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 http://www.archive.org/details/cu31924022810075 
 
SUPERHEATED STEAM 
 IN LOCOMOTIVE SERVICE 
 
 BY 
 
 WILLIAM F. M. GOSS 
 
 Dean of the College of Engineering, University of Illinois 
 
 WASHINGTQ^f, D. C. ' 
 
 PUBUSHED BY THB CARNBGIS INSTITUTION OP WASHINGTON 
 I9IO 
 
SUPERHEATED STEAM 
 IN LOCOMOTIVE SERVICE 
 
 BY 
 
 WILLIAM F. M. GOSS 
 
 Dean of the College of Engineering, University of Illinois 
 
 WASHINGTON, D. C. 
 
 PUBUSHED BY THE CaRNEGIE INSTITUTION OF WASHINGTON 
 I9IO 
 
CARNEGIE INSTITUTION OF WASHINGTON 
 Publication No. 127 
 
 PRESS OF GIBSON BROTHERS 
 WASHINGTON, D. C. 
 
Superheated Steam in Locomotive Service 
 
 BY 
 
 William F. M. Goss 
 
 Dean of the College of Engineering, University of Illinois 
 
CONTENTS, 
 
 Page 
 
 Introduction — A Summary of Conclusions . i 
 
 I. Foreign Practice in the use of Superheated Steam in Locomotive Service . . 5 
 II. American Attitude Toward the Use of Superheated Steam in Locomotive 
 
 Service 23 
 
 III. Tests to Determine the Value of Superheating in Locomotive Service 25 
 
 IV. Performance of Boiler and Superheater 31 
 V. Performance of the Engine and of the Locomotive as a Whole . 5 5 
 
 VI. Locomotive Efficiency as Affected by its Running Schedule: an Account of a 
 
 Series of Intermittent Tests . 65 
 
 VII. Economy Resulting from the Use of Superheated Steam . . 75 
 
 Appendix I. The Locomotive Experimented Upon .... 87 
 
 II. Tests Under Constant Conditions, Methods and Data . 95 
 
 III. Test Under Intermittent Conditions of Running, Methods and Data 129 
 
 IV. An Exhibit of Typical Indicator-Cards 139 
 
A SUMMARY OF CONCLUSIONS. 
 
 The results of the study concerning the value of superheated steam in loco- 
 motive service, the details of which are presented in the succeeding pages, may 
 be summarized as follows: 
 
 1. Foreign practice has proved that superheated steam may be successfully 
 used in locomotive service without involving mechanism which is unduly com- 
 plicated or difficult to maintain. 
 
 2. There is ample evidence to prove that the various details in contact with 
 the highly heated steam, such as the superheater, piping, valves, pistons, and 
 rod packing, as employed in German practice, give practically no trouble in 
 maintenance; they are ordinarily not the things most in need of attention 
 when a locomotive is held for repairs. 
 
 3. The results of tests confirm, in general terms, the statements of German 
 engineers to the effect that superheating materially reduces the consumption 
 of water and fuel and increases the power capacity of the locomotive. 
 
 4. The combined boiler and superheater tested contains 943 feet of water- 
 heating surface and 193 feet of superheating surface; it delivers steam which 
 is superheated approximately 150°. The amount of superheat diminishes 
 when the boiler-pressure is increased, and increases when the rate of evap- 
 poration is increased, the precise relation being 
 
 T=i23— 0.265P -1-7.28 H 
 
 where T represents the superheat in degrees Fahrenheit, P the boUer-pressure 
 by gage, and H the equivalent evaporation per foot of water-heating surface 
 per hour. 
 
 5. The evaporation efficiency of the combined boiler and superheater tested is 
 
 E=ii .706 — 0.214 -^ ' 
 
 where E is the equivalent evaporation per pound of fuel and H is the equiv- 
 alent evaporation per hour per foot of water-heating and superheating surface. 
 
 6. The addition of the superheater to a boiler originally designed for satu- 
 rated steam involved some reduction in the total area of heat-transmitting 
 surface, but the efficiency of the combination when developing a given amount 
 of power was not lower than that of the original boiler. 
 
 7. The ratio of the heat absorbed per foot of superheating surface to that 
 absorbed per foot of water-heating surface ranges from o. 34 to o . 53, the value 
 increasing as the rate of evaporation is increased. 
 
 8. When the boiler and superheater are operated at normal maximum 
 power, and when they are served with Pennsylvania or West Virginia coal of 
 
2 SUPERHEATED STEAM IN I.OCOMOTIVE SERVICE. 
 
 good quality, the available heat supplied is accounted for approximately as 
 follows : 
 
 Per cent 
 
 Absorbed by water 52 
 
 Absorbed by steam in superheater 5 
 
 Utilized 57 
 
 Lost in vaporizing moisture in coal 5 
 
 Lost in CO ■- I 
 
 Lost through high temperature of escaping gases 14 
 
 Lost in the form of sparks and cinders 12 
 
 Lost through grate 4 
 
 Lost through radiation, leakage, and unaccounted for 7 
 
 9. The water consumption under normal conditions of running has been 
 established as follows : 
 
 Boiler- 
 pressure. 
 
 Corresponding 
 steam per in- 
 dicated horse- 
 power hour. 
 
 Pou7ids. 
 
 120 
 
 160 
 
 200 
 
 240 
 
 Pounds. 
 23-8 
 22.3 
 21.6 
 22.6 
 
 The minimum steam consumption for the several pressures is materially below 
 the values given. The least for any test was 20.29 potmds. 
 
 10. The coal consumption under normal conditions of running has been 
 established as follows : 
 
 Boiler- 
 pressure. 
 
 Coal consumed 
 
 per indicated 
 
 horse-power 
 
 hour. 
 
 Pounds. 
 120 
 160 
 200 
 240 
 
 Pounds. 
 
 3-31 
 3.08 
 2.97 
 3.12 
 
 11. Neither the steam nor the coal consumption are materially affected by 
 considerable changes in boiler-pressure, a fact which justifies the use of com- 
 paratively low pressures in connection with superheating. 
 
 12. Contrary to the usual conception, the conditions of cut-off attending 
 maximum cylinder efficiency are substantially the same for steam superheated 
 150 degrees as for saturated steam. With superheated steam, when the 
 boiler-pressure is 120, the best cut-off is approximately 50 per cent stroke, but 
 this value should be diminished as the pressure is raised, until at 240 pounds 
 it becomes 20 per cent. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 3 
 
 I 
 
 13. Tests under low steam-pressures, for which the cut-off is later than half 
 stroke, give evidence of superheat in the exhaust. 
 
 14. The saving in water consumption and in coal consumption per unit 
 power developed which was effected by the superheating locomotive Schenec- 
 tady No. j in comparison with the saturated-steam locomotive Schenectady 
 No. 2 is as follows : 
 
 Saving in water consumption. 
 
 Saving in coal consumption. 
 
 Boiler- 
 pressure, 
 
 Locomotive. 
 
 Boiler- 
 pressure. 
 
 Locomotive. 
 
 Saturated 
 steam. 
 
 Super- 
 heating. 
 
 Gain. 
 
 Saturated 
 steam. 
 
 Super- 
 heating. 
 
 Gain. 
 
 Pounds. 
 120 
 160 
 200 
 240 
 
 Pounds. 
 29. I 
 26.6 
 
 25-5 
 24-7 
 
 Pounds. 
 23-8 
 22,3 
 21.6 
 22.6 
 
 Per cent. 
 
 18 
 
 16 
 
 15 
 
 9 
 
 Pounds. 
 120 
 160 
 200 
 240 
 
 Pounds. 
 4.00 
 3-59 
 3-43 
 3-31 
 
 Pounds. 
 331 
 3.08 
 2.97 
 3.12 
 
 Per cent. 
 
 17 
 
 14 
 
 13 
 
 6 
 
 15. The power capacity of the superheating locomotive is greater than that 
 of the saturated-steam locomotive. 
 
 16. Tests involving intermittent running show that the steam consumption 
 per unit work delivered is increased when the program of operations is made to 
 involve intervals of rest, due doubtless to the coohng of the cylinders and the 
 connected parts. This loss increases with increase of steam-pressure. When 
 the program of operations involves equal periods of rest and running it amounts 
 to from 5 to 10 per cent of the consumption under constant running; adding 
 to this the losses resulting from low efficiency when starting and the radiation 
 and stack losses during the periods of idleness, the total loss resulting from 
 such intermittent running, as compared with constant running, is approxi- 
 mately 20 per cent. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 1. FOREIGN PRACTICE IN THE USE OF SUPERHEATED STEAM 
 IN LOCOMOTIVE SERVICE.* 
 
 1. The Use of Superheated Steam in Locomotive Service. — In the year 1898 
 the first superheating locomotives, two in number, were placed in service upon 
 the Prussian State Railway. As might have been expected in machines of 
 new design, a number of difficulties were encountered in their operation, but 
 one by one these were overcome. Special forms of pistons, of piston-valves, 
 and of rod packing, designed better to withstand exposure to steam of high 
 temperature, were introduced. In 1899 the two original superheating loco- 
 motives were followed by two superheating express locomotives, and in 1900 
 by two superheating tank locomotives, the superheaters of all being of the 
 same design. While these six trial engines were by no means perfect, they 
 served to show that highly superheated steam might be generated and success- 
 fully employed in locomotive service. As a result of the experience thus 
 gained, the Prussian State Railway has since 1900 made large purchases of 
 the new type of engine. So rapidly has their use increased that in April, 
 1907, there were 682 in service and 467 in the process of building, or covered 
 by orders; while in the whole Empire of Germany there were 1,320 locomotives 
 of the new type running or on order. The locomotive builders of Germany 
 draw their support from many different countries. While building super- 
 heating locomotives for the Kmpire, they have stimulated interest in and 
 created a demand for the new type in other countries. Thus, Belgium, Russia, 
 
 ♦The facts presented in this chapter are based upon personal observations during the 
 summer of 1907 and upon information supplied by engineers who are more or less intimately 
 associated with the development of locomotive design. Among those to whom acknowl- 
 edgment is especially due should be mentioned Herr Wilhelm Schmidt, of Cassel, Germany, 
 president of Schmidt's Superheating Company, Limited, London, and his representative 
 in Berlin, Herr S. Hoffman; Herr Geheimer Baurat Robert Garbe, of the Prussian State 
 Railways, BerUn, and his chief assistant, Herr Smeltzer; Herr Director E. Briickmann, 
 of the Berliner Maschinenbau-Actien-Gesellschaft (Schwartzkopf works) ; Herr Director F. 
 Bukler, of the Bossig Works, Tegel, Berlin; Herr Geheimer Baurat Schafer, of the Prussian 
 State Railway, Hanover, and to Freiherr von Eltz Rubenacht, Regierungs baumeister, 
 a member of his staff; Herr Buschbaum, engineer and purchasing agent of the Hanno- 
 verschen Maschinenbau-Actien-Gesellschaft (Egestorff works) ; Herr Ober Baurat Politzsch, 
 director-general of the Saxony State Railways, and Herr Baurat Gustav Hultsch, of Dresden; 
 Herr President Adelbert Hauck, of the Bavarian State Railway Direction, of Munich, 
 and Herr Ober Regienungrat Schaller and Herr Expeditor Troeger, members of his staff; 
 Herr Ludwig Buchler, engineer; J. A. Maffei (Maffei works) ; Herr von Helmholtz, engineer, 
 Krauss & Company, Actien Gesellschaft, Munich; M. Flame, chief of motive power, 
 Belgium State Railways, Brussels; M. Eugene Flaman, engineer in charge of equipment. 
 Eastern Railway of France, Paris; M. Sabouret, chief engineer in charge of equipment. 
 Western Railway of France, Paris; and Mr. Dugald Drummond, locomotive superintendent 
 of the London and Southwestern Railway, England. 
 
6 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Austria, Sweden, Switzerland, Italy, France, Holland, England, Denmark, 
 Spain, Greenland, Canada, and South America all have their German-designed 
 and German-built superheaters, and at the time just quoted, April, 1907, the 
 total number of superheating locomotives in service or on order for all coun- 
 tries approached closely to 2,000. This rapid extension of a new practice 
 expresses the degree of confidence which many engineers have in its value. 
 In fact, the introduction of the superheater has become a world-wide move- 
 ment, and as such it is entitled to the respect and the thoughtful attention of 
 American engineers. Of the world's 2,000 superheating locomotives but eight 
 are credited to the United States. 
 
 2. Leaders in the Superheating Movement. — Even a brief r6sum^ of the 
 development of the practice of superheating in locomotive service would be 
 incomplete did it not recognize the work of its two foremost advocates, Herr 
 Wilhelm Schmidt, of Cassel, and Herr Robert Garbe, of Berlin. 
 
 Herr Wilhelm Schmidt, as an inventor and promoter, has devoted himself 
 for more than twenty years to problems closely related with the generation 
 and utilization of high-temperature steam. His first successes were in sta- 
 tionary practice. These were followed by results of greater significance in 
 connection with locomotive service. The history of the development of loco- 
 motive superheating is in fact hardly more than a story of his difficulties and 
 successes. Herr Robert Garbe, Geheimer Baurat, a high official in the Prussian 
 railway service and skilled in the problem of locomotive design and mainten- 
 ance prior to the advent of superheating, early manifested his interest in that 
 subject. When the Ministry of the Prussian State Railway decided to undertake 
 experiments in superheating, Herr Garbe was put in charge of them. His 
 position madehim thenatural ally of Herr Schmidt, and together they worked 
 assiduously in perfecting details of design. Besides troubles arising from 
 parts in contact with superheated steam, they found that new conditions 
 brought added stresses to other parts of the machine, and these were one after 
 another redesigned and brought to a new standard of excellence. 
 
 From the beginning of the practice in Prussia, Herr Garbe has occupied 
 the position of engineer in charge of superheating equipment, and under the 
 Ministry he has been in supreme control of the design, purchase, and mainte- 
 nance of all such equipment. The Ministry determines what proportion of 
 an order for locomotives shall be superheating, but it does not undertake to 
 dictate as to their design nor as to the materials to be employed in their 
 construction. These are matters for which Herr Garbe is held responsible. 
 Moreover, he not only determines the characteristics of new equipment, but 
 he issues rules governing maintenance, which are to be observed in the round- 
 houses and shops wherever the superheating locomotives go. As German 
 railway officials are not all enthusiastic in their support of the superheating 
 locomotive, it is conceivable that under a less rigid organization the practical 
 
Ih9 
 
 p,(j 1 — A superheated-steam express locomotive of the Prussian State Railway. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 7 
 
 difRculties encountered in perfecting them might easily have prevented any- 
 great progress; but indifference and opposition alike have always been met 
 by the personality of Herr Garbe, and he in turn has had the constant and 
 unqualified support of the Ministry which appointed him. 
 
 3. Types of Superheaters. — The original Schmidt locomotive superheater 
 was of the smoke-box type, and practically half of the superheating locomo- 
 tives now in operation on the Prussian State Railway are of this design. The 
 later introduction of the Schmidt fire-tube type of superheater has, however, 
 proved so satisfactory that the manufacture of the earlier smoke-box type 
 has in recent years been discontinued. All of the superheating locomotives 
 of the Prussian State, now under construction, are to be equipped with this 
 later type. Other forms of superheaters have been proposed and one of these 
 has been used experimentally, but the practice of superheating in Europe as 
 it exists to-day implies the use of the Schmidt fire-tube superheater. The 
 introduction of this superheater (figs, i and 2) requires that the upper part 
 of the boiler be fitted with from two to four rows of large smoke-tubes which 
 are expanded into the fire-box and front tube-sheet of the boiler, in a special 
 manner. These tubes have an inside diameter ranging from 4 to 5.25 inches, 
 which diameter is reduced somewhat near the fire-box end. Inserted in 
 each of these large tubes is a superheater element or section consisting of a 
 set of pipes bent in the form of a double U and connected at the smoke-box 
 end to a header, the whole arrangement being such as to form a continuous 
 double-looped tube. Each particle of steam in passing from the boiler to the 
 branch-pipes has to traverse some one of these elements, making four passes 
 in the movement.* 
 
 The ends of each element extend into the smoke-box, where they are bent 
 slightly upward and are expanded into a common flange which is secured to 
 a steam-collector by a single central bolt. Two slightly different methods 
 are employed in arranging the pipe-ends in the smoke-box. By the first 
 method the pipes are bent upward only (fig. 2) , as already described, in which 
 case the flange-joints are horizontal, and the flanges are fastened by vertical 
 bolts, the heads of which are movable in slots in the bottom of the collector 
 casting. By the second method (fig. i) the pipes are carried forward and are 
 bent upward and backward in such a manner as to connect with vertical 
 flanges secured by horizontal studs to the steam-collector. Both methods 
 have been extensively used, the latter being the one which has been finally 
 selected by the Prussian State Railway. The construction of the steam- 
 collector and the manner in which connection is made with the steam-pipes 
 and with the branch-pipes is best shown by the figure. 
 
 *In the original arrangement each element consisted of two separate single-loops, but 
 it has been found that the double looping of the superheating pipes, by increasing the 
 velocity at which the steam travels, results in the better protection of the tubes against 
 overheating and in the more effective superheating of the steam. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
SUPERHEATED STEAM IN I,OCOMOTlVE SERVICE. 9 
 
 By the construction which was adopted the gases of combustion are divided, 
 one part passing through the ordinary boiler-tubes and the other through the 
 larger tubes. In the larger tubes a portion of the heat is given up to the 
 water surrounding the tubes and a portion to the steam contained in the 
 superheating elements inclosed. The flow of heat through the large tubes 
 is controlled by dampers hinged or pivoted below the steam-collector in the 
 smoke-box. As long as the throttle of the locomotive is closed these dampers 
 are kept closed, either by a counterweight or by a spring, but as soon as the 
 throttle is opened they are opened simultaneously by means of a piston work- 
 ing in a small automatic steam-cyhnder. Thus, while getting up steam or 
 while standing at stations, tmder any conditions in fact for which no steam 
 is passing the loops of the superheater to keep them cool, no gases of com- 
 bustion can pass through the large smoke-tubes to heat them. This arrange- 
 ment provides against the overheating of the superheating pipes. It is only 
 when the throttle is open and when, as a consequence, steam is passing through 
 the superheating pipes, that the dampers which control the circulation of the 
 heated gases open and permit them to have contact with the superheating 
 elements. 
 
 The limited number of the superheating elements and their small diameter 
 provides a comparatively small area through which the steam must pass from 
 the boiler to the engine-cylinders. The degree of restriction constitutes one 
 of the important elements in the design of the Schmidt superheater. It has 
 been found that the superheating surface is made more effective as the flow 
 of the circulating steam is made more rapid; the statement by a German 
 authority being that for constant-temperature differences the rate of heat 
 transmission varies as the square root of the velocity of the steam. By 
 maintaining high velocities through the superheating pipes, therefore, two 
 important results are accomplished: first, a higher degree of superheat is 
 obtained than would otherwise be possible; and, second, the protection of 
 the superheating elements against overheating is made more complete. The 
 degree of restriction employed in the Schmidt superheaters is such that when 
 the engine is working at full power with the throttle wide open, the drop in 
 pressure between the boiler and the valve-box is approximately 15 pounds. 
 It is stated that under these conditions the velocity through the superheating 
 tubes varies from 325 to 400 feet per second. 
 
 The superheaters thus described have an abundant capacity. Locomotives 
 fitted with them are provided with a dial thermometer showing the tempera- 
 ture of the steam in the valve-box. After starting, this temperature steadily 
 rises until it exceeds 300° C. (572° F.), after which the dampers controlUng 
 the circulation of heat through the superheater-tubes are partially closed by 
 means of mechanism which connects with a hand-wheel in the cab. This 
 manipulation of the dampers is such as will check the rising temperature 
 before the maximum safe limit of 350° C. (662° F.) is reached. 
 
lO SUPERHEATED STEAM IN I<OCOMOTIVE SERVICE. 
 
 It is said that there is now no difficulty in designing, for any locomotive, 
 a superheater which will give with certainty any desired degree of superheat 
 within limits which are practicable. Rules governing all portions of the 
 design have been formulated and are strictly adhered to by the Wilhelm 
 Schmidt Company, Limited, in working out the details of their design. Such 
 rules have not yet been published. 
 
 4. The Qerman Superheating Locomotive. — The Schmidt superheater as 
 described in the preceding paragraph is in European practice applied to 
 locomotives in which valves, piston-packing, and similar details are widely 
 diversified. The purpose of the present chapter will, however, be served by 
 a description of a single machine, namely, a superheating steam express 
 locomotive of the Prussian State Railway. The details of this locomotive, 
 so far as they affect the production and utilization of superheated steam, are 
 common to all superheating locomotives of the Prussian State Railway and 
 hence to a large percentage of all existing superheating locomotives (fig. i). 
 In the design of these locomotives Herr Garbe has sought to take advantage 
 of every possible chance to avoid incidental losses of heat and power. He 
 has not hesitated to redesign details nor to introduce new features, and as a 
 consequence the superheating locomotives of the Prussian State Railway are 
 worthy of careful study with reference to many matters quite apart from the 
 superheater. Certain cab-fittings, differing from those on American loco- 
 motives, or not found on them at all, will best be understood from a descrip- 
 tion of their use as observed on an 8-wheeled superheating locomotive at 
 the head of a fast passenger train between Berlin and Halle, 102 miles on a 
 schedule of no minutes. 
 
 Having received the signal to start, the engineer with both hands pulls down 
 on the throttle lever, which moves in a vertical plane, until it is more than 
 half-way open, and now that the engine is starting he gives the throttle no 
 further attention, but stands with his hands on the reverse-wheel, watching 
 the struggle of the locomotive for the mastery of its train. When the drivers 
 slip he catches them with a quick turn of the reverse-wheel before they have 
 made a single revolution. If they hold well, he slowly turns the reverse- 
 wheel to lengthen the cut-off, feeling with a fine sensitiveness of touch the 
 adhesion of drivers upon the rail, and with one hand and little effort holds 
 his engine to the hardest work it is capable of doing. The train is now moving 
 out through the yard with steadily increasing speed, the danger of sUpping 
 wheels is past, and the engineer is busy in perfecting adjustments which 
 will bring all parts of the mechanism into a condition of most efficient working. 
 High up on the side of the cab at his right is a speed indicator, which shows 
 him at a glance the rate at which he is running. In front of him, besides 
 the usual boiler-gage, is another gage which gives the pressure of steam in 
 the valve-box. The maximum boiler-pressure is 180 pounds, and it is 
 
SUPERHEATBD STEAM IN LOCOMOTIVE SERVICE. II 
 
 explained that the purpose of the engineer is to keep the valve-box pressure 
 at approximately 150 pounds. 
 
