ure 3 I-5 times greater.
Work performed, 9 times greater. I give you these facts trusting that
you will take advantage of them, and if your engine at I00 or I00 lbs.
will do your work cutting off at I/4, don't allow it to cut off at I/2.
If cutting off at I/2 will do the work, don't allow it to cut off at
3/4, and the result will be that you will do the work with the least
possible amount of fuel, and no one will have any reason to find fault
with you or your engine.

Now we have given you the three points which are absolutely necessary to
the successful handling of a traction engine, We went through it with
you when running as a stationary; then we gave you the pointers-to be
observed when running as a traction or road engine. We have also given
you hints on economy, and if you do not already know too much to follow
our advice, you can go into the field with an engine and have no fears
as to the results.

How about bad bridges?

Well, a bad bridge is a bad thing, and you cannot be too careful. When
you have questionable bridges to cross over, you should provide yourself
with good hard-wood planks. If you can have them sawed to order have
them 3 inches in the center and tapering to 2 inches at the ends. You
should have two of these about 16 feet long, and two 2x12 planks about 8
feet long. The short ones for culverts, and for helping with the longer
ones in crossing longer bridges.

An engine should never be allowed to drop from a set of planks down onto
the floor of bridge. This is why I advocate four planks. Don't
hesitate to use the plank. You had better plank a dozen bridges that
don't need it than to attempt to cross one that does need it. You will
also find it very convenient to carry at least 50 feet of good heavy
rope. Don't attempt to pull across a doubtful bridge with the separator
or tank hooked directly to the engine. It is dangerous. Here is where
you want the rope. An engine should be run across a bad bridge very
slowly and carefully, and not allowed to jerk. In extreme cases it is
better to run across by hand; don't do this but once; get after the road
supervisors.

SAND.

An engineer wants a sufficient amount of "sand," but he don't want it in
the road. However, you will find it there and it is the meanest road
you will have to travel. A bad sand road requires considerable sleight
of hand on the part of the engineer if he wishes to pull much of a load
through it. You will