steam.

In order to know the force of the steam, one hand may occasionally lift

or depress for a moment the lever of the safety-valve, according as the steam is under or over the working pressure; and a little practice will soon enable a person to judge the extent of excess or deficiency.

Both feed-pumps should not commence working at the same time.

The water should never be allowed to run low before arriving at any part of the road where considerable power is required, as steam is produced more rapidly when both pumps are turned off,—a measure which is imprudent unless the water is high.

When “the feed” is turned on, the Engine-man should try the pet-cock to see whether the pump is acting freely: the water thrown from it should be in forcible intermittent jets; warm water with a little steam will frequently escape from it at first; if this should continue, it may be concluded that the

upper clack does not act; and if the water is in a continuous stream without pulsations, the lower clack is out of order.  In either case it will not be prudent to trust too much to the faulty pump, but the evil may frequently be remedied by working the pump a short time with the pet-cock open, or alternately turned on and off.

Coke is put on the fire by the Stoker, at the order of the Engine-man, who should hold the chain of the fire-door in his hand, and open it for as short a time as possible, while the Stoker throws on each shovelful of coke: the shovel should be well filled, and the coke distributed equally over the fire.

In most Engines, the fuel need not be higher than the bottom of the fire-door; and if allowed to fall more than 6 or 8 inches below it, it must not be expected that the pressure of the steam will be maintained, if the Engine has a load.

The supply of fuel should be regular, and so arranged that the fire may have burned up well by the time the steam is most required.  As the addition of fuel causes a temporary reduction of the force of the fire, coke should not be laid on immediately before arriving at an inclined plane or any part of the road where much power is required; but when ascending an incline, coke should be gradually added when the Engine begins to beat heavily,—the draught is then powerful, and a regular supply of fuel required to keep up the fire.

In other circumstances, provided the fire is low enough to require fuel, the best time to put on coke is when the water is sufficiently high to turn off the feed-pumps, the steam slightly blowing off, and the Engine travelling at a good speed.

No definite instructions can be given for the frequency with which coke must

be laid on the fire, as it varies according to the duty to be done, and the water consequently to be evaporated: in cases of heavy duty and bad gradients, it may at times be necessary even at as short an interval as 2 miles; under contrary circumstances an Engine may sometimes run as much as 15 miles without adding fresh coke.

The fire should be allowed to run rather low before arriving at the top of an inclined plane down which the steam will not be used: on beginning to descend the plane, fuel should be put on the fire, which will burn up by the time the train reaches the bottom of the plane.

If it is wished to keep up the steam, it is better not to supply water and fuel at the same time.

While running, the Stoker should occasionally pick the ashes from the tubes to clear the draught.

By observing the above rules for the supply of water and coke, an efficient pressure and quantity of steam will be produced, which it must be the study of the Engine-man to economise.  With this view the regulator should never be kept too far open;—as soon as the train has acquired the velocity wished, the aperture may be considerably reduced without diminishing the speed.  As any diminution in the amount of steam used causes a corresponding diminution in the quantity of coke consumed, the skill of the Engine-man should be unceasingly directed to the reduction of so heavy an item of Railway expenditure.

If there should be, at any time, an unnecessary quantity and force of steam, it is readily reduced by opening the fire-door, and by turning on the feed-pumps; if there should be too little, the Engine-man must be content to run slowly for

a short time, keep the regulator only partially open, and put on a gradual supply of coke.

When the water in the boiler is high, many Engines begin to prime, especially after running for several days.  When this occurs, the aperture of the regulator should be diminished, and the fire-door and the discharge cocks of the cylinders opened: if the height of the water will allow it, the blow-off cock of the boiler may be opened for a short time to carry off the sediment, which will be found advantageous.

The Engine-man should frequently look to the working gear, to see that it is in proper order, and to rectify any deficiency at the next Station.

On nearing a Station where it is intended to stop, the regulator should be gradually eased off at about five-eighths of a mile from the Station, so that the train may be more under control, and

when from a quarter to half a mile distant, according to the velocity and weight of the train, the steam should be completely shut off, and the train brought to rest by the breaks.  In approaching terminal Stations the steam should be shut off at a greater distance than at the intermediate Stations, to prevent the possibility of overrunning the mark from the failure of breaks.  It must be borne in mind that the breaks act much less efficiently in wet or frosty weather, when it becomes necessary to shut off the steam further from the Stations.  The use of the reversing-lever ought, as much as possible, to be avoided: it may sometimes be placed in the middle position (in which the valves do not act), but it should never be completely reversed unless absolutely necessary for the stoppage of the train.

At the intermediate Stations, the Stoker should frequently oil all the

bearings not supplied by the large oil-vessels, and fill the oil-cups of the connecting-rods, slides, &c., and if any of the bearings, brasses, &c., are hot, they should be more copiously oiled, and eased if necessary.  He should also examine all the working gear cursorily to see if it is in a complete state; particular attention should be given to the axle-bearings, and especially those of the cranked axle, which sometimes become so hot by running as to require cooling by throwing on water.

In case of the driving wheels slipping much in starting from a Station, the opening of the regulator should be reduced, and only gradually opened as the wheel bites; the Stoker is sometimes obliged to scatter ashes, sand, &c., before the wheels: some Engines are now furnished with hoppers in front, opened by a handle from the

foot-board, by means of which sand may be dropped on the rails in front of the driving wheels.

If slipping is observed to an unusual extent, it may be inferred that there is not sufficient weight on the driving wheels, and the springs ought to be tightened by screwing up the nuts of the bearing bolts: or where the framing is