 As the speed increases, the engineer adjusts, by small increments, first 
 the cut-off, then the throttle, until the output of power and the conditions 
 of pressure are to his liking. Another dial before him is that of a thermometer 
 indicating the temperature of the steam in the valve-box. This at the 
 instant of starting was but little above 400° F., but has since risen steadily. 
 It is desirable that it should not go above 660° F. By the time the train is 
 at speed it has passed the 550 mark, and the engineer, crossing over to the 
 fireman's side, turns a wheel attached to a light shaft running out forward 
 over the boiler, thus partially closing the damper and thereby diminishing 
 the flow of furnace gases through the superheater. A permanently attached 
 dial draft-gage discloses the reduction of pressure within the smoke-box, 
 and a ratchet-driven pump, the plunger of which, with one stroke for each 
 filling of the lubricator, forces oil to the^valves and cylinders. If it is desired 
 to augment the rate of flow beyond the normal, the fireman works a lever 
 which gives motion to the rachet in excess of that which is automatically 
 given by the motion of the locomotive. By attention to all these devices 
 the engineer is able to operate his machine with a delicacy of adjustment 
 that insures high efficiency in action. 
 
 The train moves forward past stations, through cities, always at a speed 
 of from 55 to 65 miles an hour. The engineer stands at his post, generally 
 keeping a lookout ahead, but occasionally moving about the cab that he may 
 better scrutinize the adjustment of his machine. The fireman, at intervals 
 varying from 2 to 4 minutes, fires from 4 to 10 scoopfuls of a free-burning 
 mixture of fine coal and lumps. From the tenth to the fortieth minute of 
 the run the average rate of firing was 2.8 scoopfuls a minute, but the scoops 
 are smaller than those commonly used in America. Each time before putting 
 in coal he shut off the injector, and after he had finished firing he started it 
 again. Thus the journey proceeded, the speed on favorable grade rising 
 to 68 miles per hour and falling on adverse grade below 55. The track was 
 always clear. At Wittenberg, where the track crosses the Elbe, 63 miles 
 from Berlin, the throttle was closed for the first time during the run, the 
 by-pass valves, devices to be hereafter described, were opened, and the brakes 
 applied for slower running at the bridge. There was no stop, and in an instant 
 the by-pass valves were closed, the throttle opened, and, as the reverse- 
 lever had not been moved, normal conditions of operation were quickly re- 
 established. Approaching its destination, the train was several times slowed 
 and once stopped on signal, being ahead of its time. At the station at Halle 
 the locomotive gave up its train, went to the cinder-pit, and thence on to the 
 round-house, there to await a train for the return trip on the morrow. 
 
 The superheating locomotives of the Prussian State Railway are balanced 
 for revolving parts only. They have no balance for their reciprocating 
 
12 SUPERHEATED STEAM IN l,OCOMOTIVE SERVICE. 
 
 parts.* The opinion among German engineers is divided as to the wisdom 
 of this practice. The engines, when in good condition, ride well, but it is 
 commonly reported that the absence of balance for the reciprocating parts 
 makes it difficult to keep them in this condition. The adoption of the prac- 
 tice evidently grew out of certain restrictions which limit wheel-loads. The 
 maximum static load which may be carried per driving-axle upon the Prussian 
 State Railway is i6 tons, but the law provides for an allowance in excess of 
 this limit of approximately 12 per cent for the dynamic forces resulting from 
 the vertical action of the counterbalance in the wheels, the whole provision 
 of the law being such as to limit the total maximum loads due to static and 
 dynamic influences combined to approximately 18 tons. 
 
 When some years ago the Prussian State Railway, imder the inspiration 
 and guidance of Herr von Borries, entered upon the construction of four- 
 cylinder balanced compound locomotives, the dynamic effect of which was 
 assumed to be nil, it permitted a static load equal to the maximum combined 
 load provided by the law. The von Borries balanced compounds, there- 
 fore, began operation carrying 18 tons per driving-axle, and thus designed 
 they possessed an advantage over previously existing locomotives which was 
 an important factor in securing for them the good opinion of all concerned. 
 I^ater, when Herr Garbe began to shape his designs for superheating locomo- 
 tives, he was required to compete not with simple engines, but with balanced 
 compounds. He realized that to achieve permanent success his superheating 
 engines must do as much work as the compounds, and hence must carry as 
 much weight per axle as the compound; to secure this without violation of 
 the law he was required to omit all excess balance in the drive-wheels. 
 
 The boiler-pressure in the superheating locomotives is normally 180 pounds. 
 The authorized method of operation permits some withdrawing of steam at 
 the throttle and more results from its passage of the superheater, so that the 
 pressure in the valve-box under running conditions is normally from 150 to 
 160 pounds. To meet this condition the cylinders are proportioned to give 
 maximum traction power on the assumption of a mean effective pressure 
 which is one-half the boiler-pressure. This process of calculation results in 
 cylinder volumes which are from one-fourth to one-third greater than those 
 commonly used in American practice. It is said that the purpose of this 
 increased cylinder volume is to permit operation under shorter cut-offs, which, 
 in the presence of superheated steam, will, it is assumed, promote economy. 
 But in the actual operation of the superheating locomotives practice with 
 reference to cut-off seems to differ but little from that common upon non- 
 superheating locomotives of this country. At speed the cut-off is normally 
 from 25 to 40 per cent and the throttle from two-thirds to three-quarters 
 open; a cut-off of 30 per cent is assumed to be that for maximum efficiency. 
 
 *The rule of the American Railway Master Mechanics' Association provides that in 
 balancing locomotive drive-wheels the counterweights shall be sufficient to balance all 
 revolving parts and a considerable percentage of the reciprocating parts, the amount of 
 balance for reciprocating parts depending upon the total weight of the locomotive. 
 
SUPgRHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 13 
 
14 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 The valves of the superheating locomotives of the Prussian State Railway 
 are shown in their general arrangement by accompanying fig. 3. There are 
 practically two valves for each cylinder, the function of each being to distribute 
 the steam to one cylinder-end. The two valves together make up in effect 
 an internal admission mechanism not different in its general character from 
 the internal admission-valves used in this country. The ends are, however, 
 more widely separated and the ports are shorter than those commonly used 
 in America. To provide for these proportions, bonnets are added at either 
 end of the valve-case, from which the exhaust is led away. The details of 
 valve are well shown by fig. 4. 
 
 Fig. 4. — Piston-valve with steam-jacketed bushing:, double admission, and solid rings, 
 Wilhelm Schmidt's patent. 
 
 It is assumed by the designer that the use of superheated steam requires 
 the steam-distributing valves to work with as little friction as possible in 
 order that the natural difficulties in lubrication may be reduced to a minimum. 
 The design in question seeks to meet this condition by the use of broad, solid 
 rings which constitute in effect a plug-valve, the elements of which are inca- 
 pable of exerting pressure against the walls of the bushing. It is safeguarded 
 against difficulties which might otherwise arise from differences in the expan- 
 sion of valve and bushing by the small diameter of the valve itself and by 
 providing a bushing which is completely jacketed with steam at a pressure 
 equal to that to which the valve is exposed. 
 
 The provision for double admission may be understood by reference to 
 fig. 4. Thus, when the line A of the valve opens into the port A of the bushing, 
 the line B of the valve opens into port B of the bushing. The exhaust is 
 always single and occurs when the line C of the valve opens the port C of the 
 bushing. The bridges which cross the ports in the bushing are so designed as 
 to offer no obstructions to the passage of steam through the ports ; the port 
 edges constitute complete and uninterrupted circles. The diameter of this 
 valve is 150 mm., or 6 inches, and it serves a cylinder of more than 21 inches 
 in diameter in high-speed service. The two rings which constitute its outside 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 15 
 
 surface are of cast iron and they work in cast-iron bushings. The rings are 
 carried by the body of the valve between scraped surfaces, insuring a steam- 
 tight joint between ring and body and at the same time giving the body of 
 the valve perfect freedom to move radially in all directions for a distance of 
 about an eighth of an inch. This radial movement permits the ring to follow 
 the bore of the bushing, even though the valve-spindle may not travel directly 
 through its center. The exterior surface of the rings is ground accurately to 
 a standard size, determined by a ring-gage, and the interiors of the bushings 
 are ground to fit a standard plug-gage. The difference in diameter between 
 the ring and the bushing when both have the same temperature is said to be 
 0.045 mm., that is, about 0.000 1 inch. Around the exterior of the rings light 
 grooves are formed, which assist in retaining the lubrication and in prevent- 
 ing leakage past the valve. The valve-rings, when mounted upon their 
 spindle ready for their bushings, appear as light-rimmed pulleys fitting loosely 
 upon a shaft. 
 
 The bushings of the valves (fig. 4) are not forced to their place, as is the 
 practice in America, but are secured by means of long bolts in such a manner 
 as to make a steam-tight joint along the line G. The joint against the exhaust 
 steam at the opposite'end D is made by use of a soft gasket inserted between 
 the exhaust-bonnet, the end of the bushing, and the end of the cyhnder 
 casting. The inner end of the bushing is entirely immersed in initial steam. 
 Steam for the main jacket of the bushing E passes through small ports which 
 open through the several bridges crossing the steam-port A , as shown in the 
 lower part of fig. 4. In a similar manner initial steam for the jacket F passes 
 ports in bridges which span the second port B, so that the interior walls of 
 the bushing are everywhere backed by steam at initial pressures. The 
 effectiveness of this thorough system of jacketing will at once be seen. No 
 preliminary warming of valves or cylinders is necessary, for the temperature 
 of the steam which reaches the valve exists also behind the walls of the bush- 
 ing, so that the metallic surfaces in contact are always exposed to the same 
 degree of heat. 
 
 Lubrication is supplied from a pump in the cab which delivers oil through 
 pipes connecting with an oil-plug passing through the valve casing and into 
 the bushing, as shown by fig. 4. There is one plug for each end of each 
 cylinder. 
 
 The valve and bushing as described is made in one size only. It is always 
 6 inches in diameter, whether employed upon suburban, freight, or passenger 
 locomotives. Its dimensions as well as its general design are regarded as 
 standards. It is admitted that slight changes in dimension would in some 
 cases be desirable, but it is urged that the practical advantage of having a 
 single standard more than compensates for any loss involved. As a means 
 for securing the distribution of steam this valve is entirely satisfactory. A 
 study of indicator-cards (fig. 5) taken from a freight locomotive having 
 
i6 
 
 SUPERHEATED STEAM IN I.OCOMOTIVE SERVICE. 
 
 C0T-orr 30 Per Cent, Speed 13 M.P.H. 
 
 wheels 53 inches in diameter will show that the exhaust line runs a little 
 higher than is desirable, but that in all other respects the cards are the equal 
 of those obtained in normal American practice. The facts that the valve is 
 employed in distributing highly superheated steam which flows with great 
 rapidity; that since the cylinder condensation is less, the volume required 
 to be admitted is less than when saturated steam is used; that there is 
 double admission; and that the steam-passages are short, direct, and unob- 
 structed, account for the excellent showing made by so small a valve. 
 
 The fact is worthy of record that 
 from an operating point of view these 
 valves and bushings satisfactorily per- 
 form the service for which they were 
 designed. An inspection in the round- 
 house of valves and bushings which 
 had been in service for a year and a 
 half, during which time no attention 
 had been bestowed upon them beyond 
 that of cleaning, showed practically 
 no signs of wear. It is stated that 
 valves still running, which have been 
 in service for from 2 to 3 years,havenot 
 yet come to a point where it is necessary 
 to touch them with a tool, though they 
 require frequent cleaning. In the 
 presence of superheated steam the lu- 
 bricant gums and in some cases cakes 
 upon them, filling the joints and pre- 
 venting the radial motion of the valves 
 for which the design provides. When this occurs it is necessary to remove 
 the valves and to take them apart for thorough cleaning. 
 
 A rule of the Prussian State Railway provides that the valves and their 
 spindles shall be removed and cleaned at intervals not longer than two weeks. 
 This rule, however, is not strictly enforced, the practice in several round- 
 houses being to try the valves by admitting steam with the brakes set. If 
 it appears that there is no blow of steam past the valves, no attention is 
 paid them, whereas if any leakage is discovered the valves are cleaned at once. 
 The process of cleaning is a comparatively simple one, two men having no 
 difficulty in taking care of both sides of a locomotive in from 2 to 4 hours' 
 time. It only rarely becomes necessary to remove the bushing, and when 
 this must be done there are no machine parts to be handled which one man 
 can not lift. The lightness of the valve and its spindle and the consequent 
 low value of all inertia effects contribute to its accuracy of movement. The 
 fact that the rings exert no measurable pressure upon their bushings reduces 
 
 Cut-off 85 Per Cent, Speed 11.8 M.P.H. 
 Fig. 5. — Typical indicator-cards. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. I? 
 
 the frictional resistance of the valve and its gear to a minimum. A loco- 
 motive at its regular work on the road was stopped and the long lever of the 
 valve-motion was disconnected from the cross-head, whereupon the valve 
 was readily moved back and forth through its course by one's little finger 
 inserted in the bolt-hole of the long lever. 
 
 While this valve is standard upon the Prussian State Railway, German 
 manufacturers do not favor its use in locomotives which are to be sent to 
 other parts of the Empire or to other countries. The accurate work which 
 is involved in its construction makes the matter of its maintenance a difficult 
 one for the average railway-shop. As a consequence, many superheating 
 locomotives are being constructed in Germany which are equipped with 
 piston- valves of larger diameter and of more ordinary design. The presump- 
 tion is, therefore, that whatever of merit there may be in the valve arrange- 
 ment described, its employment is not absolutely essential to the use of 
 superheated steam. Herr Garbe, however, is distinctly of the opinion that 
 the success of his superheating locomotive is the result of many small incre- 
 ments of gain, brought about by the attention given to the design of many 
 details, among which, of course, the valve must have an important place. 
 
 Another interesting detail of the superheating locomotives of the Prussian 
 State Railway is a self-adjusting air-cooled stuffing-box with spherically 
 seated packing- rings (fig. 6). It is reported that rigid stufiing-boxes having 
 no provision for cooling, such as are commonly used, were not satisfactory 
 when highly superheated steam was employed. For such steam only metallic 
 packing can be used, and this must be so designed that the packing- rings 
 will be continually cooled by air. The design used upon the superheating 
 locomotive of the Prussian State Railway meets these conditions. Each 
 stuffing-box is fitted with movable spherically-seated rings. The sleeve 
 containing the rings is cored out to permit cooling by air throughout its entire 
 length. The packing-rings are held in position by the steam itself, aided by 
 a spring, which prevents the rings from being carried along by the returning 
 rod. The valve-spindle, which is required to be packed against exhaust 
 pressure, only passes through a long metal bushing. It has no gland or 
 stuffing-box. 
 
 The by-pass, which constitutes a feature of all superheating locomotives 
 of the Prussian State Railway, is shown by fig. 7. Its function has already 
 been briefly described. Its significance will be appreciated if one considers 
 that in American practice, where such a device is unknown, excessive com- 
 pression in the cylinders while the locomotive is drifting is prevented by the 
 presence of air or rehef valves on the valve-boxes and by dropping the reverse- 
 lever to the end of its quadrant. Under these conditions, however, air is 
 drawn into the cylinder and forced out of the exhaust with each movement 
 of the piston, and in its passage it cools the metallic parts with which it has 
 contact, with the result that when the throttle is again opened the heat thus 
 
i8 
 
 SUPERHEATED STEAM IN I^OCOMOTIVE SERVICE. 
 
 Fig. 6. — Stuffing-box for piston-rod. Wilhelm Schmidt's patent. 
 
 lost must be restored. The by-pass prevents the waste of heat occasioned by 
 the cooling of the cyHnder and at the same time avoids unnecessary loss of power 
 when drifting. It consists of a steam-passage which connects both cylinder- 
 ends, which passage may be closed by a cylindrical cock in the middle. So 
 long as the engine is running under steam the cock is kept closed. The 
 
 Fig. 7. — Bv-pass valve arrangement for superheated-steam locomotives. 
 
^ Speed 18.5 M.P.H. 
 
 Fig. 8. — Typical indicator-cards. By-pass open. 
 
 SUPERHEATED STEAM IN I.OCOMOTIVE SERVICE. 19 
 
 moment the throttle is closed the engineer opens the by-pass. Thus the 
 spaces before and behind the piston are connected with each other, the pres- 
 sures on either side of the piston ap- 
 proach equalization, and the action of 
 the piston merely discharges low-tension 
 steam from one end of the cylinder to the 
 other. As there is no circulation between 
 the cyhnder and the outside atmosphere, 
 no heat is conveyed away. Indicator- 
 cards taken while the engine is drifting 
 (fig. 8) show that the loss of power re- 
 sulting from this arrangement is small. 
 
 5. The Maintenance of Superheating Locomotives. — From such inspection 
 in shops and roundhouses as could be had, and from the testimony of those 
 concerned in the handling of locomotives at terminals, it appears reasonably 
 certain that no special diflGiculty is experienced in the maintenance of those 
 details which are peculiar to a superheating locomotive. This statement 
 applies especially to the superheater itself. In a repair-shop, a boiler was 
 inspected from which the superheater had been drawn bodily and laid 
 upon blocking beyond the boiler. All of the ordinary small tubes of the 
 boiler were being cut out in preparation for retubing. The superheater, 
 meanwhile, had been judged to be in good condition and it was to go 
 directly back to its place without having any work done upon it. Even 
 those German engineers who are not friendly to the superheating locomotive 
 frankly say that there is no difficulty in maintaining the present type of 
 fire-tube superheater. 
 
 With respect to the care bestowed in freeing the large flues containing 
 the superheating tubes from deposits of fuel and ash, the superheating loco- 
 motive requires additional labor. The extent of this depends, however, 
 upon the nature of the fuel used. The fact that solid matter entering the 
 large tubes from the fire-box comes upon the ends of the loops of the super- 
 heater as upon an obstacle set in their path naturally leads to such a result. 
 With some grades of fuel little or no difficulty arises, while with other fuels 
 it is difficult to get a locomotive over its division. Roundhouses, therefore, 
 which handle superheating engines are equipped with long pipe-nozzles 
 through which a blast of air is delivered for the purpose of clearing the large 
 flues. Upon at least one division inspected an equipment of these nozzles 
 was carried upon locomotives. In certain roundhouses a set of small tools 
 from 3 to 6 feet long, with sharp cutting-edges, usually at right angles to the 
 axis, which could be inserted from the fire-box, was in use for the purpose 
 of cutting out the deposits in the tubes. A round of inspection gives abundant 
 evidence that the stopping-up of flues is a serious matter. Engineers friendly 
 
20 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 to the use of superheating locomotives admitted that there are coals which 
 are serviceable in other classes of locomotives which can not be used by the 
 superheating locomotives. 
 
 In the matter of maintaining valves and valve-gears much has already 
 been said. There appears to be no difficulty in maintaining lubrication 
 in the presence of superheated steam, and it is repeatedly asserted that the 
 wear of piston-rings and of valve-parts in the superheating locomotive is of 
 less consequence than the similar wear which occurs in compound and simple 
 engines using saturated steam. Reference has already been made to the 
 necessity for removing valves for cleaning. 
 
 It will be remembered that in Germany the natural competitor of the 
 superheating locomotive is the compound, and that in passenger service the 
 compound is of the four-cylinder type. This fact is often mentioned as 
 important from a roundhouse point of view, since it is easier to wipe the 
 superheating locomotives after a run than the compounds, a statement which, 
 of course, grows out of the fact that there are fewer parts to receive attention. 
 Whether the superheating passenger engines are on the whole easier to main- 
 tain than the balanced compounds is a matter concerning which Uttle definite 
 information can be obtained. It is admitted everywhere that the absence 
 of balance for reciprocating parts in the superheating engines tends to increase 
 the cost of maintenance, and it is not unlikely that the newness of the type 
 also operates to its disadvantage. The compounds, on the other hand, with 
 their duplication of parts and their higher boiler-pressures, demand atten- 
 tions which are peculiar to their type. In Berlin, where superheating is in 
 the ascendancy, it is generally agreed that the problems of maintaining the 
 superheating engine are far more simple than those of maintaining the com- 
 pound, while in Hanover, which is the home of the balanced compound, 
 opinions are likely to be the reverse of this. 
 
 6. The Economy Resulting from the Use of Superheating Locomotive.— 
 
 The degree of economy attending the operation of the superheating locomo- 
 tive is probably not definitely understood in Germany. There are as yet 
 no locomotive-testing plants in the Empire, and while the results of many 
 road tests are reported, they are upon a comparative rather than upon an 
 absolute basis. As the superheating locomotives are all of recent design, 
 there are no simple locomotives using saturated steam whose performance - 
 can fairly be compared with them. Partisan advocates of the superheating 
 locomotive not infrequently claim for it a saving in water of from 30 to 40 
 per cent and in coal from 25 to 35 per cent when compared with the simple 
 locomotive, and some data are presented in support of such claims. It is 
 also claimed that the superheating locomotives consume 25 per cent less 
 water and 10 per cent less coal than the four-cylinder balanced compounds. 
 Such statements of course reflect partisan opinions. One who is a close 
 student of these matters and whose position is such as to make him quite 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 21 
 
 independent in opinion believes that the saving in water could be taken at 
 from 20 to 25 per cent and in coal at from 15 to 20 per cent, as compared with 
 the consumption of simple locomotives. 
 
 When comparisons are made between the performance of a superheating 
 locomotive and that of the compound, partisan advocates of the superheating 
 claim an advantage for their type of machine. Conservative experts give 
 the opinion that the performance of the superheating locomotives is without 
 question equal to that of the compound. Others, whose opinions are per- 
 haps entitled to equal attention, aflftrm that it is better, but how much better 
 they are not willing to say. The performance sheet of a division operating 
 balanced compoimds and also superheating locomotives in the same service 
 shows that the coal used per 1,000 kilometers run by superheating locomotives 
 varied from 12. i tons to 14.4 tons and for the balanced compounds from 8.9 
 to 14.2 tons. Upon the basis of these statements it would appear safe for 
 the American engineer to assume that the superheating locomotives are as 
 economical in their use of water and fuel as are the highest types of com- 
 poimds. This applies to a practice which involves locomotives using a high 
 degree of superheat on the one hand and a well-perfected type of compound 
 on the other. 
 
 7. Concerning the Trend of Foreign Practice with Reference to Super= 
 heating in Locomotive Service. — In the development of this chapter attention 
 has been given thus far to the single type of locomotive which may properly 
 be referred to as the Garbe type. Taking now a more general view of the 
 tendency manifested in Europe with reference to superheating, mention 
 may be made of several significant facts. First, it should be noted that 
 while it is the opinion of the officials of the Prussian State Railway that success 
 in superheating depends in large measure upon the adoption of those details 
 in the design of machine parts which are peculiar to their special type, this 
 view is not shared by the locomotive builders of Germany nor by engineers 
 not connected with railway service. While, therefore, the high character of 
 the details of the Garbe engine from the designer's point of view is unques- 
 tioned, it is probably true that the superheater may enter as a detail into the 
 design of any well-considered locomotive without disturbing other details. 
 
