hung to the springs by plain links, the spring pins must be lengthened the next time the Engine is in the repairing shops.  A deficiency of weight on the front or hind wheels is indicated by the pitching of the Engine, and should be remedied in a similar manner.

The regulator should be gradually and completely closed, when the Engine or train pitches or rocks violently,—in passing a series of points and crossings,—in very sharp curves, especially if double,—in rough parts of

the permanent way,—and in descending planes whose inclination is sufficient to carry the train down, without steam, at a velocity of 30 miles per hour.  In descending such an inclined plane, if it should be found that the velocity is greater than 30 miles per hour, it should be reduced by gently applying the break.

On every Railway there is a prescribed limit to the pressure of the steam, and no circumstance should induce the Engine-man to use steam at a higher pressure, or in any case to weight the lever, or hold it down for more than a moment.  When there are two safety-valves, that which is out of reach may be set at the limit of pressure, and the valve next the foot-board some pounds lower.  It is an advantage to have a stop placed below the lever of the safety-valve on the screw of the spring balance, to prevent its being

inadvertently screwed down to more than the working pressure.

The steam whistle is obviously intended to give notice of danger: on this account its use is forbidden on some Railways, excepting on occasions of extreme emergency; but the variety of modulation of which it is susceptible has in others induced its adoption as a frequent warning.  When the latter is the case, it has been found a safe measure to sound the whistle directly the steam has been shut off previously to stopping at a Station, and to give two short whistles the moment before starting, to warn parties of the approach and departure of the train.  When this system is practised, the Engine-man should not turn on the full power of the whistle, but reserve it exclusively for cases of danger.

When near the end of the trip very little fire is wanted, and both feed-pumps

should be turned on for a short distance before arriving at the Station, unless the Engine is to start again immediately.  If it is intended to remain at the Station about an hour, the water should be considerably above the middle cock (when the Engine is standing), which will be effected by keeping on both feed-pumps from a half to three-quarters of a mile.  The safety-valve should, at the same time, be eased off to 35 lbs.

If the train is brought into the Station by a tow-rope, great care must be taken to stretch the rope gradually by a gentle advance of the Engine, which must be stopped at a signal from the tow-rope man.

It would be prudent to conduct the examination described at the commencement, directly the Engine arrives at the Station, in order to leave time for any repair which may be required.

When an Engine is running the last trip for the day, no fuel need be put on for the last 10, 15, or 20 miles, according as the duty is heavy or light; indeed, the fire may be nearly run out by the time the Engine stops, if the gradients, &c., are favourable.  For a considerable distance before stopping both pumps should be at work, so that the water in the boiler may be at or above the top cock when the Engine stops, and the safety-valve should be eased off to 25 lbs. per square inch.

On stopping over the pit, the fire is drawn by opening the fire-door, introducing the arrow-headed poker through the fire-bars, and pulling up two or three of them from the bottom of the furnace, by which room will be allowed for the rest to be separated, and the fire fall through into the ash-pan, from which it is raked out by the Stoker.  The practice of blowing off all the

water from a boiler by the pressure of the steam should never be allowed, without an express order from the Superintendent of Locomotives, when the boiler is unusually full of mud; as, if frequently practised, it will seriously injure the fire-box and tubes.

THE MANAGEMENT OF A LOCOMOTIVE ENGINE IN CASES OF ACCIDENT.

An Engine is liable to several accidents while running, and it is important that the Engine-man should know how to act promptly under the circumstances.  In the following list several cases are enumerated, with the particular steps to be taken in each.

1.  The bursting of a tube.—The Engine-man should stop the Engine, and drive a plug into each end of the tube.  It frequently happens that the water and steam blow out with so much

force, that it is impossible even to discover the defective tube: by running the Engine for a short distance with both pumps acting, the pressure of the steam will perhaps be sufficiently reduced to enable the Engine-man to work with safety; but if the escape of water and steam is still too great to do so, he must run his Engine and train, if possible, off the main line into a siding, and draw the fire, to prevent its injuring the fire-box and tubes: when the water has run out down to the level of the defective tube, it may be easily plugged, and a fresh fire laid and lighted.  A tube will frequently leak to a considerable extent without absolutely requiring the stoppage of the train; but in this case great care is necessary not to use much steam, or urge the fire too far.

The bursting of a tube or other causes will sometimes lead to the lagging

or casing of the boiler catching fire, which should be extinguished by throwing on water from the Tender-cistern in a fire-bucket, or from the water crane at a Station.

2.  The failing of one of the feed pumps.—In this case the adequate supply of water may, with care, be maintained by one pump only.  The supply of coke must be regular, and not in large quantities; and the steam must be economised, or the water may run low.  The pump should be repaired as soon as possible; this may frequently be done in the interval between two trips.

3.  The breaking of a spring.—This is an accident which does not necessarily involve the stoppage of the train; but as working the Engine in such a state causes an unequal strain, it should run very gently over rough parts of the road; and if the derangement is considerable, and cannot be repaired at

the Stations, the Engine should cease running as soon as possible.

4.  The breaking of a connecting-rod, or its disconnection by the loss of cotters, fracture of the straps, &c.  This accident, or any disconnection which allows the piston to be driven from end to end of the cylinder without restraint, causes expensive damage to the cylinders and covers; and the connecting-rod, if loose, will seriously injure the smaller gear, or may even throw the Engine off the road.  The Engine should therefore be instantly stopped, and if possible the connection restored; if that cannot be done, the connecting-rod must be taken off, and if on a level or a descending gradient, the train may sometimes be drawn by a single cylinder: to do so, the slide-valve spindle of the defective cylinder must be detached from the valve gear, by unscrewing the nuts, and setting the