, be it a passenger or freight train. In this example, the train is an eight-car passenger train. Before departing, the train and engine crew will conduct a brake test on the whole train. The Fireman will prepare the fire before the order to depart is given by the Conductor.
Once the train is out on the line, it’s the Engineer’s job to monitor the locomotive’s speed, while the Fireman will maintain the fire, water level, and boiler pressure. The size of the load will affect how large and hot the fire needs to be. The water must be kept at a safe level, or else the boiler may explode, and the pressure must not go too high, or the safety valve may lift, wasting fuel.
There is a symbiotic relationship between the locomotive’s fire, water level, and boiler pressure. Managing one will impact the two others. Adding water will cool the boiler and drop the pressure. Making the fire burn hot will heat the boiler and raise the pressure.
The Fireman will have to think ahead about where the train is going next and adjust his/her firing accordingly. If the train is going to stop, you don’t want to have a hot fire, otherwise the pressure will rise too high. If the train needs to go up a grade, the fire must be hot to raise more steam. When going down a grade, water must be put into the boiler because the pressure will rise. When going down a grade, or “drifting,” not as much steam is being used by the cylinders, which causes the boiler pressure to rise.
Smoke Color Indication
The color of the smoke coming out of the smokestack indicates the status of the fire’s combustion. Thick, black smoke indicates too much fuel in the firebox and not enough air reaching the fire. A clear, colorless smoke shows that the fire has too much air and not enough fuel. White smoke is ideal, as it indicates that the fire has the right mix of heat, fuel, and oxygen.
Some railroads will have “no smoke zones” in effect. A no-smoke zone is an area where emitting sooty black smoke from the stack is not allowed. These are usually stretches of rail that stretch through residential areas, past marinas, or through city centers. Care must be taken by the Fireman to keep the stack clear when passing through these zones.
Putting the Locomotive to Bed
At the end of the day’s last run, the Conductor will release the locomotive from service. Once this happens, it is the locomotive crew’s responsibility to shut down the engine and put it back in its storage facility.
If the ash was not dumped at the start of the day, it must be done at the end. This prevents the buildup of ash in the pan and prevents clinkers from forming. The ash pan must also be washed down with water.
If the locomotive is not being used for a while, then the crew can extinguish the coal fire by dropping it into the ash pan. However, if the locomotive is going into service again soon, a bank must be formed in the firebox. Banking an engine means piling dozens of scoops of coal into the firebox to trap the heat of the fire. When the engine enters service again, the bank can be broken, as described earlier.
Once the locomotive has been safely put away, the crew can depart, then sign out of service, and finally go clean themselves up after getting filthy on the locomotive. It’s a tough job, but a rewarding one.
Conclusion
I hope this article has given you a general idea of what a steam locomotive fireman goes through during a typical day. The information here is certainly not exhaustive. Future articles (and my upcoming courses) will delve into operating steam locomotives in much more detail.
Happy railroading, my friends. If you like my content, please subscribe to the blog, and tell me about your experiences with steam railroading in the comments. As always, thanks for reading!