 Among certain foreign engineers the plan of combining the superheater 
 with the compound engine has been favored and a considerable number of 
 locomotives have been constructed on this plan. In favor of such an arrange- 
 ment it is urged that the presence of the superheater will serve to reduce 
 the coal consumption of the compound to the extent of approximately 7 per 
 cent. Against it are urged the objections that the two systems are in the 
 main antagonistic; that the compound, to work effectively, must be suppUed 
 with steam at high pressure, whereas it is coimted as one of the advantages 
 of the superheating locomotive that without sacrifice of its efficiency it may 
 employ much more moderate pressures. The American engineer is likely 
 
2 2 SUPERHKATED STEAM IN I.OCOMOTIVE SERVICE. 
 
 to concur in the opinion that the saving which can result from the combina- 
 tion is too small to justify the complication incident to the presence of both 
 systems. 
 
 It is an interesting fact that in France, the birthplace of the balanced com- 
 pound, there is to-day an extremely active interest in the practice of super- 
 heating as developed in Germany. A commission representing the leading 
 railways of France has, after a careful investigation, made a report most 
 favorable to the new practice. While it is not likely that superheating 
 locomotives will in France be allowed to take the place of the highly developed 
 types of balanced compound common in that country, and while it is not 
 likely that superheating will be employed to any considerable extent in 
 connection with the compounds, there are still in the freight and switching 
 service of France many simple engines, and the hope is expressed that the 
 superheater may be the means of improving them. Meantime, in Belgium, 
 where the advantage of the balanced locomotive is well understood and the 
 objections of combining the superheater with the balanced compound engine 
 are appreciated, practice is involving a four-cylinder balanced simple engine 
 with the superheater, an arrangement which gives promise of very great 
 success. 
 
 These manifestations of interest in the problem of superheating are giving 
 rise to great activity on the part of German locomotive builders, who are 
 supplying superheating locomotives to many different countries. The rail- 
 roads of England and of the United States, meantime, while watching the 
 development with interest, are proceeding with great deliberation. 
 
 8. Arguments Favoring the Adoption of Superheating. — These, as based 
 upon results derived from German experience, may be set forth as follows: 
 
 1. The advantages of superheated steam may be had in practice without 
 involving undue complication in mechanism and without involving a degree 
 of attention in maintenance in excess of that demanded by a simple engine. 
 
 2. The superheating locomotive will perform its service efficiently while 
 employing a comparatively low steam-pressure, a condition which tends to 
 reduce cost in maintenance. The presence of the superheater does not 
 necessitate any qualification of this statement. 
 
 3- Superheating will materially reduce the consumption of water, which 
 in bad-water districts constitutes a matter of importance. 
 
 4. The superheating locomotive will reduce the fuel consumption probably 
 to that required by a first-class compound engine. 
 
 5. As to power and capacity, the superheating locomotive is to be com- 
 pared with the compound rather than with the simple engine: It may be 
 forced to limits of power far beyond those possible with simple engines. 
 
 6. In operation the degree of superheat increases with increased rate of 
 power, which tends to conserve the steam-supply as the demand for power 
 is increased. 
 
II. AMERICAN ATTITUDE TOWARD THE USE OF SUPERHEATED 
 STEAM IN LOCOMOTIVE SERVICE. 
 
 9. During the past few years, while a new practice in locomotive design has 
 been developing in Germany, American railroads have been occupied with 
 the task of meeting urgent demands for ordinary service. It has frequently 
 happened that the railroads of this country have had more freight to move 
 than their facihties would permit them to handle, and that there have been 
 more passengers wishing to travel than could easily be accommodated. Under 
 these conditions a theory has grown up which assumes that the efficiency of 
 a railroad as a whole is best promoted by increasing the weight of individual 
 trains and the mileage of individual locomotives. Under the stimulus of this 
 conception locomotives have steadily become heavier and more powerful, 
 that greater loads may be carried. Every pound of metal entering into the 
 construction of the locomotive has been scrutinized with reference to its 
 effect upon the power capacity of the machine ; its efficiency has been regarded 
 as of secondary importance. The locomotive has in fact been looked upon 
 merely as one of many details in the great fabric which makes up a railroad, 
 and the efficiency of the railroad as a whole is believed to be more dependent 
 upon the amount of power which can be delivered at the tender draw-bar 
 than upon the degree of efficiency with which the power is developed. Again, 
 the capacity of a given line of railway is dependent upon the regularity with 
 which trains may be moved over it. Regularity of movement demands 
 certainty of action, and the details of mechanism entering into the design of 
 locomotives which can fail in service have been reduced to the smallest 
 possible number. New devices of recognized value in their effect upon the 
 thermodynamic efficiency of the machine have in many cases been avoided 
 through fear that their presence might increase the liability to failure on the 
 road. Again, since the locomotive is effective only when it is pulling at the 
 head of a train, the value of a given type of locomotive has been judged 
 largely by its ability to keep the road. No embellishment of design has long 
 been tolerated the presence of which has operated to prolong the periods 
 during which the locomotive must be held for attention at terminals or make 
 more frequent the periods during which it must be shopped for general repairs. 
 These statements will serve to show that the ideal underlying practice in 
 the development of the modem American locomotive has placed power- 
 capacity and continuity of service upon a higher plane than thermodynamic 
 efficiency. This ideal has on the whole not been misleading. It has produced 
 locomotives of unprecedented power; it has satisfied a legitimate demand 
 for service ; and it has resulted in the development of a machine which must 
 
 23 
 
24 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 always be regarded as a mechanisra of remarkable quality. This in itself 
 has been a great achievement. It is, therefore, not discreditable to the rail- 
 roads of America that their interest in superheating has thus far been hardly 
 more than academic, for the advent of the superheater brings complications 
 of mechanism with it and introduces new problems in maintenance. Thus 
 far only a few of the railway companies of the United States have supplied 
 themselves with this new type of machine, and these have in most cases been 
 content with trial orders. In Canada, however, where fuel is more expensive 
 and where perhaps there is a greater willingness to contribute the time which 
 must be given to the development of new details, many superheating locomo- 
 tives of various types are in regular serivce. The time is approaching when, 
 in the natural order of development, the railroads of the United States will 
 leave no stone unturned in their efforts to increase the thermodynamic 
 efficiency of the American locomotive. Such an attitude involves no aban- 
 donment, but merely an enlargement of existing ideals. Progress in this 
 direction means, in its ultimate analysis, the sacrifice of nothing already 
 possessed, but the addition thereto of greater economy in the use of fuel and 
 an extension in the amount of power developed. If, as time goes on, it 
 appears that superheating offers a safe road to such progress, American 
 practice will ultimately embrace it. For the present it must be recognized 
 that there are many points of view from which the question must be con- 
 sidered, and there are many individuals who must be concerned in its develop- 
 ment. It is not unlikely that where there is so much that is debatable the 
 facts presented by the chapters which follow will have some permanent 
 value. 
 
III. TESTS TO DETERMINE THE VALUE OF SUPERHEATING IN 
 LOCOMOTIVE SERVICE. 
 
 10. Conditions Suggesting Tests. — The fact that the efficiency of a steam- 
 engine may be improved by superheating the steam suppUed it is a matter 
 which has long been understood and appreciated, and the effect of such 
 highly heated steam upon the process of heat interchange, which goes on in 
 the engine cylinder, has been so carefully traced that the precise manner in 
 which the improvement is brought about has been made a part of the common 
 knowledge of the engineer. But the process of producing superheated steam 
 is one which consumes heat and involves apparatus which has been expensive 
 in first cost and difficult to maintain. Against the thermodynamic gain, 
 therefore, which may be secured by the use of superheated steam is to be set 
 the cost of fuel necessary to produce the superheating and the interest and 
 maintenance charges arising from the presence of the superheater. Costs 
 resulting from these accounts are in large measure functions of the design 
 of the superheater and of the materials which enter into its construction, so 
 that the wisdom of adopting the superheater in any branch of steam-engine 
 practice is a matter which involves very much more than the fundamental 
 thermodynamic theory — a fact which greatly complicates the task of the 
 present-day student in this particular field of research. In recent years the 
 problem of superheater design has received generous attention and materials 
 possessing qualities hitherto unobtainable have been made available to the 
 designer, so that a practice which a quarter of a century ago was generally 
 regarded as of doubtful expediency has gradually been advanced to a position 
 of great promise. 
 
 Attention has been called to the extensive use of superheated steam in the 
 locomotive practice of Germany and to the influence of this practice upon 
 that of other European countries and of America. In America, especially, 
 there are evidences of a strong professional interest which is doing much to 
 secure for our country a more general introduction of superheating locomo- 
 tives. Under the stimulus of these developing conditions it was natural 
 that the energies of the locomotive-testing laboratory of Purdue University 
 should have been turned in the direction of superheated steam. The Univer- 
 sity's locomotive, designed originally for work imder high steam-pressure, 
 was converted into a superheating locomotive, and with the aid of many 
 friendly influences has since been subjected to an elaborate series of tests, 
 the results of which define the performance which is to be expected from such 
 a machine. This performance, when compared with that of a normal loco- 
 
 25 
 
26 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 motive using saturated steam, should aid in making up an estimate of the 
 gain to be secured by the use of the superheater in locomotive service. 
 
 11. The Means Employed. — ^The locomotive laboratory of Purdue Univer- 
 sity, estabhshed in 1891 for the instruction of students and for research, has 
 been many times described.* The locomotive which for a number of years 
 had been operated upon this plant is of the single-expansion American type, 
 having a boiler designed to carry working pressures as high as 250 pounds per 
 square inch.f In preparation for a new program of tests, this locomotive 
 was fitted with a Cole superheater, the boiler and other parts being rebuilt, 
 so far as was necessary, to make the reconstructed machine a normal super- 
 heating locomotive which, from the time of reconstruction, has been known 
 as Schenectady No. J. By this process the laboratory not only gained a 
 machine suited to its needs, but all data previously obtained from the locomo- 
 tive while using saturated steam {Schenectady No. 2) at once became available 
 as a basis from which to measure the performance of the new locomotive 
 working with superheated steam. 
 
 12. The Tests were begun in November, 1906, and were completed, so far as 
 the series at present under consideration is concerned, in July, 1907. During 
 this period of 8 months the experimental locomotive ran 1,417,995 revolu- 
 tions, which is equivalent to 4,851 miles. The tests were arranged in two 
 series: first those in which the speed and the position of the reverse lever 
 and throttle remained constant throughout each run, hereafter referred to as 
 tests under constant conditions; second, those involving the alternate running 
 and resting of the locomotive in obedience to a fixed program, hereafter 
 referred to as intermittent tests. 
 
 The tests under constant conditions were run at pressures of 240, 200, 
 160, and 120 pounds, respectively, the number of tests under each pressure 
 being sufiScient to disclose the performance when running at several different 
 speeds and cut-offs. The exhibit is especially ftdl for a pressure of 160 pounds, 
 a pressure which is a close approach to that commonly used in connection 
 with superheating locomotives. Altogether, 38 tests were run under constant 
 conditions. A concise statement of the pressure, speed, and cut-off repre- 
 sented is set forth by figs. 9 to 12, in which each circle represents the general 
 conditions of one test. Concentric circles represent conditions for which 
 duplicate tests were run, and the numeral within each circle is the serial 
 number of the tests. Corresponding numbers will be found in column i of 
 the tables (7 to 27) of Appendix II, which include all observed and calculated 
 
 *"The Purdue University Locomotive Testing Plant;'' "Locomotive Testing Plants" 
 (A. S. M. E.). 
 
 fFor complete description with drawings of this locomotive, see High Steam-Pressures 
 in Locomotive Service, Publication No. 66, Carnegie Institution of Washington. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 27 
 
 data. All results thus presented are directly comparable with corresponding 
 results obtained when using saturated steam, which are set forth in the 
 pubUshed account of a previous research.* 
 
 The intermittent tests were designed to disclose the effect upon its efficiency 
 of certain conditions which enter into the normal operation of a locomotive. 
 The writer long ago called attention to the fact that not less than 20 per cent 
 of the total fuel used by the average locomotive of this country was not 
 utilized in advancing trains over the road, but was consumed in starting fires. 
 
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 ^20 
 
 
 
 
 
 eo 
 
 
 
 
 
 REVERSE LEVER NOTCH 
 Fig. 9. — Tests at 240 pounds pressure. 
 
 z ^ 6 a 10 I? 
 REVERSE Lever Notch 
 
 Fifj.no. — Tests at 200 pounds pressure. 
 
 ^30 
 
 @ 
 
 @ 
 
 @ 
 
 
 '^•' 
 
 @ 
 
 @ 
 
 @ 
 
 @ 
 
 '^Ss^^ 
 
 © 
 
 © 
 
 @ 
 
 @ 
 
 
 © 
 
 © 
 
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 o".f 
 
 3=° 
 
 
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 ^^" 
 
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 @ 
 
 @ 
 
 
 @ 
 
 ^' 
 
 |30 
 
 © 
 
 @ 
 
 © 
 
 
 @ 
 
 Si 20 
 
 
 
 
 
 
 in 
 
 
 
 
 
 
 2 4 6 6 10 12 14 
 
 " REVERSE Lever notch 
 
 Fig. 11.— Tests at 160 pounds pressure. 
 
 2 4 e 8 10 iz ■< 
 Reverse lever Notch 
 
 Fig. 12. — ^Tests at 120 pounds pressure. 
 
 in raising steam, in keeping the locomotive hot while waiting for its trains 
 while stopping at stations and at passing points, or remained in the fire-box 
 at the end of the run. Obviously, no embellishment in the design of a locomo- 
 tive can effect a saving in that portion of the total fuel supply which is thus 
 accounted for. The advantage to be derived from such an embelhshment 
 as a superheater must, therefore, be judged by the effect it can produce upon 
 not more than 80 per cent of the coal consumed. If, for example, it were 
 shown that the superheater can effect a saving of 20 per cent in the amount 
 of fuel used, the saving in total fuel which it will be necessary to supply will 
 be 20 per cent of 80, or 16 per cent only. 
 
 In undertaking to secure a measure of the advantages to be derived from 
 the use of superheated steam in locomotive service, it was thought that some 
 
 *High Steam-Pressures in Locomotive Service, Publication No. 66, Carnegie Institution 
 of Washington. 
 
28 SUPERHEATED STEAM IN IvOCOMOTIVE SERVICE. 
 
 attempt should be made to replace the rather crude conception of the facts 
 just outlined by figures which would supply a more definite measure. To 
 this end the intermittent tests were planned. Nine such tests were made, 
 two each, respectively, at pressures of 240, 200, 160, and 120 pounds, and one 
 duplicate. In one test under each pressure there were six periods of running 
 and five intervals of standing. The running time equaled one-half the total 
 duration of the tests, in view of which fact tests upon this schedule will be 
 referred to as the half-time tests. 
 
 The second tests under each pressure involved four periods of running 
 and three intervals of standing, the sum of the running periods equaling 
 one-fourth the total duration of the tests. These, therefore, will be referred 
 to as the quarter- time tests. In all tests a period of 120 minutes at the 
 beginning was utilized in starting the fire and the bringing the steam to the 
 running pressure. A more elaborate statement of the conditions maintained 
 and of the rate of acceleration in starting is set forth by the graphic schedules 
 showing the exact program of running (figs. 61 and 62). The program described 
 gave a schedule which could be faithfully followed, the running conditions 
 being duplicated without difficulty from day to day. As the records began 
 with the starting of the fire and did not end until the fire was out at the end 
 of the day, the results show well the losses incidental to the intermittent 
 running. 
 
 13. Data. — ^ While the discussions presented by the pages immediately fol- 
 lowing deal with such phases of the problem of superheating in locomotive 
 service as will best show the degree of advantage to be derived from the 
 practice, the data presented are sufficiently complete to serve in a much more 
 general study. The student is therefore urged to make direct use of the data 
 of the tests, which will be found presented as Appendixes II and III. Refer- 
 ring to the tests at constant speed (Appendix II), it should be noted that 
 heat-balances have been calculated for 18 of the 38 tests. The data of the 
 intermittent tests (Appendix III) require no special mention. 
 
 14. Acknowledgments.— The research as a whole is the outgrowth of many 
 influences. The American Locomotive Company, at its own expense, made 
 all designs and performed all work necessary to the complete conversion of 
 the saturated-steam locomotive, Schenectady No. 2, into the superheated- 
 steam locomotive Schenectady No. 3. Thanks are especially due to Mr. 
 W. H. Marshall, president of the company, and Mr. F. J. Cole, chief of its 
 designing department, for this and other courtesies. Purdue University, 
 expressing the interest of its president and board of trustees, has contributed 
 for a considerable period all of the resources of a well-equipped laboratory, 
 has furnished all suppHes excepting those of coal, and has given the time of 
 the experts and attendants who are regularly attached to the testing-plant. 
 
SUPERHEATED STEAM IN I^OCOMOTIVE SERVICE. 29 
 
 Thanks are due many members of the miiversity faculty for the kindly 
 spirit of cooperation shown on many occasions, and especially to Prof. I/. E. 
 Endsley, who, as the university's representative in immediate charge of the 
 laboratory, was at all times untiring in his efforts. 
 
 The United States Geological Survey, as represented in its technologic 
 branch, by Mr. J. A. Holmes, director, maintained at the laboratory, for a 
 period of a year, a detail of two experts, who were intrusted with the work 
 of taking samples for all chemical analyses, the analysis of gases at the 
 laboratory, and the working up of all computations based on chemical and 
 calorific data. The Survey also generously provided for the handhng of all 
 samples of coal, cinders, and ash at its extensive chemical laboratories at 
 St. Ivouis, Missouri, and at Columbus, Ohio, operating under the direction 
 of Professor I/ord. As a result of cooperation thus extended, it is now possible 
 to present for the first time from the Purdue laboratory a considerable array 
 of satisfactory data covering the furnace-action of a locomotive. Credit 
 for the successful issue of this phase of the undertaking is chiefiy due Messrs. 
 M. Stack and M. A. Charavay, the Government experts at the laboratory. 
 
 All costs in addition to those already specified have been drawn unstint- 
 ingly from the grant of the Carnegie Institution of Washington. By reason 
 of this grant it has been possible to increase the staff of attendants at the 
 laboratory and to provide supplies of fuel necessary to maintain, for a con- 
 siderable period, the continuous operation of the plant. Assistants have 
 been employed to work up the observed data of the tests and to summarize 
 results. Acknowledgment is especially due the efficient part rendered by 
 Mr. Paul Diserens, who throughout the progress of the research has supervised 
 all work of computation and the preparation of all data for publication. 
 
IV. PERFORMANCE OF BOILER AND SUPERHEATER. 
 
 15. The Observed and Derived Data pertaining to the performance of the 
 boiler and superheater are given in detail by columns 13 to 112, Appendix II. 
 Graphic representation of much of the data, grouped with reference to boiler- 
 pressure, is presented by figs. 13 to 16. Attention should early be called 
 to the fact that because of threatened interruptions in the running of the 
 tests it was thought expedient to use two grades of coal and to rely upon 
 the results disclosed by the heat-balance of the several tests as a basis for 
 final comparisons. Of the two fuels used the Youghiogheny coal has been 
 accepted as standard, and where results obtained from the Pocahontas coal 
 have been needed in formulating conclusions they have been reduced to 
 equivalent results which would have been obtained had the standard coal 
 been used throughout the work. The manner of making such reductions is 
 described in Appendix II. One man served as fireman for all tests. 
 
 A study of the process of combustion, as it is presented in locomotive 
 service, involves many difficulties. In the previous work of the Purdue 
 locomotive-testing plant, attempts to secure such information as would per- 
 mit the assignment of a definite cause to such irregularities in the evapora- 
 tive eflficiency of the boiler as commonly appear in the data of any series of 
 tests have not been altogether successful. Prompted, therefore, by past 
 experiences, unusual care was taken in the organization of this phase of the 
 work, and as a result it is now possible to present a satisfactory heat-balance 
 for 18 tests. The process has involved, for each test, a proximate analysis, 
 an ultimate analysis, and a calorific test of a sample of the fuel used; a 
 determination of the amount of combustible materials and a calorific test 
 of samples of sparks delivered from the stack and of cinders collecting in the 
 front-end; a determination of the amount of combustible material in the 
 refuse collecting in the ash-pan before and after as well as during the test; and 
 the constant sampling and frequent analysis of the smoke-box gases. Numer- 
 ical values resulting from this work are included in the exhibit of data, columns 
 65 to 91, Appendix II, in connection with which will be found a detailed 
 description of methods employed. Values which enter as factors directly into 
 the heat-balance are included in columns 92 to 112, Appendix II. 
 
 In the paragraphs which follow an attempt will be made to state briefly 
 some of the more significant facts which may be developed from the data, 
 and in some cases graphic methods are employed to emphasize their impor- 
 tance, but the reader who has time to do so will find greater satisfaction in 
 drawing his information directly from the more complete presentation sup- 
 plied by the tabulated results. 
 
 31 
 
32 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 16. Superheating. — The observed temperature of the steam delivered from 
 the superheater, as measured by a high-grade mercurial thermometer placed 
 in the header at a point near its opening into the left-hand branch-pipe, 
 point A, fig. 80, Appendix I, is given for each test as column 20, Appendix II, 
 and the degrees of superheating represented by these temperatures as column 
 21, Appendix II. The effect of the conditions of running upon the degree 
 of superheating developed is better shown by the diagrams, figs. 13 to 16. 
 These diagrams are interesting and significant, though it is perhaps fair to 
 assume that changes of speed and cut-off affect the quality of steam only in 
 so far as they produce changes in the rate of evaporation. For this reason 
 a more logical basis for study is shown in figs. 17 to 20, which present the 
 extent of the superheating effect for the different rates of power to which 
 the boiler was worked (equivalent evaporation per square foot of water- 
 heating surface per hour), each diagram representing some one of the several 
 pressures under which the boiler was operated. The ordinates and the 
 abscissae of all points in each diagram have been averaged and from values 
 
 
 i ^ 
 
 
 
 Pii 
 
 
 
 
 
 ^ 
 
 
 ill MM: m: : j 
 
 Wt' 
 
 
 i : ;; : 
 
 
 SO 
 
 Bl 
 
 
 
 H) 1 1 1 1 ■ ■ ^ 
 
 
 40 
 
 ^: ; ;;i wm\ 
 
 30 
 20 
 
 B 
 
 linTiw 
 
 IBi^^ 
 
 
 m 
 
 3^ ^1 bH 
 
 MMNll: Jmmm: 
 
 12 3 4 5 6 7 
 
 Fig. 13. — Superheating effects, degrees F., boiler-pressure 240 pounds. 
 
 
 1 
 
 ; 1 
 
 1 
 
 ■ 
 
 
 
 w 
 
 1 
 
 1 
 
 
 ^ 
 
 
 1 
 
 
 1 
 
 50 
 40 
 30 
 
 i 
 
 M 
 w 
 
 
 1 
 
 I 
 
 20 
 
 |; 
 
 
 Iffli 
 
 1 
 
 HH 
 
 
 
 
 1 
 
 W 
 
 1 
 
 
 s 
 
 
 
 i :': 
 
 is 
 
 ffi 
 
 fe 
 
 
 tea 
 
 
 m 
 
 m 
 
 1 
 
 
 is 1 
 
 1! ' III II H 1 
 
 
 1 
 
 
 i 
 
 a 
 
 
 
 
 i 
 
 mtP 
 
 3 
 
 2 4 6 8 10 12 14 
 
 Fig. 14. — Superheating effects, degrees F., boiler-pressure 200 pounds. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 33 
 
 thus obtained an average point, designated as a cross in a circle, has been 
 located. Through this a straight hne has been drawn which represents, 
 with a fair degree of accuracy, all of the experimental points involved. It 
 happens that the slope of these lines is the same for all of the diagrams under 
 consideration. They define the change in the degree of superheat attending 
 changes in the rate of evaporation when the boiler-pressure has the value 
 stated. 
 
