Preparing the Engine.

In the first place, careful attention must be given to the preparation of the engine. Good and well-fitting regulation trimmings, the engine well oiled, even to the most minute part; the set screws tried; sand boxes in running order; brake in good condition; tube plate scraped down, smoke plate in good condition, and a host of other details must be attended to. It is not only half the battle, as it were, but gives one a feeling of confidence and conscious ability which otherwise is absent.

In every case a good driver will, at the start, let the engine get well into its stride before notching up; after which it can be gradually screwed up until it is placed in the best position for working the load attached.

If the engine is complete master of its load it should be worked with a fairly early cut-off, although notching up too far should be avoided as this may cause the engine to run roughly and lead to trouble in the big ends and driving axle-boxes, but no hard-and-fast rule can be laid down as the best position varies for different classes of engines.

The finest results with a fairly heavy train are nearly always obtained by notching well up, even when working on the second regulator. An efficient driver knows exactly how to adjust the position of reversing screw or lever to a nicety while judicious adjustment of his regulator will still further ensure economical working without jeopardising his timekeeping.

One often hears it said that no two engines are alike, although both may be of the same class and build.

While this may not be literally true, yet there certainly are instances where there is a divergence between two in both running and steaming.

Some engines require to be humoured, just as some human beings do, and very often the fine manipulation and good judgment of the driver and his mate may make a doubtful steamer work a successful trip. Circumstances permitting, provided another engine cannot be obtained, a great advantage is always gained by keeping such an engine on the move; but if it will not steam with a good blast on the fire, the only course is to work it as light as possible with the loss of a little time, as it is folly to thrash the engine until one comes to an ignominious standstill.

In every case, a perfect combination and understanding between driver and fireman is indispensable; the one working the regulator and lever to the very best advantage while the other is skillfully maintaining the required pressure of steam.

From a long and varied experience, I may venture to say there are no more anxious moments for a driver than when running short of steam or when an axle-box shows signs of running hot.

Upon every occasion it is advisable to pour a few drops of oil, before starting, down the oil tubes, and to keep the auxiliary boxes well filled up when facing a long and heavy gradient.

It should be noted that the capillary attraction of the trimming is as slow again when there is only the bottom half of oil in the auxiliary box as when it is full.

Following careful observations on the different classes of engines, it appears that each auxiliary box has its different degree of heat, owing to its better or worse protection from the influence of the weather, while careful attention must be given to the vagaries of the weather, especially under very cold or wet atmospheric conditions, when the trimmings are slower in working.

A great improvement, undoubtedly, is the introduction of the mechanical lubricator, and while this meets with a little criticism from a few on account of its rate of working varying with the speed, still there is an ample supply to meet the requirements of a good fitting axle-box even when going at the slower speed.