Practical Rules for the Management of a Locomotive Engine: | Page 5

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 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