 A comparison of the several diagrams will show that if the boiler were 
 operated under a constant rate of evaporation for each of the several boiler- 
 pressures the degree of superheat would be different in each case. For 
 example, if a comparison is based upon a rate of evaporation of ii potmds 
 of water per foot of water-heating surface per hour, the degree of superheat 
 will be: 
 
 170 degrees when the boiler pressure is 120 pounds. 
 165 " " " " " " 160 " 
 
 154 ' " " " 200 " 
 
 50 
 
 
 
 II ■ 
 
 in 
 
 ■■j 
 
 § 
 
 40 
 30 
 20 
 
 
 
 JpJUl 
 
 ^m 
 
 ^^i^t^ 
 
 10 
 
 12 
 
 2 4 6 8...- 
 
 FlG. IS. — Superheating effects, degrees F., boiler-pressure 160 pounds. 
 
 14 
 
 2 4 6 6 10 12 14 
 
 Fig. 16. — Superheating effects, degrees P., boiler-pressure 120 pounds. 
 
34 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 These values are shown graphically in fig. 21. Referring to this figure, it 
 will be noticed that the superheat varies more rapidly for a given increment 
 at the higher pressures than at the lower pressures, and that the line connect- 
 ing the experimental points is a curve. A straight line may, however, be 
 drawn which will represent all the experimental points with an error which in 
 no case will be greater than 2 per cent. By plotting similar points for the 
 degrees of superheat representing the vertical intercept, as shown by figs. 17, 
 18, 19, and 20, and by drawing a straight line through them, an equation of this 
 line can be written and therefore employed as a substitute for the intercept 
 in the equation of the curve at any given pressure. The result defines the 
 performance of the superheater for any pressure between 120 and 240 pounds 
 
 £00 
 
 150 
 
 100 
 
 I 2^3 45 67 8 9 10 II 12 13 14 15 
 
 Fig. 17. — Superheating as affected by rate of evaporation, boiler-pressure 240 pounds. 
 
 200 
 
 ISO 
 
 100 
 
 I 2 3 4 5 6 7 8 9 10 II \Z [3 14 
 
 Fig 18.— Superheating as affected by rate of evaporation, boiler-pressure 200 pounds. 
 
superheate;d steam in locomotive service. 
 
 35 
 
 gage, with a maximum error of less than 2 per cent. The equation thus 
 determined is 
 
 T=i23-o.26s P+7.28 H 
 
 where T equals the number of degrees superheat; P the boiler-pressure by- 
 gage, and H the equivalent evaporation per square foot of water-heating 
 surface in the boiler. 
 
 
 
 
 H 
 
 
 
 :: j 
 
 M * f 
 
 
 
 
 ■ 
 
 f'?r! 
 
 i 
 
 1* 
 
 Ifit 
 
 ffn 
 
 
 
 
 i 
 
 
 ; 
 
 f f^ 
 
 III 
 
 
 
 
 
 T Iffl 
 
 1 
 
 
 tll 
 
 si 
 
 
 
 
 
 
 
 i 1 
 
 [^ 
 
 : : : 
 
 
 
 
 rnr 
 
 'ifej 
 
 ± 
 
 T'r 
 
 S m 
 
 
 tl 
 
 
 
 
 : 
 
 1 \ 
 
 ill 
 
 ; ■ : 
 
 
 
 TF 
 
 Sffi 
 
 -5tn 
 
 f 
 
 pi 
 
 m i 
 
 
 
 
 
 
 |: J 
 
 1 j 
 
 •11 
 
 ■ \ 
 
 
 i 
 
 Si 
 
 f'p 
 
 s 
 
 t 
 
 FT 
 
 
 r 
 
 
 
 
 ; ■ : 
 
 1 
 
 ..:, . ^ 
 
 ''■'- i 
 
 ■. ! i'-; 
 
 tpit 
 
 ti 
 
 wttE 
 
 ISO 
 
 1^ 
 
 
 
 
 
 1 S '^ 
 
 ;:t t'fe 
 
 
 -r^ 
 
 li-.i 
 
 :=- : 
 
 
 # 
 
 fs 
 
 m 
 
 fltt 3 
 
 
 s 
 
 
 
 
 
 i 
 
 
 
 
 
 iftt^^ 
 
 ::S 
 
 If 
 
 m 
 
 lil 
 
 
 r :, , I 
 
 4 
 
 <\^\\ 
 
 \'^ 
 
 
 «1 ' i 
 
 
 
 fc 
 
 
 
 jM 
 
 w 
 
 
 
 
 c^ 
 
 itT^ 
 
 Sf 
 
 m 
 
 IB 
 
 
 g 
 
 11 TiE; 
 
 
 
 
 1 P* 
 
 i Si ^ 
 
 \^m 
 
 ifl, 
 
 Imm^^m- 
 
 
 ^i 
 
 100 
 
 s 
 
 1 ; fn 
 
 
 ; 
 
 
 fiTl 
 
 i I d ■'■ 
 
 
 
 -|-;.|: 
 
 
 ^1 
 
 
 9 
 
 i f 
 
 
 
 
 ^ f 
 
 :: 
 
 ■ ~~\ ^''ji^ 
 
 
 ia 
 
 
 ^^ I 
 
 
 
 
 
 ■ 
 
 ^ 
 
 
 
 ■' 'A \ ( 
 
 
 
 
 Iffl ItttTfltl 
 
 
 
 
 
 fttfl 
 
 ^ 
 
 ^^l^ 
 
 • y. L: r 1 i K 
 
 Ttffl 
 
 
 i)U 
 
 Wf 11 
 
 
 
 
 
 
 
 F^ 
 
 
 
 ii 
 
 11 1 
 
 
 1 Ij 
 
 
 
 ; 
 
 
 
 
 1 ■1=' 
 
 ^n#-d# 
 
 'Tf5g 
 
 iljl 
 
 
 ^ 
 
 |fr^ J 
 
 
 
 
 
 1 
 
 ii 
 
 3S 
 
 
 \ Hi 
 
 
 ! 
 
 s 
 
 ifffflflW 
 
 1 : 
 
 
 Hs^slni 
 
 BaCTi^i^Mtf 
 
 1^ 
 
 sll 
 
 I 2 3 4 5 6 7 e 3 10 II 12 13 14 
 
 Pig. 19. — Superheating as affected by rate of evaporation, boiler-pressure 160 pounds. 
 
 
 ,,,,,,,,,.,,,, ,, 
 
 Ij 
 
 I 
 
 fit 
 
 ■ !■ 
 
 
 H\- 
 
 
 
 f f 
 
 3 
 
 
 
 
 
 M 
 
 t 
 
 ^■■■] 
 
 ■fii 
 
 
 111': 
 
 yj ffi 
 
 
 ■■■j 
 
 } 
 
 hf 
 
 
 200 
 
 
 f\-r 
 
 lis 
 
 If: ■! 
 
 ite 
 
 1 : 
 
 tliti 
 
 w 
 
 : 
 
 B 
 
 
 'pPi 
 
 
 
 
 ; ?•• 
 
 XI tr 
 
 ajj!. L^;l 
 
 ^ii[^ 
 
 ■iff 
 
 
 Tgrjl; 
 
 
 :1 
 
 
 IS 
 
 
 
 
 
 JH 
 
 
 
 ■ ■ >^: 
 
 
 ■^"~ 
 
 if 
 
 
 li j 
 
 
 ISO 
 
 
 Iff 
 
 t tit 
 
 da i 
 
 
 ff 
 
 iii^ 
 
 ''.'i' 
 
 11 
 
 
 1 i: t 
 
 
 Si ffi i i"'! m^M ~ 
 
 i ; 
 
 j j 
 
 
 
 
 
 fji^f-^ -^- 
 
 
 -^^ H 
 
 
 
 
 1 
 
 fg 
 
 
 
 
 ^' 
 
 if::ii ^v 
 
 ;. jJ5^ 
 
 l\ ' 
 
 
 
 
 tttt 
 
 s 
 
 
 
 
 i" 
 
 --J ■T!/:--tt 
 
 
 11 ii 
 
 
 100 
 
 
 Wi 
 
 ' 
 
 ^1 
 
 ■ 1 
 
 
 ::.[ 
 
 ^Hf 
 
 yt 
 
 
 ill 
 
 
 
 : 
 
 lj 
 
 
 
 
 
 . f 
 
 i 
 
 
 1 1 
 
 
 
 m i 1 ' 
 
 
 i; 
 
 
 
 
 
 S I 
 
 
 Ml 
 
 ill 
 
 
 
 M 111 PmWmj II 11 ll^^ 
 
 
 1 
 
 
 
 
 
 |: ; 
 
 
 a in 
 
 Hi i 
 
 
 50 
 
 m MMmb 
 
 
 ti 
 
 
 
 
 
 
 
 
 tftj 
 
 ft 
 
 
 1 
 
 ffw! 
 
 1 
 
 ip : 
 
 
 
 ii^ 
 
 
 1 
 
 
 P 
 
 1 
 
 : 
 
 
 
 E [ ^ 
 
 ;l; 
 
 si 
 
 ^ 
 
 j; 
 
 
 I 2 3 4 5 6 7 8 9 10 II 12 13 14 
 
 Fig. 20. — Superheating as affected by rate of evaporation, boiler-pressure 120 pounds. 
 
 17. Draft. — -The draft produced in the front-end of the locomotive was 
 measured at a point directly in front of the diaphragm. Values thus deter- 
 mined expressed in inches of water are given in column 39, Appendix II. 
 The rate of increase in draft values with increased rates of evaporation is 
 
36 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 well shown by fig. 22. This figure gives the results of tests at 160 pounds 
 only. Curves representing points obtained at other pressures are practically 
 identical with those shown, the fact being that changes in boiler-pressure, 
 within the limits of the experiments, have practically no influence upon 
 draft values. As would be expected, these depend entirely upon the rate of 
 evaporation required. 
 
 200 
 
 150 
 
 100 
 
 50 
 
 50 
 
 fOO 
 
 150 
 
 SOO 
 
 250 
 
 Fig. 21. — Degrees of superheat under all conditions of pressure when rate of 
 evaporation is 1 1 pounds per foot of heating-surface per hour. 
 
 7 
 
 ||||||i|M 
 
 
 
 
 
 ; 
 
 
 
 ■ 
 
 
 ■ 
 
 
 r 
 
 
 
 6 
 
 : : : : 
 
 
 5 
 
 1 
 
 
 
 
 
 
 1 
 
 
 
 
 
 4 
 
 
 
 3 
 
 1 II 
 
 
 1 
 
 Miii 
 
 1 
 
 
 |: 
 
 
 1 
 
 
 
 2 
 
 1 ^ ^ '' ^ 
 
 
 1 
 
 
 
 
 
 
 H ii I' i 
 
 
 
 
 f 
 
 
 
 ! ij 
 
 
 
 3 4 5 6 7 8 9 10 II 12 13 14 
 
 Fig. 22. — Draft in front of diaphragm. 
 
 18. Smoke=Box Temperatures. — The temperatures of the smoke-box gases 
 were read by a mercurial thermometer placed midway between the diaphragm 
 and the front tube-sheet. Values for this quantity will be found in column 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 37 
 
 40, Appendix II. These values, plotted with the rate of evaporation (figs. 
 23 to 26), show the effect upon the smoke-box temperature of changes in 
 the rate of power. It will be seen that the smoke-box temperature increases 
 as the rate of evaporation is increased, an effect the significance of which is 
 well understood. For example, when the rate of evaporation equals 6 pounds 
 of water per foot of heating-surface, the smoke-box temperature is approxi- 
 mately 600° F. When the rate of evaporation is increased to 12, the tempera- 
 ture of the smoke-box approaches 800° F. It is not far from the truth to 
 say that a change of i pound in the rate of evaporation produces a change 
 
 2 3 4 5 6 7 8 9 10 II 12 13 
 
 Fig. 23. — Smoke-box temperature, boiler-pressure 240 pounds. 
 
 f4 
 
 
 n 
 
 
 
 
 
 H 
 
 1 
 
 If 
 
 \4 
 
 f 
 
 • 
 
 ^UO 
 
 
 
 
 
 
 
 finn 
 
 
 
 i 1 1 
 
 
 
 
 
 
 500 
 
 i :: 
 
 
 
 It 
 
 Sj 
 
 fci 
 
 
 
 
 ^- 
 
 ^ ^ 
 
 xtt 
 
 400 
 
 
 
 
 ; 
 
 
 
 
 
 ili 
 
 
 
 
 n 
 
 
 
 
 ffj 
 
 
 300 
 
 
 
 
 TOO 
 
 
 
 
 1 
 
 
 W 
 
 H 
 
 ■ 
 
 100 
 
 1 
 
 
 
 
 
 i 
 
 2 3 4 5 6 7 8 9 JO II 12 13 14 
 
 Fig. 24. — Smoke-box temperature, boiler-pressure 200 pounds. 
 
38 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 of 20° in the temperature of the smoke-box. Comparing the results of the 
 several diagrams, the smoke-box temperature shows a slight tendency to 
 increase with increase of pressure, other things being the same, but the dif- 
 ferences are too slight to be accepted as material. 
 
 2 3 4 5 6 7 8 9 10 II 12 
 
 i. — Smoke-box temperature, boiier-pressure 160 pounds. 
 
 Fig. 2S.- 
 
 80C j 
 
 
 ;; 
 
 
 ||l||l|ll|l||||]|||l|j|B 
 
 i 
 
 1 
 
 ■■ 
 
 rocM 
 
 
 S ' ' ' ' 
 
 
 
 1 i 
 
 
 
 60C 1 
 
 50C 1 i : ^ 
 
 
 IB 
 
 
 
 AO' a 
 
 
 
 
 
 
 3DC 1 : : '^^^It 
 
 
 
 
 1 
 
 
 
 IOC -^ 
 
 
 
 
 
 
 
 
 mm wmmm 
 
 
 H# gn 
 
 ImfflfflffWTM 
 
 2 3 4 S 6 7 8 9 10 II 12 13 14 
 
 Fig. 26. — Smoke-box temperature, boiler-pressure 120 pounds. 
 
 19. Evaporative Efficiency of the Combined Boiler and Superheater, as 
 
 expressed by the pounds of water evaporated from and at 212°, equivalent 
 to the weight of superheated steam delivered per pound of dry coal, is given 
 for each test by column 53, Appendix II. These values, plotted with the 
 equivalent evaporation per square foot of surface in the boiler and super- 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 39 
 
 
 
 
 
 
 
 
 
 1 
 
 m 
 
 i'" 
 
 m 
 
 
 
 
 
 
 
 i 
 
 
 
 
 
 
 
 
 SCLi4t 
 
 
 M 
 
 
 
 
 : 
 
 
 
 
 fflttiJi 
 
 10 
 9 
 
 1 
 
 lllllll 
 
 
 
 ■ 
 
 
 11^ 
 
 
 
 ■ 
 
 ; 
 
 
 8 
 
 1 
 
 
 
 
 
 
 pg ^1 1 1,^ C ^1^1 
 
 
 
 1 
 
 ':\ 
 
 7 
 
 1 
 
 : 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 1 [ 
 
 p'S ^JtlT^i ^"t^"^ 
 
 
 
 6 
 
 M 
 
 : 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 4 
 
 HI 
 
 
 
 
 ; 
 
 
 
 
 
 
 
 'I 
 
 
 
 
 
 
 
 
 m 
 
 ^H 
 
 
 
 
 
 
 
 2 
 
 m 
 
 H 
 
 
 
 
 
 
 i'- 
 
 
 i 
 
 n-t 
 
 1 
 
 1 
 
 i: ■' 
 
 
 
 
 
 ! M ■ ; ^- I' ^ 
 
 
 n 
 
 1 
 
 ^ 
 
 1 
 
 1 
 
 
 
 [:: : 5 
 
 
 j 
 
 ! : 
 
 J • ' i B 'i :li I 
 
 1 
 
 m 
 
 
 1 
 
 
 
 
 1 2 
 
 i 
 
 ( 4 
 
 
 5 6 
 
 7 8 9 10 II 
 
 12 
 
 m 
 
 f li 
 
 I 
 
 M 
 
 Fig. 27. — Equivalent evaporation, combined boiler and superheater; boiler-pressure 
 
 240 pounds. 
 
 6 7 6 9 10 II 12 13 14 
 
 Fig. 28.— Equivalent evaporation, combined boiler and superheater; boiler-pressure 200 
 
 pounds. 
 
40 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 II 
 
 10 
 
 I 
 
 : :: 
 
 
 IH 
 
 II 
 
 HI 
 
 9 
 
 
 
 1 
 
 III 
 
 8 
 
 ^H 
 
 
 
 ^H 
 
 7 
 
 9 
 
 
 
 
 
 
 6 
 5 
 
 4 
 
 ■1 
 
 ' BB fl 
 
 
 
 
 : : 
 
 
 
 
 
 3 
 
 1 ■ 
 
 
 
 
 
 
 ? 
 
 n 
 
 
 
 
 
 
 : : 
 
 
 
 : : 
 
 1 PwWE E 
 
 
 ' 
 
 in 
 
 
 
 
 
 1 2 
 
 3 4 £ 
 
 > 6 
 
 7 8 
 
 9 10 
 
 II 12 
 
 13 14 
 
 Fig. 29. — Equivalent evaporation, combined boiler and superheater; boiler-pressure 160 
 
 pounds. 
 
 II 
 
 
 ■Ml ■ 
 
 
 
 i 
 
 ■IlllllllllilllllillllllllilillilillW 
 
 10 
 
 8 
 
 1 
 
 
 liiil 1 
 
 IIS' 
 
 
 m 
 
 
 
 
 
 6 
 
 i ' 
 
 
 
 
 7 
 
 
 
 III 
 
 
 ■■■ 
 
 
 6 
 
 
 6 
 4 
 
 H 
 
 
 
 
 
 ,1 
 
 § 
 
 i- 
 
 
 
 2 
 
 |: 1 
 
 11 
 
 
 i 
 
 ifii 11 1 litilllilillilllll^^ 
 
 1 
 
 M' 
 
 
 llllllllllllllllllly^ 
 
 
 ' 
 
 
 
 i yi ttw 
 
 1 
 
 mQiiumU 
 
 
 
 
 1 fflllHiilfBJHUi 
 
 8 S 10 -H 12 13 14 
 
 Fig. 30. — Equivalent evaporation, combined boiler and superheater; boiler-pressure 120 
 
 pounds. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 41 
 
 heater per hour (column 48, Appendix II), are given as figs. 27 to 30, inclusive. 
 Through the plotted points of each diagram a mean line has been drawn, the 
 equation of which appears on the diagram. The slope of the average lines 
 of the diagrams, figs. 27 to 30, was determined by plotting on a single sheet 
 the results of all 240-pound tests, 6 in number, together with those of 6 repre- 
 sentative tests from each of the other series. These were divided into two 
 groups, the averages of which determined two points which were assumed 
 to define the slope required. The diagram thus developed is shown by fig. 
 31. The lines drawn on the diagrams, figs. 27 to 30, have this slope and pass 
 through a derived point which is the average of all points plotted. On all 
 diagrams the derived or average point is represented by a cross inclosed by 
 a circle. 
 
 The individual diagrams (figs. 27 to 30) show clearly the efi^ect upon boiler 
 efficiency of changes in the output of power, while a comparison of the several 
 diagrams, one with another, will show that, within limits covered by the 
 experiments, the effect upon boiler efficiency of changes in boiler-pressure is 
 slight. Basing a statement upon the facts thus presented, it appears that 
 if the discussion is allowed to concern itself with very small differences, the 
 highest efficiency is obtained when the boiler-pressure is lowest; conversely, 
 the lowest efficiency results when the boiler-pressure is highest. But, except 
 in the case of tests at 120 pounds, the results of which do not compare closely 
 
 13 14 
 
 Fig. 31. — Equivalent evaporation per pound of coal, under all conditions of pressure- 
 combined boiler and superheater. ' 
 
42 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 with those for other pressures, the differences are hardly more than measur- 
 able. In a larger sense, it seems to be true that changes in boiler-pressure 
 between the limits of 120 pounds and 240 pounds have practically no effect 
 upon the evaporative efficiency of the boiler. It has already been shown 
 that the temperature of the smoke-box gases is substantially the same, what- 
 ever may be the boiler-pressure, provided, of course, the output of power 
 remains unchanged, which may be accepted as further confirmation of this 
 statement. These general conclusions are in agreement with those already 
 established for locomotives using saturated steam.* Proceeding on this 
 basis, it is clear that a general expression for the evaporative efficiency of the 
 combined boiler and superheater may be based upon the results of all tests, 
 regardless of the pressure at which they were run. Such expression is repre- 
 sented by the line drawn through the plotted points of fig. 31. The equation 
 for this line, and consequently one which defines in general terms the per- 
 formance of the combined boiler and superheater, is 
 
 E—ii .706 — 0.214 H 
 
 where E is the equivalent evaporation from and at 212° F. per pound of dry 
 coal and H is the equivalent evaporation per square foot of water and super- 
 heating surface. 
 
 20. Evaporative Efficiency of the Boiler, Exclusive of the Superheater. — 
 
 The equivalent evaporation of the boiler per pound of dry coal (column 51, 
 Appendix II), in terms of the equivalent evaporation per square foot of water- 
 heating surface in the boiler per hour (column 46, Appendix II), is shown in 
 fig. 32. The equation for the mean line drawn through these points is 
 
 £ = 11.105— o. 2087 H 
 
 This curve is substantially of the same slope as that which represents the 
 performance of the combined boiler and superheater (fig. 31), but it represents 
 values which are lower, a result due to the fact that the basis of the compari- 
 son practically assumed that the heat which is normally absorbed by the 
 superheater is in this case lost. 
 
 21. The Division of Work between Water and Superheating Surface. — The 
 
 ratio of the heat absorbed per square foot of superheating surface to that 
 absorbed per square foot of water-heating surface (column 49, Appendix II) 
 may be accepted as an expression of the relative efficiency of the water and 
 superheater surface. Figs. 33 to 36 represent this quantity plotted against 
 equivalent evaporation per square foot of water-heating surface -for the 
 several boiler-pressures. Referring to these figures, it will be seen that as 
 the rate of evaporation increases, there is a corresponding increase in the 
 ratio of the heat absorbed per square foot of superheater surface to that 
 
 *High Steam-Pressures in Locomotive Service, Publication No. 66, Carnegie Institution 
 of Washington. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 43 
 
 absorbed per square foot of boiler surface. Thus, when the boiler-pressure is 
 i6o pounds, the ratio has a value of 34 per cent when the rate of evaporation 
 is 6 pounds of water per square foot of water-heating surface and 53 per 
 cent when the rate of evaporation is increased to 14 pounds. Comparing the 
 lines of the diagrams for the several different pressures, it appears that if these 
 lines were superimposed they would very nearly coincide; that is, the value 
 of the ratio is independent of the boiler-pressure. 
 
 1* 
 
 Ji_ fi 
 
 i 
 
 1 
 
 ** 
 
 1 
 
 i 
 
 •1 
 
 «g 
 
 
 
 
 1 
 
 
 p 
 
 § 
 
 
 ii 
 
 i 
 
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 fc 
 
 ro 1 
 
 4^ 
 
 ^-= 
 
 H-^ 
 
 
 5 
 
 S 
 
 
 h^^P 
 
 
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 9 ss 
 
 ^f MT' 
 
 
 M=F 
 
 ^ff 
 
 
 fe< n±t 
 
 S 
 
 ^ ' fll^lv^ 
 
 
 
 ^ 
 
 
 Sp 
 
 ■ 
 
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 1 
 
 = 2lfl7 
 
 ■ 
 
 WM-' 
 
 
 i 
 
 1 
 
 s 
 
 
 1 
 
 'hi-' 
 
 ^ 
 
 gill 
 
 i 
 
 H^4 
 
 1 
 
 
 
 
 
 
 1 
 
 
 1 
 
 10 U 12 13 14 
 
 Fig. 32. — Equivalent evaporation per pound of coal under all conditions of pressure, 
 exclusive of the superheater. 
 
 22. Smoke=Box Gases. — The percentage of excess air in terms of equivalent 
 evaporation per foot of heating-surface per hour, as obtained in tests at the 
 several different boiler-pressures, is shown by figs. 37 to 40. No attempt 
 has been made to draw curves through the plotted points. The points serve 
 to show, however, that the amount of excess air is in all cases small and that 
 it distinctly tends to diminish as the rate of evaporation is increased. The 
 reason for this is to be found in the fact that in locomotive service higher 
 rates of evaporation necessarily involve the use of thicker fires, which offer 
 greater resistance to the admission of air. 
 
 The percentage of carbon dioxide (COj) present in the smoke-box gases 
 ranges from 10.8 to 14.6. The significance of these results as factors in any 
 general comparison is impaired by the variable quahty of the fuel used. 
 Taken as they stand, they do not disclose any well-defined law governing 
 the changes in their value with changes in the rate of combustion. The 
 
44 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Fig. 33. — Relative efficiency of the superheating surface, that of the water-heating sur. 
 face being 100; boiler-pressure 240 pounds. 
 
 Fig. 34. — Relative efaciency of the superheating surface, that of the water-heating 
 surface being 100; boiler-presstire 200 pounds. 
 
SUPBRHEAXeD STEAM IN LOCOMOTIVE SERVICE. 
 
 45 
 
 BOJ 
 
 i : £ 
 
 ^{gj^g j ^^ 
 
 m 1 
 
 
 ;;li 
 
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 [ 
 
 7e| 
 
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 6C 
 
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 50 
 
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 30 
 
 ^^B 
 
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 1 
 
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 5 4 5 
 
 6 7 
 
 8 
 
 9 10 II 
 
 12 
 
 13 
 
 14 
 
 
 Fig. 35. — Relative efficiency of the superheating surface, that of the water-heating surface 
 being 100; boiler-pressure 160 pounds. 
 
 
 
 
 
 MM- 
 
 
 :: ' :; 
 
 
 
 
 
 
 80 
 
 
 
 
 
 
 
 
 lilli 
 
 70 
 
 
 ^™ 
 
 
 
 
 
 
 60 
 
 ^"f 
 
 
 50 
 
 1 
 
 
 40 
 
 
 i' ti'i" "H 
 
 
 1 
 
 
 
 
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 ^ 
 
 
 
 
 
 
 
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 •»fl 
 
 
 
 
 
 
 
 
 
 
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 AfcWtW 
 
 
 
 
 
 
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 t 1 1 i^j r 
 
 ^?^ 
 
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 i ■ '^ 
 
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 10 II 12 13 14 
 
 Fig. 36. — Relative efficiency of the superheating surface, that of the water-heating surface 
 being 100; bdiler-pressure 120 pounds. 
 
46 
 
 SUPBRHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 highest values are, however, those which were obtained in tests under the 
 higher pressures, the average value for all tests at 240 pounds being 14.25, 
 while the average value for all tests at 120 pounds is but 11 .70. This may 
 be accepted as evidence that, for some reason not defined, the fire was main- 
 tained in a more efficient condition during the tests under high pressure than 
 
 60 1 
 
 50 1 
 
 
 1 
 
 40 P i i i ' ' 
 
 
 30 g I ■ 
 
 
 
 1 :; |:, ■ ■ ^ : 
 
 
 : : : 
 
 
 
 
 
 
 ;:; : : : 
 
 
 
 
 '■'^ ■■ : ■ -\ ii :i 1 i p i 11 t 1 1^ 1 1 : ii 
 
 
 12 3 4 5 6 7 8 9 10 || 12 13 14 
 
 Fig. 37. — Excess air in the smoke-box; boiler-pressure 240 pounds. 
 
 
 
 ^ 
 
 
 
 
 
 ifl 
 
 
 lif™ 
 
 
 
 tiO 
 
 
 
 i' 
 
 
 i— 
 
 70 
 
 
 : 
 
 ;: 
 
 
 
 i i iNi:^ 
 
 60 
 
 1 
 
 
 ::: 
 
 T j 
 
 
 
 
 
 
 bO 
 
 f 
 
 
 ; 
 
 
 
 
 
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 40 
 50 
 
 
 lt 1 
 
 ■ ■ 
 
 20 
 10 
 
 ll 
 
 
 
 
 
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 QPJ^lfT I^HlK S^ul 
 
 ^ 
 
 i ^mpi^^ 
 
 |J i| : i i: 
 
 I 2 3 4 5 6 7 ~ 8 9 10 II 12 13 14 
 
 Fig. 38. — Excess air in the smoke-box; boiler-pressure 200 pounds. 
 
 during those at lower pressures. It is in fact well understood in the labora- 
 tory that the development of a given power with higher-pressure steam is 
 more exacting upon the fireman than the development of the same power 
 with steam at a lower pressure. 
 
 The percentage of carbon monoxide (CO) present in the smoke-box gases 
 is never great (column 67, Appendix II), notwithstanding the low percent- 
 age of excess air present. At the same time, there are no tests that do 
 not show the presence of a trace or more than a trace of this gas. Its ten- 
 
SUPERHEATED STEAM IN I^OCOMOTIVE SERVICE. 
 
 47 
 
 dency to increase as the percentage of excess air diminishes is well shown 
 by fig. 41- This figure shows also that under similar conditions the com- 
 bustion of the Pocahontas coal is less perfect than that of the Youghiogheny, 
 a result which is more hkely to be due to the presence of a greater percentage 
 of fine coal in the Pocahontas than to difi'erences in composition. The ten- 
 
 
 1 
 
 
 
 
 
 
 
 
 
 60 
 
 50: 
 
 
 
 f: 
 
 40 : 
 
 
 
 
 i 
 
 
 
 30 
 
 1 
 
 
 1 IliPli iiiii^ ^^rp 
 
 iO 
 
 1 
 
 
 |^|^^|||:^^j|t j|||: } 1 j^l j 
 
 10 
 
 1 
 
 Wfi 1 
 
 ■■■^■|' 
 
 
 
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 234 5 6 7-8 9 10 II 12 13' 14 
 
 
 mfMffM 
 
 P 
 
 
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 s 
 
 
 
 
 
 80 
 70 
 
 
 
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 ■ 
 
 
 
 
 
 
 
 
 
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 20 
 
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 rW 
 
 WSm 
 
 1 2 3 4 5 6 7 8 9 10 II 12 13 14 
 
 Fig. 40, — Excess air in the smoke-box; boiler -pressure 120 pounds. 
 
 dency of carbon monoxide to increase with increased rates of evaporation is 
 shown by fig. 42. This tendency is doubtless due to mechanical conditions. 
 It may be accepted also as a function of that tendency to which attention 
 has already been called. Thus, increased rates of evaporation demand higher 
 rates of combustion, and these in turn require more air, which must be sup- 
 plied by an increase in the strength of the draft-action. In the presence of a 
 stronger draft the bed of the fire must be thickened, and the thicker fire 
 throttles the passage of air into the fire-box to such an extent that the supply 
 
48 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 is not commensurate with the increase in the draft- action; hence a reduction 
 in the amount of excess air, and this, as has already been shown, leads to an 
 increase in the percentage of unconsumed gas. 
 
 
 
 
 
 
 •tttttttttttttttl 
 
 20 
 1.8 
 1.6 
 
 
 :: ; 
 
 ^^ 
 
 L2 
 (.0 
 • 8 
 
 
 
 
 
 
 
 
 : 
 
 .6 
 
 
 
 
 
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 VMM 
 
 
 ' g; 
 
 |i||n|||i||||||l|| 
 
 
 
 .2 
 
 ^^^^^^^^^^^^^^^^^^^^^^^^^^^^ 1^^^^^ 
 
 :: : 
 
 
 1 1 IJ 
 
 n 
 
 
 
 1 IB^ 
 
 
 10 20 ! 
 
 SO 
 
 40 
 
 50 
 
 60 
 
 
 70 
 
 Fig. 41. — Carbon monoxide and excess air. 
 
 
 liitii liltHltltttt 
 
 fM 
 
 Ffnc 
 
 IjTT 
 
 ITT 
 
 
 ma 
 
 Mf 
 
 
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 t:: 
 
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 pra 
 
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 ssps 
 
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 1 
 
 
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 11 
 
 M 
 
 
 
 H^ 
 
 
 
 
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 3 4 & 6 7 8 9 K) II 12 
 
 Fig. 42. — Carbon monoxide and rate of evaporation. 
 
 i3 14 
 
 23. Heat=Balance. — From data obtained, it has been possible to complete 
 a heat-balance for i8 tests. The results appear as columns 92 to 112, Appen- 
 dix II. Graphic representations of the heat absorbed and of the heat lost, 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 49 
 
 plotted in terms of the rate of evaporation, are presented by figs. 43 and 44. 
 The necessity for two diagrams is to be regretted. It has been no part of the 
 purpose of the present work to make tests of coals, and thus far in the dis- 
 cussion it has been possible to avoid bringing into direct comparison the 
 results obtained from the two varieties employed. The process of making 
 up a heat-balance, however, admits of no compromise, and the discussion 
 which follows necessarily defines the behavior of the coals. In the considera- 
 tion given this portion of the work it will be well to remember that the com- 
 mercial grading of the two coals was not the same. This is well brought out 
 by the following summarized facts concerning them : 
 
 The Pocahontas coal used was run-of-mine, and as such it contained a 
 considerable amount of slack. It was fairly uniform throughout. 
 
 The Youghiogheny coal was obtained from two different sources and was 
 less uniform in quality. All tests involving this fuel, run prior to April 12, 
 were fired with a so-called Virginia lump, while tests run after this date were 
 fired with fuel delivered as run-of-mine, but which was screened at the labo- 
 ratory before being used. Averages of all results obtained from samples of 
 the Pocahontas and Youghiogheny coal is shown in the following statement. 
 
 The facts concerning the proximate and ultimate analyses of the coal used 
 in each test are given as columns 74 to 86, and its calorific values as columns 
 87 to 91, Appendix II. 
 
 
 Pocahontas. 
 
 Youghiogheny. 
 
 
 3.10 
 15-23 
 72-75 
 
 8.92 
 
 1.89 
 31-94 
 57-71 
 
 8.46 
 
 14,047 
 15.372 
 
 Volatile matter (per cent) 
 
 Fixed carbon (per cent) 
 
 Ash (per cent) 
 
 Heating value per pound of dry coal (b. t. u.) 
 
 Heating value per pound of combustible (b. t. u.) 
 
 14,347 
 15,802 
 
 In the diagrams, figs. 43 and 44, the term "heating-surface," as employed 
 in designating the abscissae, includes the heat-transmitting surface of both 
 boiler and superheater. The ordinates of the diagrams represent the percent- 
 age of heat in the fuel supplied. Distances measured on ordinates between 
 the axis and the first line A represent the percentage of the total heat supplied 
 which is absorbed by the water of the boiler. The line A is in fact a definition 
 of the efiiciency of the boiler under the varying rates of evaporation repre- 
 sented by the series of tests. While based upon a different unit, it is, as it 
 ought to be, similar in form to curves defining the evaporative efficiency of 
 the boiler, which show the poimds of water evaporated per pound of coal used 
 (figs. 27 to 31). The inclination of all such fines shows the extent to which 
 the efficiency of the boiler suffers as the rate of evaporation is increased. 
 The nature and extent of the losses leading to such a result are to be found 
 in the areas above the line A. The fact that the points representing different 
 tests, through which this Hne A is drawn, do not result in a smooth curve is 
 
50 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 TEST NO 133 107 134 131 113 132 135 
 
 UNACCOUNTED FOR 
 
 ASH 
 
 STACK CINDERS 
 
 FRONT END CINDERS 
 
 CO 
 
 ESCAPINO GASES. 
 
 MOISTURE. 
 SUPERHEATER. 
 
 BOILER. 
 
 5 6 7 6 9 10 II 12 13 
 
 EQUIv.Evar PER Foot of HeatingSurface per Hr. 
 
 Fig. 43. — Heat-balance of combined boiler and superheater as derived from tests of 
 Pocahontas coal. 
 
 TE31 
 
 'MC 
 
 . 1/9 
 
 130 
 1 
 
 101 IE 
 
 \ 
 
 4- III 
 
 \ 
 
 121 109 
 
 7 
 
 I 105 
 
 \ 
 
 IIZ. 
 // 
 
 
 
 
 1 
 
 i 
 
 fll 
 
 1 
 
 II 
 
 p 
 
 
 III 
 
 \:. :, 
 
 90 
 
 i 
 
 
 i|l 
 
 B 
 
 80 
 
 
 1 
 
 mi 
 
 1 
 
 
 1 
 
 I 
 
 
 j 1 
 
 70 
 
 
 1 
 
 m 
 
 I 
 
 ii 
 
 
 |; 
 
 eo 
 
 |ji 
 
 ..... 
 
 gso 
 5 
 
 
 1 
 
 Iv 
 
 ::p: :: 
 
 
 li ■ 
 
 : i 
 
 
 ;: 
 
 ii! iii 
 
 Qi.40 
 
 Mi\ 
 
 1 jl 1 
 
 
 1 
 
 
 g 
 
 
 i:|i 1 
 
 
 
 30 
 
 |[ 
 
 f#' 
 
 w 
 
 20 
 
 
 M 
 
 ™ 
 
 
 
 
 10 
 
 e 
 
 II 
 
 Mm 
 
 ■f ■ 
 
 
 
 
 
 l: 
 
 
 
 
 
 
 
 
 ■J™ 
 
 
 
 iUiiii 
 
 BIIiBffl 
 
 uu 
 
 
 ^m 
 
 UiUJI 
 
 UNACCOUNTED FOR 
 
 ASH 
 
 STACK CINDERS 
 
 FRONT END CINDERS 
 
 CO 
 
 ESCAPING OUVSES 
 
 MOISTURE.. 
 SUPERHEWTEB 
 
 BOILER 
 
 7 6 9 10 II 12 13 14 
 
 Eouivi En«m=. per Pr of Heatins Surf, per Hr. 
 
 Fig. 44. — Heat-balance of combined boiler and superheater as derived from tests 
 of Youghjogheny coal. 
 
SUPBRHEATBD STEAM IN IvOCOMOTIVE SERVICE. 5 1 
 
 due to irregularities in furnace conditions which were beyond the vigilance 
 of the operator, an explanation which applies equally to other lines, B, C, D, 
 etc., of the same diagrams. 
 
 The percentage of the total heat which is absorbed by the superheater is 
 measured by distances on ordinate between the line A and the line B. It 
 is apparent from the record that the percentage of the total heat absorbed 
 by the superheater is practically constant, whatever may be the power to 
 which the boiler is driven. The normal maximum power of a locomotive 
 may, for present purposes, be assumed to be that power which is represented 
 by an evaporation of 1 2 pounds of water per foot of heating-surface per hour. 
 Basing a statement on the record as it appears from the rate of power, the 
 superheater, which contains 16 per cent of the total heat-transmitting surface, 
 receives approximately 8 per cent of the total heat absorbed. Distances 
 between the broken line B and the axis represent the efficiency of the com- 
 bined boiler and superheater. Distances above this line B account for the 
 various heat-losses incident to the operation of the furnace, boiler, and 
 superheater. 
 
 Losses of heat arising from the presence of accidental and combined moisture 
 in the fuel, the presence of moisture in the atmospheric air admitted to the 
 fire-box, and of moisture resulting from the decomposition of hydrogen in 
 the coal are represented by distances measured on ordinates between the 
 lines B and C. It is of passing interest to note that the heat thus accounted 
 for is practically equal to that absorbed by the superheater. 
 
 Losses of heat in gases discharged from the stack are represented by dis- 
 tances measured on ordinates between the lines C and D. The distances 
 between the lines D and E represent that portion of these losses which is due 
 to the incomplete burning of the combustible gases. The record shows that 
 this loss is necessarily large, but does not increase with increased rates of 
 combustion, as has commonly been supposed. In other words, the loss in 
 evaporative efficiency with increase of power (figs. 27 to 32) does not occur 
 in any degree through the channel of the smoke-box gases. That portion of 
 this loss which is chargeable to incomplete combustion is small under low 
 rates of combustion, but may increase to values of some significance under 
 the influence of very high rates of combustion, as will be seen from the record 
 of the Youghiogheny coal. 
 
 Losses of heat through the discharge from the fire-box of unconsumed fuel 
 are represented by distances measured on ordinates between the lines E and 
 H. The loss thus defined is separated into three parts, namely: the heat 
 lost by partially consumed fuel in the form of cinders collecting in the front- 
 end {EF); the heat lost by partially consumed fuel in the form of cinders 
 or sparks thrown out of the stack (FG) ; the heat lost by partially burned 
 fuel dropping through the grate into the ash-pan (GH). 
 
52 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 The first two of these losses increase with the rate of power developed. 
 They are in fact the chief cause of the falling off of the evaporative efficiency 
 of a locomotive boiler with increased rates of power. This is well shown by 
 a comparison of the two diagrams. In the case of tests with the Pocahontas 
 coal (fig. 43) the cinder loss is comparatively heavy and the boiler efficiency 
 diminishes in a marked degree under high rates of power, while tests under 
 similar conditions with the Youghiogheny coal (fig. 44), involving less loss 
 by cinders, show an efiiciency of the boiler under high rates of power which 
 is much better sustained. 
 
 ~Z 3 4 5 6 7 8 9 10 II 12 13 
 
 Fig. 45. — Stack and front-end cinder loss, per cent of coal fired. 
 
 14 
 
 The cinder loss, expressed as a percentage of the total weight of coal fired, 
 is shown by fig. 45, and the heating value of the material thus accounted 
 for by fig. 46. It will be seen that cinders from the Pocahontas coal have 
 more than double the weight and that each pound has nearly double the 
 heating value of those resulting from the Youghiogheny coal, a result doubt- 
 less due in part to the large percentage of fine coal in the Pocahontas and 
 to the absence of such material in the Youghiogheny. The stack cinders 
 from both coals have a higher calorific value than those caught in the smoke- 
 box. Under the practice of the laboratory, in no case was the coal wetted 
 previous to its being fired. Concerning the general significance of the results, 
 it will be well to remember that the fuel used in all tests is of high quality. 
 I<ighter and more friable coals are as a rule more prolific producers of stack 
 and front-end cinders. 
 
 Radiation, leakage, and all other losses unaccounted for are represented 
 by distances measured on ordinates between the line H and the 100 per cent 
 line of the diagram. The radiation losses are probably from i to 2 per 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 53 
 
 cent of the total heat available, the remainder equaling from 2 to 4 per cent, 
 representing leakage of steam or water, or inaccuracy in the determination 
 of quantities already discussed. 
 
 24. A Summarized Statement with Reference to the Distribution of Heat in 
 the Locomotive Experimented upon. — It is sometimes convenient, for the pur- 
 pose of fixing values in one's mind, to have an elaborate statement of fact 
 summarized into a few representative values, the relation between which may 
 be easily remembered. Such a summary may be framed in the present case 
 
 
 
 
 
 1 
 
 ft:f 
 
 Bl 
 
 nn 
 
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 8000 
 
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 sii 
 
 E 3 4 5 6 7 8 9 10 1) 12 13 
 Fig. 46, — ^Heat value of stack and front-end cinders. 
 
 J4 
 
 by assuming that the normal maximum power of the locomotive tested is that 
 which involves a rate of evaporation of 12 pounds of water per square foot 
 of heating surface per hour, and by averaging values for this rate of power, 
 from the diagrams, figs. 43 and 44. The result may be accepted as showing 
 in general terms the action of such a locomotive as that tested when fired 
 with a good Pennsylvania or West Virginia coal. It is as follows: 
 
 Per cent. 
 
 Total heat available, absorbed by water in boiler 52 
 
 Total heat available, absorbed by steam in superheater 
 
 Total heat available, lost in vaporizing moisture in coal 
 
 Total heat available, lost through discharge of CO 
 
 Total heat available, lost through high temperature of escaping gases, the products 
 
 of combustion 
 
 Total heat available, lost through unconsumed ifuel in the form of front-end cinders . . 
 Total heat available, lost through unconsumed fuel in the form of cinders or sparks . . 
 
 passed out of stack 
 
 Total heat available, lost through unconsumed fuel in ash 
 
 Total heat available, lost through radiation, leakage of steam and water, etc 
 
 5 
 5 
 I 
 
 14 
 3 
 
 9 
 
 4 
 7 
 
 Total heat available accounted for. 
 
V. PERFORMANCE OF THE ENGINE AND OF THE LOCOMOTIVE 
 
 AS A WHOLE. 
 
 25. Indicator=Cards. — Data from indicator-cards taken from each end of each 
 cylinder at lo-minute intervals appear as columns 113 to 162, Appendix II. 
 An exhibit of cards, reproduced at the size taken, make up Appendix IV. 
 
 r s a 4- s 6 
 
 [Fig, 47, — Indicated horse-power; boiler-pressure 240 pounds. 
 
 a 4 6 8 lO IS 
 
 Fig. 48. — Indicated horse-power; boiler-pressure 200 pounds. 
 
 Two series represent tests at each pressure : one iti which the speed is constant 
 and the point of cut-off variable, and the other in which the point of cut-off 
 is constant and the speed variable. While the cards thus selected do not 
 represent all tests which were run, a sufficient number is included adequately 
 to show the form of card given by the engine under its entire range of action. 
 
 55 
 
56 
 
 SUPERHEATED STEAM IN I.OCOMOTIVE SERVICE. 
 
 26. Indicated Horse=Power. — The indicated horse-power is shown in detail 
 by columns 163 to 167, Appendix II, and graphically by figs. 47 to 50. These 
 figures show well the effect, upon the amount of power developed, of changes 
 in speed and of changes in cut-off. In these and in succeeding diagrams the 
 
 
 
 
 
 ^^^^^^ 
 
 
 
 
 SO 
 
 IBft 
 
 lOJ" r^ 
 
 
 : jr|&8l:JJ ^^1= : ; 1 1 r i 1 e| : !3=1 
 
 40 
 
 
 
 
 ^^UmI) '"it ^ ^ S ' 1 ^ ^^ n ' 
 
 
 
 
 ||||j|||M 
 
 30 
 
 
 
 20 
 
 
 
 'I 1' i - 
 
 
 
 
 
 JmBJffllwffiKil^ ^''\ Kni ^ p: W^4 ^ 
 
 
 1 
 
 2 ^ 
 
 I 
 
 6 8 10 13 14- 
 
 Fig. 49. — Indicated horse-power 
 
 boiler-pressure 160 pounds. 
 
 so 
 40 
 30 
 ao 
 
 a 4 6 8 10 IS 
 
 Fig. 50. — Indicated horse-power; boiler-pressure 120 pounds. 
 
 14 
 
 degree of expansion is expressed by the position of the reverse lever; the 
 corresponding cut-off in per cent of piston-stroke is approximately as follows: 
 
 Reverse-lever 2d notch, cut-off approximately 16 per cent. 
 
 4th " 
 
 6th 
 
 8th 
 
 loth 
 
 I2th 
 
 14th 
 
 21 
 27 
 35 
 43 
 51 
 57 
 
 All tests, it will be remembered, were rtm with a wide-open throttle. The 
 figures show that the maximum power (599) was developed under a boiler- 
 pressure of 160 pounds and a speed of 40 miles an hour, with the reverse-lever 
 
SUPERHBATBD STEAM IN LOCOMOTIVE SERVICE. 
 
 57 
 
 in the eighth notch. A comparison of the diagrams one with another will 
 show the effect of changes in boiler-pressure upon the power output of the 
 engine for any given position of the reverse-lever. For example, the power 
 developed at a speed of 40 miles an hour with the reverse-lever in the fourth 
 notch under the several pressures carried is as follows : 
 
 
 Corresponding 
 
 
 horse-power. 
 
 Pounds. 
 
 
 120 
 
 179 
 
 160 
 
 343 
 
 200 
 
 445 
 
 240 
 
 551 
 
 27. Steam Consumption per Indicated Horse=power. — The steam consump- 
 tion per indicated horse-power is shown by column 168, Appendix II, and 
 is presented graphically by figs. 51 to 54. These diagrams show clearly the 
 effect of speed and cut-off on the steam consumption of the cylinders. The 
 most complete exhibit is that of tests run at a pressure of 160 pounds. 
 In this series the full range of speed and cut-off possible under a wide- 
 open throttle has been carried out and consequently the exhibit of results 
 for this pressure discloses a record of the maximum and minimum perform- 
 ance under a wide-open throttle. The maximum steam consumption for any 
 test of record is 29.06 pounds and the minimum is 20.29. 
 
 Reviewing the results with reference to cut-off, it appears that under 240 
 pounds pressure the highest ejB&ciency is obtained when the reverse-lever is in 
 the fourth notch (cut-off 21 per cent of stroke). Under 200 pounds pressure 
 the highest efficiency is obtained when the reverse-lever is in the sixth notch 
 (cut-off 27 per cent of stroke). Under 160 pounds pressure the highest effi- 
 ciency is obtained when the reverse-lever is in the eighth notch (cut-off 35 
 
 SO 
 40 
 
 30 
 20 
 
 m 
 
 
 'i 
 
 ff ! 
 
 ^- 
 
 
 
 
 !!! f 
 
 
 
 
 
 m 
 
 
 1 
 
 if 
 
 1 
 
 
 
 1 
 
 
 
 1 
 
 
 
 l| 
 
 laEffi 
 
 "ir ^ ■ ui- 
 
 
 
 
 
 s 
 
 
 p 
 
 
 i iM^ 
 
 
 s 
 
 
 
 
 ; 
 
 
 
 ffii 
 
 
 4 
 
 
 i ■ ■! H 
 
 
 m 
 
 
 
 
 
 
 
 ^ 1 
 
 H 
 
 1 
 
 
 ^M 
 
 
 1 
 
 
 |i d 
 
 1 ■ 1 i 
 
 
 
 
 S m 
 
 f 5 
 
 \ 
 
 
 
 
 i 
 
 
 
 
 
 
 lifini 
 
 
 
 Bl 
 
 
 : : : :; 
 
 
 ■■ 
 
 
 m 
 
 
 jmi 
 
 
 1 
 
 
 || ^||5 
 
 1 
 
 1 
 
 
 
 1 1 
 
 wK 
 
 1 
 
 
 I 2 3 4 5 6 7 
 
 Fig. 51. — steam per indicated horse-power hour; boiler-pressure 240 pounds. 
 
58 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 
 M 
 
 
 
 I ^ ' 
 
 1^ 
 
 i 1 
 
 
 ;:;■■ M ; • | | ^ ^ j 'iN ^^ ' ^ 
 
 11- 
 
 
 fit 
 
 
 
 ; f; 
 
 
 ■: 
 
 ; ;; 
 
 : : : ; ; : : 
 
 i '■ ■ ■ 
 
 
 
 
 
 T 
 
 ; 
 
 
 ;:;■:: ■ 
 
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 m 
 
 
 J 
 
 
 
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 4 
 
 
 ;; : ;■ ; 
 
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 oO 
 
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 ttW 
 
 i 
 
 
 ':!!;: : 
 
 V- ■■ ■ '\i 
 
 ^1 ■ 
 
 40 
 
 li •■ i 
 
 
 
 ii 
 
 1 
 
 
 
 JM :^ 
 
 
 30 
 
 
 
 
 Itf"^ 
 
 1 
 
 
 
 |i;: \ ; l:::i:::i! I:' ::■!:: : 
 
 , ( 
 
 20 
 
 
 
 
 ; ■ :: 
 
 
 
 ■ li 1 
 
 11^ :l Mm m :-M:| 
 
 • : 
 
 
 m 
 
 
 
 ; ;::: 
 
 
 
 ; ii 
 
 i -: ^•^^ h : 
 
 ; : ; , : 
 
 
 
 
 : ; 
 
 r 
 
 
 
 ':':'- j 
 
 t| 1 ■ f: : 11 :-• 
 
 
 I' 1* 
 
 fe 
 
 ?^k 
 
 ?y 
 
 i 
 
 1 
 
 vm 
 
 1 ii,! ill iJ P^ ^WR 
 
 iM. . 
 
 2 4 6 8 10 12 14 
 
 Fig. 52. — Steam per indicated, horse-power hour; boiler -pressure 200 pounds. 
 
 50 
 
 Hi 
 
 
 
 1 
 
 
 |||M 
 
 40 
 
 IIH 
 
 ' 
 
 30 
 
 1 
 
 g 
 
 ^ 
 
 1 
 
 
 
 ill 
 
 
 
 20 
 
 ffl^p ; :: 
 
 
 
 HH 
 
 
 
 
 'wJrit- Wff 
 
 1 
 
 fI i ' ii ^ffl: BppMHiMJIIIIIIIIil 
 
 2 4 6 8 10 12 14- 
 
 Fig, 53. — Steam per indicated horse-power hour; boiler-pressure 160 pounds. 
 
 2 4 6 8 10 12 14 
 
 Fig. 54. — Steam per indicated horse-power hour; boiler-pressure 120 pounds. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 59 
 
 per cent of stroke). When the pressure was 120 pounds the highest efficiency 
 was obtained when the reverse-lever was in the twelfth notch (cut-off 5 1 per 
 cent of stroke). These conditions of cut-o£F attending maximum efficiency- 
 are substantially the same as those which were found to be necessary when 
 the engine was served with saturated steam; that is, supplying the engine 
 with steam superheated 150° or more requires no change in cut-off for maxi- 
 mum efficiency. 
 
 Changes in steam consumption with changes of speed are of the same 
 character as those occurring when saturated steam is used. Thus, under a 
 constant cut-off and full-open throttle, and beginning at a low speed, the steam 
 consumption generally diminishes with increase of speed. Tests at lower 
 pressures, however, show that the minimum consumption is reached at a 
 speed of approximately 40 miles an hour and that higher speeds involve 
 increased consumption. The least steam consumption per horse-power hour 
 for each of the several pressures at which tests were run is shown by fig. 55. 
 
 
 il 
 
 1 
 
 1 
 
 
 1 
 
 
 
 ft 
 
 
 
 1 
 
 ffl 
 
 irt 
 
 p 
 
 50 
 
 40 
 
 P 
 
 1 
 
 1 
 
 
 i 
 
 
 
 * 
 
 
 
 p 
 
 A^ j 
 
 Sji 
 
 M 
 
 i 
 
 u 
 
 m 
 
 1 
 
 I'.^i i[i 
 
 oL 
 
 1^ 
 
 
 'ffj^ 
 
 
 
 i/rM 
 
 ^W ' i 
 
 jty£^ 
 
 ffi 
 
 30 
 
 ^ 
 
 i 
 
 1 
 
 
 p 
 
 
 
 ^ 
 
 
 
 m 
 
 s 
 
 B 
 
 1 
 
 ^^ 
 
 ^ 
 
 m 
 
 
 fe 
 
 
 
 ^^sp 
 
 
 
 §f 
 
 'p™ 
 
 ffi 
 
 i 
 
 AVERASE 
 
 PS 
 
 ^ 
 
 Wi 
 
 
 M 
 
 
 
 rtf^ 
 
 
 
 S 
 
 Mljjji 
 
 wt 
 
 i 
 
 B H 
 
 s 
 
 s 
 
 
 W 
 
 
 
 ^S 
 
 
 
 M 
 
 l*Sf 
 
 ^n 
 
 m 
 
 
 tgm) 
 
 M 
 
 M 
 
 
 =ffl 
 
 
 
 TftjW 
 
 
 
 A 
 
 llllljlll 
 
 nm 
 
 ffl 
 
 
 
 
 
 
 
 ^ 
 
 
 fS^ 
 
 
 
 n 
 
 iiiimiiii 
 
 nmn 
 
 ffl 
 
 
 
 
 
 
 
 120 
 
 160 
 
 200 
 
 240 
 
 Fig, 55.- 
 
 -Least steam consumption for each of the several 
 speeds at different pressures. 
 
 For the purpose of securing a statement of the steam consumption of the 
 engine as set forth by the data presented, values for all pressures have been 
 plotted upon a single sheet. In making up this figure, values for the second- 
 notch tests at 160 pounds have been excluded, since these tests were at a very 
 low power and there are no corresponding tests at other pressures. In a few 
 cases values for other pressures not covered by the data have been derived 
 by extrapolation. Points thus plotted fall within the shaded area of fig. 56, 
 which area may therefore be accepted as a full representation of the facts 
 developed with reference to steam consumption by the present series of tests. 
 The least steam consumption for each of the several pressures as represented 
 by the average values given in fig. 55 is indicated upon the shaded zone by 
 points designated by crosses, while the average of all accepted values for each 
 given pressure are represented upon the shaded area by circles. In order 
 that the steam consumption of the engine may be defined by a single series 
 of values, a line (AB, fig. 56) has been drawn through the average points 
 
6o 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 represented by the circle. It is proposed to accept this line as representing 
 the steam consumption of the experimental engine under the several pressures 
 employed. It should be noted that it is not the least consumption nor the 
 maximum, but that it is the average of a group of results all of which repre- 
 sent normal working conditions, and none of which represent a consumption 
 more than 4 pounds above the minimum. 
 
 2B0 
 
 225 
 
 200 
 
 175 
 
 150 
 
 125 
 
 100 
 
 75 
 
 50 
 
 25 
 
 5 10 15 20 25 30 35 
 
 Fig, 56. — Steam consumption under different pressures. 
 
 From the curve it appears that the minimum normal consumption is 
 obtained under a pressure of 200 pounds, and that at this pressure it amounts 
 approximately to 21.6 pounds per indicated horse-power hour. 
 
 ! 
 
 
 u 
 
 
 '\ 
 
 
 '\i\ 
 
 :-^ 
 
 ■^\ 
 
 
 I:: 
 
 
 
 
 i 
 
 \ 
 
 
 
 :: 
 
 
 E| 
 
 |; 
 
 
 : 
 
 :n 
 
 ■ 
 
 
 ; 
 
 
 
 ; 
 
 
 
 B 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 5 
 
 w 
 
 
 
 
 \-i 
 
 
 
 
 
 
 
 : 
 
 
 ±1 
 
 
 
 
 : 
 
 
 
 
 
 
 
 
 1 
 
 i 
 
 
 28. Steam Shown by Indicator (column i69,also columns 175 to 195, Appen- 
 dix II) . — ^Values in these columns disclose the condition of the mixture in the 
 cylinder. If, for any test, it should appear that there is present in the cylinder 
 more than 100 per cent of mixture, it is to be accepted as evidence that for 
 that test the steam was superheated at release. The data show that such a 
 condition is not closely approached for any of the high-pressure tests, all of 
 which were necessarily run under comparatively short cut-off. As the pres- 
 sure is reduced and the cut-off is lengthened the percentage of steam accounted 
 for increases, and for two tests under a pressure of 120 pounds the actual 
 presence of superheated steam is shown. This applies to tests for which the 
 cut-off was not less than half stroke. By reference to columns 168 and 169 
 
superhe;ate;d steam in IvOcomotive service. 
 
 6i 
 
 it will appear that for these tests, also, the percentage of steam accounted for 
 by the indicator was greater than that accounted for by the tank, which is 
 conclusive evidence that the exhaust was superheated. 
 
 A comparison of the percentages of the total mixture, which are shown by 
 the indicator at release (column 193, Appendix II), with similar values taken 
 from the performance of the saturated-steam locomotive Schenectady No. 2, 
 is presented in table i. Results obtained at a speed of 30 miles an hour only 
 are included. For example, when the boiler-pressure is 240 pounds, the 
 percentage of the mixture shown as steam is 83 per cent when superheated 
 steam is used and 77 per cent when saturated steam is used. Similarly, 
 when the boiler-pressure is 120 pounds, the percentage of total mixture 
 accounted for varies from 90 to 106 when superheated steam is used and from 
 72 to 85 when saturated steam is used. In general, it appears that, under 
 conditions herein defined, the substitution of superheated for saturated steam 
 results in an increase of the percentage of mixture, which is shown by the 
 indicator for all events of the stroke, and that the rate of increase becomes 
 greater as the cut-off is prolonged and also as the boUer-pressure is dimin- 
 ished — results which are consistent and easy of explanation. 
 
 Table i . — Percentage of mixture shown as steam at release by indicator-cards. 
 {Speed, 30 miles per hour.) 
 
 Cut-off, 
 reverse- 
 
 
 Percentage of mixture shown as 
 
 steam at release by indicator-cards. 
 
 
 
 
 
 
 lever 
 
 Boiler-pressure 
 
 Boiler-pressure 
 
 Boiler-pressure 
 
 Boiler-pressure 
 
 " notch 
 
 240 pounds. 
 
 200 pounds. 
 
 160 pounds. 
 
 120 pounds. 
 
 from 
 center 
 
 
 
 
 
 
 Super- 
 
 Sat- 
 
 Super- 
 
 Sat- 
 
 Super- 
 
 Sat- 
 
 Super- 
 
 Sat- 
 
 
 heated. 
 
 urated. 
 
 heated. 
 
 urated. 
 
 heated. 
 
 urated. 
 
 heated. 
 
 urated. 
 
 I. 
 
 II. 
 
 III. 
 
 IV. 
 
 V. 
 
 VI. 
 
 VII. 
 
 vin. 
 
 IX. 
 
 2 
 
 82.8 
 
 750 
 
 85.- 
 
 72.9 
 
 85-7 
 
 
 
 
 4 
 
 82.2 
 
 76.7 
 
 86.2 
 
 77-5 
 
 87.4 
 
 75-7 
 
 89.8 
 
 72.0 
 
 6 
 
 
 
 89.7 
 
 75-5 
 
 86.0 
 
 77 -o 
 
 
 
 8 
 
 
 
 
 
 90.9 
 
 80.0 
 
 89.7 
 
 74.6 
 
 12 
 
 
 
 
 
 
 
 93-5 
 
 
 14 
 
 
 
 
 
 
 
 106.0 
 
 84.7 
 
62 
 
 SUPERHEATED STEAM IN IvOCOMOTlVE SERVICE. 
 
 29. Coal Consumption. — The coal consumption per indicated horse-power 
 hour appears as column 203, Appendix II. The values of this column show 
 that under favorable conditions the consumption is approximately 3 pounds, 
 the minimum value of record being 2.8 pounds. In 2 tests only, of the 38 
 tests of record, does it reach a maximum of 4 pounds. The coal consumption 
 per draw-bar horse-power hour appears as column 202, Appendix II, and 
 graphically as figs. 57 to 60. These values are based upon direct obser- 
 vations. They include no accounting for differences in the quahty of fuel; 
 these and irregularities arising from other sources are dealt with in para- 
 graph 30. 
 
 
 
 If 'g 
 
 ^ 
 
 '^^ 
 
 
 "g 
 
 
 rrr 
 
 T'; p 
 
 P'f 
 
 m 
 
 
 1 
 
 
 \ 
 
 
 a 
 
 "" 1 
 
 1 
 
 ■ 1 
 
 
 
 
 1 
 
 1 
 
 
 1 j 
 
 
 i 
 
 I 
 
 
 
 
 
 ■: 
 
 
 
 
 
 
 |: 
 
 \l 
 
 
 11 
 
 
 1 
 
 :: 1 
 
 
 
 [: 
 
 
 ]': 
 
 
 : 
 
 
 
 B^B 
 
 1 
 
 
 50 
 
 
 
 i 
 
 I 
 
 
 U 
 
 
 i 
 
 ;ili 
 
 1 : 
 
 
 j 
 
 
 ■■ 
 
 
 1 
 
 
 
 1 ! ? 1 
 
 M 
 
 1 
 
 ^10 
 
 
 
 1 
 
 
 
 M 
 
 
 m 
 
 1 : m 
 
 1 
 
 
 ; 
 
 
 i 
 
 
 ; 
 
 
 
 li ^t* ^ 
 
 1 
 
 
 
 
 
 
 1 
 
 '■■t 
 
 
 i 
 
 
 1: 
 
 1 
 
 : : : 
 
 
 1 
 
 
 
 
 1 
 
 ; 
 
 1 
 
 
 
 
 
 
 
 
 1 
 
 
 
 p 
 
 
 '\ 
 
 
 
 
 m 
 
 
 1 
 
 
 
 
 1 
 
 
 
 
 20 
 
 
 
 
 1 
 
 
 
 ^ 
 
 
 
 -I 
 
 ■ 
 
 
 
 
 ■;; 
 
 
 
 
 
 j ^ z 
 
 
 ■ 
 
 
 
 
 
 1 
 
 
 
 i 
 
 
 
 ::: :} 
 ■■■1 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 : :: 
 
 
 
 ^^fiyi}^ 
 
 1 
 
 1 
 
 
 1 
 
 
 i 
 
 MP 
 
 I 
 
 
 1 
 
 1 
 
 1 
 
 
 1 
 
 
 I 
 
 T 3 S 
 
 
 1 
 
 
 
 9ii 
 
 
 
 h 
 
 
 Fig, 5 
 
 I 2 3 4. 6 6 
 
 ''7. — Coal per draw-bar horse-power hour; boiler-pressure 240 pounds. 
 
 
 
 
 
 
 i; 
 
 
 II 
 
 
 
 so 
 
 a 
 
 
 
 
 ::: 
 
 
 40 
 
 Hi 1 I 
 
 1 
 
 ■y':i \vh:\ \ : 
 
 
 ■ 
 
 30 
 
 
 
 
 
 1 
 
 M 
 
 
 
 20 
 
 
 : 
 
 
 
 ; 
 
 
 
 ■ 
 
 
 
 : 
 
 iji: 
 
 mSu aSS 
 
 
 i ' 1 1 ii 
 
 
 
 2 4 6 8 10 12 
 
 Fig. 58. — Coal per draw-bar horse-power hour; boiler-pressure 200 pounds. 
 
 14 
 
SUPERHEATED STEAM IN I,OCOMOTlVE SERVICE. 
 
 63 
 
 Z 4 6 8 10 12 14 
 
 Fig. 59. — Coal per draw-bar horse-power hour; boiler-pressure 160 pounds. 
 
 50 
 40 
 
 1 
 
 MM 
 
 ^M 
 
 
 1 
 
 
 
 
 
 
 1 
 
 
 
 ;5; 
 
 
 i 
 
 
 
 1 
 
 
 
 ^0 
 
 If 
 
 
 
 
 : : 
 
 
 
 m 
 
 
 Fig. 60 
 
 2 4 6 8 10 12 14 
 
 . — Coal per draw-bar horse-power hour; boiler-pressure 120 pounds. 
 
 30. Comparing the Performance of the Locomotive, assuming Incidental 
 Irregularities in the Tests to have been Eliminated. — It is apparent that any 
 series of values based directly upon experimental observations will present 
 irregularities. In the course of the preceding discussion it was sought 
 to eliminate the effect of certain of these irregularities and to define the per- 
 formance of the boiler, of the superheater, and of the cylinders of the loco- 
 tive experimented upon in terms which have resulted from a careful summari- 
 zation of all the data available. Making use of the statements of performance 
 thus secured, it is possible to compile a table of engine performance based upon 
 the experimental data but freed from its inconsistencies. Columns 204 to 
 215, Appendix II, make up such a table. The basis of the correction and 
 calculations underlying each value will be foimd set forth in its proper place. 
 
 Obviously, the exhibit of such a table will have the highest value for pur- 
 poses of comparison. Thus, the equation defining the performance of the 
 boiler and superheater combined is £'=11.706—0.214 H, and that defining 
 the performance of the superheater is 7=123— o.265P-f 7.28 H, and the 
 performance of the engine is defined by the curve A B, fig. 56. 
 
64 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 It is now possible to determine the coal consumption per indicated horse- 
 power per hour by assuming the efficiency of the locomotive to be that defined 
 in the above relationship. The derived results are given as table 2, which 
 follows. 
 
 Tabi,E 2. — Locomotive performance under different pressures. 
 
 Boiler- 
 pressure. 
 
 Pounds of super- 
 heated steam per 
 indicated horse- 
 power per hour; 
 values from curve. 
 
 B. t. u. per pound 
 
 of steam, feed 60° 
 
 and superheat 
 
 from equation. 
 
 Equivalent 
 pounds of steam 
 
 per indicated 
 horse-power hour. 
 
 Equivalent 
 
 pounds of water 
 
 per pound of dry 
 
 coal. 
 
 Pounds of coal 
 
 per indicated 
 
 horse-power 
 
 hour. 
 
 1 
 
 3 
 
 3 
 
 4 
 
 5 
 
 6 
 
 Pounds. 
 240 
 220 
 200 
 180 
 160 
 140 
 120 
 
 22.6 
 21.8 
 21.6 
 
 21.9 
 22.3 
 22.9 
 23-8 
 
 1258.7 
 1261.8 
 1263.1 
 1261.7 
 1259-3 
 1256.4 
 1252.7 
 
 29-45 
 28.48 
 28.25 
 28.61 
 29.07 
 29.79 
 30.87 
 
 9 
 9 
 9 
 9 
 9 
 9 
 9 
 
 426 
 501 
 518 
 491 
 455 
 399 
 316 
 
 3-12 
 
 3,00 
 2.97 
 
 3-01 
 3-08 
 3-17 
 3-31 
 
 Column I in table 2 gives the boiler-pressure. 
 
 Column 2 gives the steam consumption per indicated horse-power per hour for the several 
 pressures, as defined by the curve A B, fig. 56. 
 
 Column 3 gives the number of thermal units in the pounds of steam at the several pressures, 
 assuming the feed-water temperature at 60° F. and the degrees superheat 
 that represented by the equation T=i23 — 0.265P-I-7.28 H. 
 
 Column 4 gives the number of pounds of water from and at 212° F. per indicated horse- 
 power hour. It equals column 2 times column 3-7-965 . 8. 
 
 Column 5 gives the pounds of water evaporated from and at 212° F. per pound of coal and 
 is calculated as follows : Assuming that a fair average load for the locomotive 
 tested is 440 horse-power and that this unit of power is developed under all 
 pressures, the corresponding rate of evaporation may be found by multi- 
 plying this value by those of column 4 and dividing by the area of water- 
 heating surface plus superheating surface; that is, rate of evaporation = 
 440 X column 4-=- 12 16. The equivalent pounds of water per pound of coal is 
 found by substituting the rate of evaporation found for H in the equation 
 £■= 1 1 . 706 — o . 2 14 H. 
 
 Column 6 gives the pounds of coal per indicated horse-power hour and equals column 4-7- 
 column 5. 
 
 From the values given in the table it will be seen that the coal consumption 
 per indicated horse-power hour varies from 2.97 to 3.31. The minimum 
 value 2.97 is found at 200 pounds boiler-pressure. 
 
VI. LOCOMOTIVE EFFICIENCY AS AFFECTED BY ITS RUNNING 
 SCHEDULE: AN ACCOUNT OF A SERIES OF I>4TERMITTENT 
 TESTS. 
 
 31. Coal Saving as Affected by Operating Conditions. — In the work which 
 has preceded it has been the purpose to deiine the efficiency of the boiler and 
 engines of the locomotive experimented upon, under constant conditions of 
 operation. Tests were not started until the engine had been subjected to 
 preliminary running and until all parts of the machine had had an opportunity 
 to assume the temperature normal to the conditions prescribed for the test. 
 Performance thus defined may be accepted as maximum. The conditions of 
 service introduce avenues through which losses occur which do not appear in 
 a test run under such conditions. In the process of starting fires, in raising 
 steam-pressure, and in moving the locomotive from its round-house to 
 its train, fuel is required which is not made immediately available in the 
 movement of trains; fuel is consumed while the locomotive stands at sta- 
 tions or upon passing tracks, and a considerable amount is in the fire-box 
 unconsumed when the locomotive dehvers up its train at its terminal. The 
 percentage of the total fuel supplied a locomotive which is thus accounted 
 for depends upon local conditions and upon the character of the service. It 
 is important to note that no improvement in the thermodynamic action of 
 the locomotive can materially effect an economy in the use of the fuel thus 
 accounted for. 
 
 32. An Outline of Laboratory Tests Involving Intermittent Running. — As a 
 
 part of a study designed to show the value of superheated steam in locomotive 
 service, an attempt has been made to secure an estimate of those expenditures 
 of heat which may not be reduced or otherwise affected by the general adop- 
 tion of superheating locomotives. To this end tests have been made in the 
 course of which the movement of the locomotive and the amount of work 
 done by it have been controlled in response to a fixed schedule, the observa- 
 tions including the consumption of coal, water, etc., covering the entire period 
 from the starting of fires to the end of the day's work. Altogether nine such 
 tests have been run, the duration of each being 8 hours and 20 minutes. 
 
 In all cases the first starting of the engine occurred 1 20 minutes after the 
 starting of fires and the remaining 400 minutes of the test were occupied with 
 definite periods of running and of standing. In one series of tests the nmning 
 was made to equal one-half of the total time and these tests will hereafter be 
 referred to as "half-time tests." In the other series the running time equaled 
 one-quarter of the total time, and these tests will hereafter be referred to as 
 
 65 
 
66 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 3 
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SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 67 
 
 the " quarter- time tests." A graphic representation of the schedule for the 
 half-time tests is shown by fig. 61, and 4bat of the quarter- time tests by- 
 fig. 62. A summary of the data for all tests will be found as tables 28 to 36 
 of Appendix III. 
 
 It was the purpose to have the draw-bar pull and the speed during the time 
 of normal running the same for all tests. It was assumed that the value of 
 tests run under such conditions would depend largely upon the degree of 
 precision with which the program could be duplicated. For the purpose of 
 demonstrating the accuracy with which this could be done, one test (No. 5) 
 was duplicated, the results appearing in the data (Appendix III) as those of 
 205a. In the first of these duplicate tests, 34,600 pounds of water were 
 evaporated by the use of 4,590 pounds of coal, while in the second test 33,600 
 pounds of water were evaporated with 4,490 pounds of coal. The difference 
 in the total amount of steam used in these two tests is 3 per cent and the 
 difference in the evaporative efficiency of the boiler is less than i per cent. 
 The complete exhibit of data for these intermittent tests and a detailed 
 description of the methods employed in obtaining them are presented as 
 Appendix III. 
 
 33. Boiler Performance. — ^The data in detail covering the performance of 
 the boiler are set forth by columns 22 to 40, Appendix III. The evaporative 
 efficiency per pound of dry coal is given by column 40. In these values, 
 however, the boiler is not charged with the coal used in firing up, which, as 
 will be seen by column 32, is from one-sixth to one-seventh the total quantity 
 used for a test, and the effect of including this would be to reduce the evapo- 
 rative efficiency by this amount. As would be expected, even without includ- 
 ing the coal used in firing up, the evaporative efficiency of the boiler diminishes 
 as the schedule involves a larger percentage of idle time. For example, from 
 column 40 it appears that the quarter-time tests are, with one exception, less 
 efficient than the half-time tests. The results of the quarter-time tests show 
 a tendency to improve when the boiler-pressure is reduced. 
 
 34. The Results of the Chemical Work Underlying the Heat=Balance of the 
 Boiler appear in columns 56 to 82, and the results of the heat-balance itself 
 are presented as columns 83 to 92, Appendix III. In reviewing the results 
 herein set forth it should not be forgotten that all tests were run substantially 
 at the same power; the load upon the boiler did not change materially in 
 passing from one test to another. The pressure for the several tests, how- 
 ever, ranged from 240 to 120 pounds. Tests were run at each pressure 
 both upon the quarter-time and half-time schedules. The results of the 
 heat-balance, as obtained, are set forth graphically by figs. 63 and 64. 
 They show the percentage of the total heat available which is absorbed by 
 the boiler and superheater, which is discharged in the form of waste gases, 
 
68 
 
 SUPERHEATBD STEAM IN LOCOMOTIVE SERVICE. 
 
 TEST NO. Z07 
 
 ■ UN«couNTEO rat 
 
 • ASH 
 
 - CINDER5 
 
 - ESCAPING eiaSE» 
 
 - MOISTURE 
 
 840 
 
 Boiler Pressure 
 
 Fig. 63. — Heat-balance, half-time tests. 
 
 leo 200 
 
 Boiler Pressure 
 
 TEST NO, 20a 
 
 S04 
 
 S02 
 
 UNACCCWWEO FOR 
 
 ESCAPINe OUCS 
 ■MOISTURE 
 
 leo 200 
 
 Boiler Pressure 
 
 Fig. 64. — Heat -balance, quarter-time tests. 
 
 and which is due to incomplete combustion in the form of CO and in the 
 form of unconsumed sohd fuel, including cinders and fuel in the ash. The 
 unaccounted-for loss includes the radiation . and convection losses from the 
 boiler; also, stack losses of every sort which occurred during the time the 
 engine was not running. The period covered by the heat-balance does not 
 include the 120 minutes occupied in getting up steam. The average values 
 of these losses for all tests made are summarized in table 3. 
 
 Values for the full-time tests, which are quoted in this table, are those 
 derived from the work presented in the preceding chapter. They represent 
 results obtained when the engine was running at the same power which was 
 employed with half-time and quarter-time tests and when fired with the same 
 coal. It will be seen that the losses due to moisture, incomplete combustion, 
 and cinders are but little affected by changes in the running schedule. The 
 loss due to escaping gases is less for the quarter-time tests, principally because 
 the heat thus accounted for includes that carried up the stack only while 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 69 
 
 the engine is running. Fuel in the ash and the losses unaccounted for seem 
 to occasion the decreased boiler efficiency which attends the intermittent 
 action of the locomotive. It is thought that the increase in the fuel lost 
 with the ash is caused by the more frequent stirring to which the fire was 
 subjected in the intermittent running, an operation which assists unconsumed 
 coal in its course through the grate. The unaccounted-for losses in the 
 intermittent tests include, in addition to those incident to the full-time tests, 
 the heat carried up the stack and any loss incident to incomplete combustion 
 while the engine is at rest. The values of the table show that the effect of 
 intermittent running upon the evaporative efficiency of the boiler is slight. 
 
 Table 3. — Heat balance, average at all pressures, under various schedules of running time. 
 
 Proportion of running 
 time to stops. 
 
 Per cent of heat in combustible fired. 
 
 Loss due 
 
 to 
 moisture. 
 
 Loss due 
 to escap- 
 ing gases. 
 
 Loss due 
 to incom- 
 plete com- 
 bustion. 
 
 Loss due 
 
 to cinders 
 
 and 
 
 sparks. 
 
 Loss due 
 
 to refuse 
 
 in ash. 
 
 Loss un- 
 accounted 
 for. 
 
 Efficiency 
 of boiler 
 and super- 
 heater 
 (per cent). 
 
 1 
 
 8 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 « 
 
 Full time 
 
 4-77 
 4.41 
 4.42 
 
 14-58 
 12.55 
 11.25 
 
 0.92 
 
 1-5 
 
 1.6 
 
 3-96 
 3-76 
 
 4- 50 
 
 3-95 
 3-88 
 6.50 
 
 5-69 
 
 7-23 
 
 10.72 
 
 66.13 
 66.67 
 61 .01 
 
 Half time 
 
 Quarter time 
 
 35. Performance of the Engine. — A summary of results showing the per- 
 formance of the engine is presented as columns 41 to 55, Appendix III. 
 Certain of these values, compared with similar ones obtained in the full-time 
 tests, both with superheated and saturated steam, are presented as table 4.* 
 
 Table 4.' — Coal and steam consumption for various schedules of running time. 
 
 I 
 
 1 
 
 n 
 
 3 
 p, 
 
 :3 
 
 s 
 •s" 
 
 1 
 
 
 
 
 
 
 
 
 Full-time tests. 
 
 
 
 Superheated steam. 
 
 Saturated steam. 
 
 g 
 
 U 
 
 S3 
 
 a 
 
 5 
 
 u u 
 
 il 
 
 (0 
 
 ■g.3 
 
 Pounds of coal per draw- 
 bar horse-power hour, 
 including coal used to 
 fire up. 
 
 U 
 
 
 
 3 
 
 
 111 
 
 (1< 
 
 •S-a 
 as 
 
 8 i 
 
 
 
 ft 
 
 Pounds of coal per draw- 
 bar horse-power hour, 
 including coal used to 
 fire up. 
 
 3 
 
 s 
 
 
 
 % 
 
 3 
 
 
 
 
 
 il 
 
 ".§ 
 111 
 
 <iJ IH 
 
 aw 
 
 •si 
 
 I-. 
 
 M ° 
 
 1- 
 
 ■«-j 
 
 y 
 
 p, 
 
 
 
 3 
 
 
 
 
 h 
 
 ill 
 
 u 
 
 P.(U 
 
 8"?. 
 
 Si 
 
 1 
 
 a 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 9 
 
 10 
 
 11 
 
 13 
 
 13 
 
 14 
 
 15 
 
 16 
 
 240 
 200 
 160 
 120 
 
 30 
 30 
 30 
 30 
 
 19 
 
 25 
 30 
 42 
 
 29.0 
 26.7 
 28.2 
 28.9 
 
 5-28 
 
 4- 50 
 :4-i5 
 4-36 
 
 6.28 
 
 5-23 
 4-87 
 
 6-95 
 
 19 
 25 
 30 
 
 42 
 
 26.4 
 24.0 
 
 24-5 
 26.2 
 
 4-55 
 3.60 
 3.82 
 3-87 
 
 5.16 
 4-13 
 
 4.27 
 
 4-25 
 
 21 
 
 21 
 27 
 36 
 
 22 . I 
 
 21.5 
 22 . I 
 23.1 
 
 3-58 
 3-41 
 356 
 3-62 
 
 21 
 21 
 27 
 
 33 
 
 24.4 
 25-7 
 
 25-3 
 27-5 
 
 3-66 
 3-93 
 3-92 
 4.22 
 
 ♦Values for saturated steam are taken from " High Steam-Pressures in Locomotive 
 Service," Publication No. 66, Carnegie Institution of Washington. 
 
70 
 
 SUPBRHBATBD STBAM IN LOCOMOTIVE SERVICE. 
 
 The steam consumed per indicated horse-power hour is presented as columns 
 49 and 50, Appendix III. Column 49 gives values based upon the time 
 during which the engine was running under constant conditions only, while 
 column 50 is based upon all the time elapsing between the first starting of 
 the engine and the end of the test. 
 
 The effect of frequent stops upon the efficiency of the locomotive during 
 the time it is in motion is best shown by fig. 65. The upper line (5) of this 
 figure shows the steam consumed per indicated horse-power during the time 
 when the engine is running under the constant conditions of the intermittent 
 
 35 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 
 
 
 
 
 
 2S 
 
 
 
 
 
 
 
 JM+i&I ' ' - 
 
 20 
 
 
 
 
 
 ■■' 
 
 T 
 
 1 I ! 1 : : : :: 
 
 1 i^MiM:; 
 
 15 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 10 
 
 : ::: 
 
 
 
 
 
 
 
 5 
 
 HI 
 
 
 
 
 
 
 
 
 
 IH 
 
 ■p 
 
 ■ij^pi 
 
 ^ 
 
 > 
 
 
 pi^^iii^lly'''''******'**'^ 
 
 Fig. 65. — Steam consumption under identical conditions of power, speed, etc., as deliv- 
 ered, At by constant running tests, B, by intermittent tests. 
 
 tests. The lower line (A) shows the same relation as developed by the full- 
 time tests under constant conditions normal to the ordinary work of the 
 locomotive. The upper curve is located from two series of points indicated 
 by crosses in circles, one series referring to the half-time intermittent tests, 
 the other to the quarter- time intermittent tests. 
 
 It will be seen that for all pressures the steam consumption is greater as 
 derived from the intermittent tests, and that the difference begins to increase 
 with increase of steam-pressure beyond 160 pounds. Thus, at 120 pounds 
 boiler-pressure, the steam consumption is approximately 5 per cent greater 
 for the intermittent tests, and at 240 pounds it is fully 10 per cent greater. 
 This diagram may be accepted as showing the difference in steam consump- 
 tion under identical conditions of running, except that in the case of the 
 lower curve the running is continuous and in the case of the upper curve it 
 is intermittent. The difference undoubtedly results from the cooling of the 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 71 
 
 metallic parts of the engine during the time it is standing and the recurring 
 necessity of reheating these parts after the engine has been started. 
 
 The amount of steam required per indicated horse-power hour, based upon 
 the average power developed for full-time constant condition tests and for 
 the half-time and quarter-time tests, is shown by fig. 66. The values in this 
 figure representing the intermittent tests are based upon the total duration 
 of the test, including periods of idleness, acceleration, and constant running. 
 The increased steam consumption resulting from the intervals of idleness and 
 the intervals during which the running is at half the power amounts to 19 
 
 50 too ISO 200 250 
 
 Fig. 66. — Steam consumption as affected by schedule of running. 
 
 per cent for the half-time tests and 31 per cent for the quarter- time tests, 
 when the boiler-pressure is 1 20 pounds, these values being reduced to a min- 
 imum for a pressure of approximately 180 pounds. Obviously, the losses 
 resulting from intermittent running, as set forth in this diagram, include those 
 which are defined by fig. 65, and also those which occur through the low efii- 
 ciencyof the engine under starting conditions and such as result from radiation, 
 leakage, etc., while standing. They are necessarily a function of the schedule 
 and apply to conditions of practice only in so far as the schedules adopted 
 may be regarded as typical of practice. They are also losses which can not 
 be greatly affected by the substitution of superheated for saturated steam. 
 No steam was lost by the safety-valve during any of the intermittent tests. 
 
 36. Coal per Draw=bar Horse=power is given in columns 53 to 55, Appendix 
 III, and is shown graphically by fig. 67. The figure shows that at the lower 
 boiler-pressures the difference in the amount of coal required to develop a 
 horse-power at the draw-bar for intermittent running in comparison with that 
 
72 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 
 :] :: : ; 
 
 :; : ::i ::i: ; 
 
 
 
 6 
 5 
 
 mmi i:N 
 
 
 ^^ 
 
 1 
 
 A 
 3 
 
 
 IB 
 
 1 
 
 (: 
 
 2 
 
 1 
 
 
 ... 
 
 1 
 
 il 1 1 1 IWffiWi 
 
 50 00 
 
 
 
 ipMiP 
 
 ilMJ 
 
 Fig. 67. — Coal consumption as affected by the schedule of running. 
 
 required in running under constant conditions is considerably less than for 
 higher pressures. A part of this difference is undoubtedly due to small 
 leakage losses, which of course persist even during the time the engine is 
 standing. In this connection it is again necessary to state that the relations 
 shown by fig. 67 do not charge against the engine the amount of coal used 
 in firing up. The extent to which the charging of this coal would affect the 
 values is well shown by the comparison of values which appear in table 4. 
 
 37. Conclusions to be Drawn from the Results of the Intermittent Tests. — 
 
 The results show: 
 
 1 . That the locomotive under test in the laboratory may be operated under 
 any desired schedule, which schedule may be duplicated with a satisfactory 
 degree of accuracy from day to day. 
 
 2. The boiler efficiency of a locomotive which is run intermittently is not 
 materially lower than that of a locomotive under constant conditions of 
 operation. 
 
 3. The steam consumption of a locomotive, the schedule of which involves 
 standing time in excess of its running time, is increased during the time it 
 is in motion by from 5 to 10 per cent of its normal consumption while running, 
 due to the cooling of its cylinders and connected parts while at rest. This 
 statement makes no allowance for losses which, in practice, may occur at the 
 safety-valve while standing. 
 
 4. A locomotive, the schedule of which involves standing time in excess of 
 its running time, and which in starting after its several periods of rest is 
 required to work under conditions less efficient than those of normal running, 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 73 
 
 may consume an amount of steam lo to 20 per cent in excess of its normal 
 consumption under constant conditions of running. 
 
 5. The steam consumption of a locomotive, the schedule of which involves 
 intermittent running, is from 10 to 22 per cent greater than that for constant 
 running when the idle time equals the running time, and is from 23 to 34 
 per cent greater when the idle time is double the running time. 
 
 6. The coal consumption of a locomotive, the schedule of which involves 
 intermittent running, is from 11 to 30 per cent greater than that for constant 
 running when the idle time equals the running time, and from 24 to 52 per 
 cent greater when the idle time is double the running time. 
 
 7. The increase in the coal consumption resulting from the intermittent 
 movement of the locomotive is least for the locomotive experimented upon 
 for steam-pressures between 160 and 200 pounds. 
 
 8. The coal consumption of a locomotive the schedule of which involves 
 intermittent running, will be increased by an amount which is not less than 
 20 per cent of the values given in paragraphs 6, 7, and 8, if the coal used in 
 starting the fires is charged against it. 
 
VII. ECONOMY RESULTING FROM THE USE OF SUPERHEATED 
 
 STEAM. 
 
 38. Comparisons Involving Boiler and Superheater. — ^The whole discussion 
 as presented in the preceding chapters has been developed with a view to 
 establishing in concise terms the performance of the locomotive experimented 
 upon while operating under superheated steam. The method of expressing 
 results and the units of measurement employed have been so chosen that a 
 comparison may readily be made with those which have previously been 
 derived for the same locomotive when, as Schenectady No. 2, it was operated 
 with saturated steam. The changes in the extent of heat-transmitting surface 
 resulting from the apphcation of the superheater are described in detail by 
 Appendix I. Data concerning the performance under saturated steam, which 
 are made a basis for comparison, are drawn from a previous report entitled 
 "High Steam- Pressures in I^ocomotive Service."* Youghiogheny coal or 
 its reduced equivalent has been used in all cases. 
 
 39. Boiler Performance. — The boiler of Schenectady No. 2, designed for 
 delivering saturated steam, gave an efficiency expressed by the equation 
 
 £=11.305—0.221 H 
 
 while the boiler as equipped with a Cole superheater, Schenectady No. j, gave 
 an efficiency expressed by the equation 
 
 £■=11.706—0.214 H 
 
 Obviously, on the basis of these equations, the superheating boiler has the 
 advantage. The comparison is, however, not a fair one, since in both cases 
 the equations are based on the extent of heat-transmitting surface, and in 
 Schenectady No. 3 such surface was sacrificed in making room for the super- 
 heater. To make the comparison fair, the term in the equation represent- 
 ing equivalent pounds of water per square foot of heating surface must be 
 expressed in terms of total power delivered by the boiler. Comparisons on 
 this basis, showing the performance of the boiler in one case and of the boiler 
 and superheater in the other case, expressed in terms of the equivalent evapo- 
 ration, are shown diagrammatically by fig. 68. 
 
 It will be seen that even upon this basis the efficiency of the combined 
 boiler and superheater is superior to that of the boiler alone, the increase 
 averaging between 3 and 4 per cent. The reason for this is not entirely 
 apparent. An examination of related data suggests that the lines of fig. 68 
 
 ♦Publication No. 66, Carnegie Institution of Washington. 
 
76 
 
 SUPERHEATBD ST^AM IN WCOMOTIVe SERVICE. 
 
 should not be far apart. Draft values plotted in terms of the rate of evapo- 
 ration are lower for the superheating locomotive than for the locomotive 
 using saturated steam, but when these are reduced to equivalent values 
 representing an equal amount of power they are identical for both locomo- 
 tives — a condition which implies equaUty in the fuel lost in the form of cinder 
 and spark. Similar comparisons involving smoke-box temperature lead to 
 identical conclusions. 
 
 Upon the basis of these statements the relation defined by fig. 68 is not 
 confirmed by collateral evidence. This statement, however, does not discredit 
 
 12 
 
 
 
 
 HB 
 
 I \ i 
 
 II 
 
 
 
 
 
 m:m| 
 
 10 
 
 
 
 
 
 |i| 
 
 9 
 
 
 
 
 
 8 
 
 
 
 
 
 7 
 
 
 
 
 
 6 
 
 
 
 
 
 5 
 
 
 
 lllll 
 
 ]iA^^=#ltfriirtlll| fiiJil^ljiffiBM 
 
 4 
 
 
 
 
 
 5 
 
 
 
 
 : ; 
 
 2 
 1 
 
 
 
 
 IIIIIIB^^^^^^^^^^^^^^^^^^^ 
 
 100 200 300 400 
 
 Fig. 68. — ^Boiler efficiency, 
 
 the record, which is in fact one of no small significance. The line of perform- 
 ance for the superheating locomotive (fig. 68) depends upon results of 38 
 tests and that for the saturated-steam locomotive upon results of 40 tests. 
 It is therefore difficult to see how either could have been affected to the extent 
 indicated by any incidental cause or causes. Whatever the conclusion may 
 be with reference to this matter, it is clear that the combined boiler and 
 superheater of Schenectady No. J are not less efficient than the boiler of 
 Schenectady No. 2, while being worked at the same rates of power, and the 
 face value of the data shows its efficiency to be higher by 4 per cent. 
 
 40. Comparisons Involving the Performance of the Engine. — The steam 
 consumption per indicated horse-power hour for the superheating locomotive 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 77 
 
 as determined by the results of 38 tests has been defined as the hne A B, fig. 
 56. A similar line based upon the results of 100 tests of the saturated-steam 
 locomotive establishes the cylinder performance of that machine. Replotting 
 the results upon a single sheet gives the diagram, fig. 69. This exhibit (or 
 
 50 100 150 200 250 
 
 Fig, 69. — Steam per indicated horse-power hour. 
 
 better, perhaps, the numerical values given by columns 2 and 4, table 5) 
 shows well the saving in water realized by substituting steam superheated 
 approximately 150° F. for steam which is saturated. The saving ranges 
 from 18 per cent when the boiler-pressure is 120 pounds to 9 per cent when 
 the boiler-pressure is 240 pounds. It appears, also, from the diagram that 
 with superheating the least consumption of water, 21.6 pounds per horse- 
 power hour, is secured when the boiler-pressure is approximately 200 pounds. 
 
 Table 5. — Steam per indicated horse-power hour. 
 
 Boiler- 
 pressure, 
 (pounds). 
 
 Saturated steam. 
 
 Superheated steam. 
 
 Pounds of 
 steam per 
 indicated 
 horse-power 
 per hour. 
 
 B. t. u. per 
 
 indicated 
 
 horse-power 
 
 per minute. 
 
 Pounds of 
 steam per 
 
 indicated 
 horse-power 
 
 per hour. 
 
 B. t. u. per 
 
 indicated 
 horse-power 
 per minute. 
 
 1 
 
 3 
 
 3 
 
 4 
 
 5 
 
 240 
 220 
 200 
 180 
 160 
 140 
 120 
 
 24.7 
 25.1 
 
 25-5 
 26.0 
 26.6 
 27.7 
 29. 1 
 
 483 
 491 
 498 
 507 
 
 537 
 563 
 
 22.6 
 21.8 
 21.6 
 
 21.9 
 
 22.3 
 
 22 .9 
 23.8 
 
 474 
 459 
 455 
 461 
 468 
 481 
 497 
 
78 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 and that variations in the consumption resulting from changes in pressure 
 are shght (column 4, table 5). For example, the water consumption for 
 all pressures between 160 pounds and 2 20 pounds ranges between 21.6 poimds, 
 the minimum value obtained, and 22.3 pounds, a range of approximately 4 
 per cent. 
 
 600 
 
 500 
 
 400 
 
 300 
 
 200 
 
 50 100 ISO ZOO S50 
 
 Fig. 70. — ^Thermal units consumed per horse-power per minute. 
 
 IttMWTkijMjjtitL 
 
 J^T 
 
 m 
 
 w 
 
 S 
 
 ■ 
 
 
 T I 
 
 ::: 
 
 
 :::: 
 
 IW 
 
 pilili 
 
 1 
 •i 
 
 
 ■:\\ 
 
 
 ■ 
 
 
 ii^f-fi 
 
 |l 
 
 
 
 1 
 
 
 
 
 % 
 
 
 
 : 
 
 !■■ 
 
 
 
 :::: 
 
 
 ^m 
 
 
 
 M 
 
 
 
 
 
 
 
 rrTTTff 
 
 
 ^m 
 
 |li;, 
 
 
 m 
 
 1 
 
 ■ 
 
 
 
 Is 
 
 mff 
 
 :!;;;; 
 
 1 
 
 
 50 100 150 200 250 
 
 Fig. 71. — Coal per indicated horse-power hour. 
 
 The saving of water in locomotive service is always a matter of moment ; 
 it diminishes the exactions of certain conditions in operation; and in some 
 districts, where water is bad or hard to obtain, it tends to simplify difficult 
 problems either in locomotive maintenance or in the maintenance of the 
 water-supply. The fact, therefore, that superheating affords a material 
 saving in the amount of water required, is not to be overlooked in estimating 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 79 
 
 the value of superheating as a practice. But the saving in heat is not pro- 
 portional to the saving in water, for each pound of superheated steam must 
 have more heat imparted to it than a pound of saturated steam at the same 
 pressure. As an indication of the thermal advantage to be derived from the 
 use of superheated steam in comparison with that of saturated steam, it is 
 desirable to reduce the steam in each case to the same thermal basis. This 
 has been shown graphically by fig. 70 and numerically by columns 3 and 5, 
 table 5. 
 
 Upon this basis the saving effected by the use of superheated steam is 12 
 per cent when the pressure is 120 pounds, and 2 per cent when the pressure 
 is 240 poimds. Under a boiler-pressure of 180 pounds the substitution of 
 superheated steam improves the efficiency of the engine 9. i per cent. 
 
 41. Comparisons Involving the Performance of the Locomotive as a Whole. — 
 
 The performance of the locomotive as a whole, as expressed in terms of coal 
 consumed per indicated horse-power hour, both for saturated steam and 
 superheated steam, and the saving effected by the substitution of superheated 
 for saturated steam, is given as table 6. These results, since they combine 
 the performance of both engine and boiler, represent a definition of the 
 improvement in the performance of the locomotive experimented upon as the 
 result of the substitution of superheated for saturated steam. They show 
 that the gain is most pronounced at the lower pressure; thus, at a pressure 
 of 120 pounds it is 17 per cent, while at a pressure of 240 pounds it is but 6 
 per cent. They show also that the performance of the locomotive using 
 superheated steam is only slightly affected by changes of pressure; for the 
 entire range of pressure from 120 pounds to 240 pounds the difference in coal 
 consumption from minimum to maximum is but a third of i pound, while for 
 
 Table 6. — Saving in coal effected by the use of superheated steam. 
 
 
 Pounds of coal per iudi- 
 
 Saving effected by the use of superheated steam. 
 
 cated horse-power 
 
 
 
 
 per hour. 
 
 Over values obtained 
 
 Over values obtained 
 
 Boiler- 
 pressure 
 (pounds). 
 
 
 with saturated steam at 
 same pressure. 
 
 with saturated steam at 
 180 pounds pressure. 
 
 Saturated 
 
 Superheated 
 
 Pounds per 
 
 
 Pounds per 
 
 
 
 steam. 
 
 steam. 
 
 I. H. P. 
 per liour. 
 
 Per cent. 
 
 1. H. P. 
 
 per hour. 
 
 Per cent. 
 
 1 
 
 % 
 
 3 
 
 4 
 
 5 
 
 6 
 
 t 
 
 240 
 
 3-31 
 
 312 
 
 0. ig 
 
 5-72 
 
 0.38 
 
 10.86 
 
 220 
 
 3 
 
 37 
 
 3.00 
 
 
 37 
 
 10 
 
 98 
 
 
 50 
 
 14.29 
 
 200 
 
 3 
 
 43 
 
 2.97 
 
 
 46 
 
 13 
 
 31 
 
 
 53 
 
 15-15 
 
 180 
 
 3 
 
 50 
 
 3.01 
 
 
 49 
 
 14 
 
 00 
 
 
 49 
 
 14.01 
 
 160 
 
 3 
 
 59 
 
 308 
 
 
 51 
 
 14 
 
 21 
 
 
 42 
 
 12.00 
 
 140 
 
 3 
 
 77 
 
 3-17 
 
 
 60 
 
 15 
 
 98 
 
 
 37 
 
 10.57 
 
 120 
 
 4 
 
 00 
 
 3-31 
 
 
 69 
 
 17 
 
 25 
 
 
 19 
 
 5-43 
 
8o 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 pressures between 175 pounds and 225 pounds it is practically constant and 
 always near the minimum value. The least coal consumption per indicated 
 horse-power hour, as it appears in the summarized statement, is 2.97 pounds, 
 and was obtained under a steam-pressure of 200 pounds. 
 
 The results sustain a claim which has been put forward by advocates of the 
 practice of superheating, to the effect that the adoption of such practice 
 permitted the steam-pressure to be materially reduced over that now employed 
 in locomotives using saturated steam without material sacrifice in efficiency. 
 A detailed numerical statement showing the saving in coal resulting from a 
 change from saturated to superheated steam is set forth by columns 4 to 7, 
 table 6. Columns 4 and 5 present results obtained by comparisons based on 
 equal pressures, and columns 6 and 7 those obtained by comparing values 
 obtained with superheating under the several different pressures employed 
 with those obtained from saturated steam at a pressure of 180 pounds. 
 
 42. Comparisons Involving the Capacity of the Locomotive. — The maximum 
 power presented by the data derived from the locomotive using superheated 
 steam is not to be accepted as a measure of its capacity. Except in the case 
 of the series of tests run at 160 pounds pressure, the number of tests was 
 insufficient to permit the establishment at each speed of a maximum cut-off 
 
 600 
 500 
 400 
 300 
 200 
 100 
 
 
 12 3^ 
 
 Fig. 72. — Indicated horse-power; boiler-pressure 240 pounds. 
 
 for which the boiler could be made to supply steam. But while direct evi- 
 dence is lacking, the data contain much which goes to show that the super- 
 heating locomotive is a more powerful machine than the locomotive using 
 saturated steam. For example, it has been shown that for the development 
 of equal amounts of power the combined boiler and superheater of the super- 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 8l 
 
 heating locomotive have an efficiency which equals or exceeds that of the 
 saturated-steam boiler; hence the boiler-power which it may be made to 
 deliver as a maximum equals or exceeds that which the boiler of thesaturated- 
 
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 500 
 400 
 300 
 200 
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 Fig. 73. — Indicated horse-power; boiler-pressure 200 pounds. 
 
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 500 
 400 
 300 
 200 
 100 
 
 
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 Fig. 74. — Indicated horse-power; boiler-pressure 160 pounds. 
 
 Steam locomotive can be made to deliver. But each unit of power delivered 
 from the boiler in the form of superheated steam is more effective in doing 
 work in the cylinders than a similar unit of power delivered in the form of 
 saturated steam; hence, at the limit, the superheating locomotive is more 
 
82 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 powerful than the one using saturated steam, and the difference is that which 
 measures the difference in the economy with which the cyhnders use steam. 
 The same question may be dealt with through another series of facts, as 
 follows: It can be shown that the power of any locomotive is limited by 
 its capacity to burn coal, and coal-burning capacity is a function of the draft. 
 The data show that for the development of a given cylinder power the draft 
 
 12 3 4 5 
 
 Fig. 75. — Indicated horse-power; boiler-pressure 120 pounds. 
 
 values of Schenectady No. 3 (superheating) were in all cases less than those of 
 Schenectady No. 2 (saturated). The extent of these differences is well shown 
 by figs. 72 to 75. They are of small value for tests under high pressure, but 
 as a rule they increase as the pressure is reduced. Tests at 160 pounds 
 (fig. 74) show that the power developed in return for a given draft is from 
 10 per cent to 16 per cent greater for the superheating locomotive than for 
 the saturated-steam locomotive. Obviously there is no reason why the draft 
 for the former should not be increased to limits practicable with the latter, 
 and when this is done the power developed by the superheating locomotive 
 will exceed that which is possible with the saturated-steam locomotive. 
 
 43. The Possible Economy which May Result from the Use of Superheated 
 Steam in Locomotive Service. — In the preceding paragraphs an attempt has 
 been made to define with accuracy the increased efficiency resulting from 
 the substitution in locomotive service of steam superheated to approximately 
 150° for steam which is saturated. The facts upon which comparisons have 
 been based have been derived by careful processes, and the results can safely 
 be accepted as the measure which has been sought. All discussion might 
 well end with the presentation of the facts referred to, were it not that out of 
 
SUP^RHEATBD STBAM IN IvOCOMOTIVB SBRVICB. 
 
 83 
 
 them arises a group of questions of great practical significance. To some 
 of these attention must be given. 
 
 As a general proposition, the gain which in any service will result from 
 the introduction of a superheater is a function of the degree of superheat 
 employed, and this in turn is limited by the ability of the materials compos- 
 ing the superheater and the exposed parts of the engine to withstand the 
 temperatures which are involved. The Prussian State Railway prescribes 
 a boiler-pressure of 180 pounds and a temperature of steam of 300° C, which 
 temperature may rise above 300°, but must never be allowed to exceed 350°. 
 That is, a degree of superheating of 190° F. is regarded as satisfactory, while 
 the maximum limit never to be exceeded is fixed at 280° F. Under normal 
 ruiming conditions the degree of superheating is considerably above 200° F. 
 
 Comparing the superheating effects described by these statements with the 
 degree of superheat obtained from the Purdue locomotive when working under 
 a pressure of 180 poxmds (fig. 21), it appears that those of the latter may 
 be increased by at least 33 per cent of their present value without exceeding 
 the limit which has been proved practicable in the every-day practice of 
 German railroads. The means to be employed in securing such a degree of 
 superheat are of course matters of detail which concern the design and pro- 
 portions of the superheater. The savings in water and fuel resulting from 
 the presence of the superheater, as set forth by data already presented, would 
 have been greater had the degree of superheat been higher. In the absence 
 of data derived from experiments it may be assumed that the possible increase 
 in the savings will be proportional to the increase in the degree of superheat. 
 
 200 
 
 Fig. 76. — Steam per indicated horse-power hour, showing possible gain by 
 increasing superheating 33 per cent. 
 
84 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 On the basis, therefore, of the experimental results already presented and 
 of these statements, the possible gain in water and fuel which may result 
 from the adoption of the superheater is seen by figs. 76 and 77, respectively. 
 
 
 
 
 
 1 
 
 
 |i 
 
 
 M 1 
 
 ii 
 
 
 
 
 1 
 
 5 K 
 
 
 
 
 a 
 
 
 
 
 m 
 
 1 1 
 
 
 
 
 $ 
 
 
 
 
 
 S 
 
 
 1 
 
 
 Ml i 
 
 i 
 
 
 
 
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 w 
 
 
 ill 
 
 m 
 
 
 
 
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 li ^ T 
 
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 3 M 
 
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 1 
 
 
 
 
 
 
 
 m 
 
 
 
 1 
 
 ^B 
 
 1 
 
 
 II 
 
 m 
 
 
 1 
 
 
 1 
 
 50 
 
 lOQ 
 
 150 
 
 200 250 
 
 Fig. 77. — Coal per draw-bar horse-power hour, showing pos- 
 sible gain by increasing superheating 33 per cent. 
 
 In these figures the upper line A is that of saturated steam as derived from 
 tests of locomotive Schenectady No. 2; the next below, B, is that of super- 
 heated steam as derived from tests of locomotive Schenectady No. 3, and the 
 dotted line C is that which is assumed to represent the performance which 
 Schenectady No. 3 would have given had the degree of superheating been 33 
 per cent greater than that actually obtained. These are not maximum sav- 
 ings, but are such as are to be expected under normal conditions of continuous 
 full-power operation. From this exhibit it appears that for boiler-pressure 
 of 180 pounds the substitution of superheated steam for saturated steam may 
 result in a reduction of water consumption from 26 pounds to 20.5 pounds, 
 a saving of 2 1 per cent, and in a reduction of coal consumption per draw-bar 
 horse-power of from 4 pounds to 3.25 pounds, a saving of 19 per cent. These 
 values may be accepted as representing what should reasonably be expected 
 of superheating in American locomotive service, so far as the experiments 
 herein described define them. 
 
 It will be a mistake, however, for anyone to assume that a railway com- 
 pany's bills for locomotive fuel may be diminished by the percentages set 
 forth in the preceding paragraph merely by the introduction of the super- 
 heater. It should be clear, for example, that no part of the fuel used in 
 raising the steam of a locomotive or of its wastes which occur between the 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 85 
 
 round-house and the starting of the locomotive at the head of its train can be 
 saved by the appHcation of a superheater to a locomotive. Assuming that 
 the fuel thus used is 15 per cent of the total for the run, a conservative esti- 
 mate, the amount which remains subject to the influence of the superheater 
 is 85 per cent of 19 per cent, or 16 per cent. 
 
 Again, the fuel used in maintaining a normal temperature of all parts of 
 the machine when the locomotive is at rest at stations and at passing-points 
 is fuel over which the superheater can exert no influence. The amount of 
 fuel thus used is a function of the schedule of the train. The results set forth 
 in Chapter IV show that in some classes of service upon American railways 
 it will be so small as to be negligible, but in other classes of service it will 
 constitute a considerable percentage of the total coal used. A review of 
 Chapter IV will suggest the difficulty which confronts one in an attempt to 
 fix numerical values covering fuel thus to be accounted for. Again, fuel used 
 in generating steam which is discharged through safety-valves can not in any 
 way be affected by the presence of a superheater. In none of the experi- 
 mental work the results of which are recorded in the preceding chapters has 
 there been any loss by safety-valves. This loss in practice is necessarily 
 indefinite. In some classes of service it is so small as to be negligible, and 
 in others it involves a considerable percentage of the total coal used. Finally, 
 attention should be called to the fact that the question at issue involves the 
 whole problem of maintenance. Steam leaking past valves and pistons or 
 coming out by leaky glands or through leaky cylinder-cocks or steam-joints 
 wherever located causes losses which remain undiminished in the presence 
 of the superheater. 
 
 Summarizing the preceding statements and making such deductions from 
 the known performance of the superheater as will sufiice to remove from 
 the calculations all expenditures of heat normal to the American locomotive 
 which are beyond the influence of the superheater, the actual net reduction 
 in the amount of fuel needed for locomotive use by a railroad having all its 
 locomotives equipped with satisfactory superheaters over that which would 
 be required if all employed saturated steam will be not far from 10 per cent. 
 This value is not to be accepted as of strictly scientific import, but merely 
 as an estimate based upon such facts as have appeared in the course of a 
 rather careful study of the problem. 
 
APPENDIX I. 
 
 THE LOCOMOTIVE EXPERIMENTED UPON. 
 
 44. Locomotive Schenectady No. 3 was developed from locomotive No. 2, 
 wluch has been elaborately described and illustrated in connection with an 
 earlier research conducted under the patronage of the Carnegie Institution 
 of Washington.* The changes made were only such as were involved by 
 the addition of a fire-tube superheater to the machine as previously con- 
 
 FiG. 78. — Outline elevation of locomotive. 
 
 structed. The changes were matters which concerned the construction of 
 the boiler and the arrangement of the steam-piping; the machinery of the 
 locomotive was not modified in any way. Figs. 78 to 86 illustrate the boiler 
 and superheater of Schenectady No. 3 in detail. 
 
 45. The Cole Superheater as applied to the locomotive is well shown in 
 fig. 80. It consists chiefly of a series of return-tubes extending inside of 
 certain of the flues which make up a portion of the water-heating surface. 
 To make room for the superheater the upper central portion of the usual 
 flue-space is taken by sixteen 5 -inch flues, which are reduced to a diameter 
 of 4 inches for 7 inches of their length at the fire-box end and increased to 
 a diameter of 5tV inches at the front tube-sheet. They have a length between 
 flue sheets of 138 inches. In each of these sixteen flues there is an upper and 
 a lower line of superheating tubes. Each line extends from a steam-pipe 
 header in the smoke-box back into its flue to a point near the back tube- 
 sheet, where it meets and is screwed into a return-pipe fitting of special design. 
 From the second of the two openings in this fitting a similar pipe extends 
 forward through the flue and into the smoke-box to a second header, from 
 which branch-pipes lead to the cylinders. All together, there are 32 of these 
 
 ♦Appendix I, "High Steam-Pressures in Locomotive Service,' 
 Carnegie Institution of Washington. 
 
 Publication No. 66, 
 87 
 
88 
 
 „s\i^^ne 
 
5^= 
 
 89 
 
90 
 
 SUPERHEATED STEAM IN IvOCOMOTIVE SERVICE. 
 
 Sec.AA 
 
 Fig. 81. — Superheater tee-head. 
 
 Fig. 82. — Superheater header. 
 
SUPBRHeATED STBAM IN 1,0C0M0TIVE SERVICE. 
 
 91 
 
 SEC. AA 
 
 Fig. 83, — End connections for return superheater tubes. 
 
 Fig. 84. — Branch-pipes. 
 
92 
 
 SUPBRHEATBD STSAM IN LOCOMOTIVB SERVICE. 
 
 loops. In 13 of the flues the lower loops are 1 16| inches long, extending into 
 the flue within 2 feet 5 inches of the back of the tube-sheet. In the other 
 3 flues the loops are, respectively, 3 feet, 2 feet, and i foot shorter than the 
 normal. The upper loop in each flue is in all cases approximately 9 inches 
 shorter than the lower loop. The headers to which the pipes of the super- 
 heater connect at the smoke-box end are of cast steel. They have walls 
 three-eighths of an inch thick and are cored in such a manner that all steam 
 passing the throttle-valve must traverse some one of the several loops. In 
 its passage from the boiler the steam leaves the dry-pipe C, fig. 80, and 
 
 Fig. 86. — Superheater damper cylinder. 
 
SUPERHBATSD STBAM IN LOCOMOTIVB SERVICE. 93 
 
 passes into the headers through the openings D in the top part of the tee- 
 head. It then flows downward through the passage in one side of this header 
 and passes back toward the fire-box through the 8 tubes which are joined 
 to it. At the castings which form the return bends, its direction is reversed 
 and it passes back through the return tubes to the passage in the other side 
 of the header. It then passes upward into the lower half of the tee-head E, 
 and from there into the branch steam-pipes. 
 
 46. The Principal Characteristics of Locomotive Schenectady No. 3 are as 
 
 follows : 
 
 Type 4-4-0 
 
 Total weight (pounds) 109,000 
 
 Weight on four drivers (pounds) 61 ,000 
 
 Valves (type, Richardson balance) : 
 
 Maximum travel (inches) 6 
 
 Outside lap (inches) ij 
 
 Inside lap (inches) o 
 
 Ports: 
 
 Length (inches) 12 
 
 Width of steam-port (inches) i J 
 
 Width of exhaust-port (inches) 3 
 
 Total wheel-base (feet) 23 
 
 Rigid wheel-base (feet) SJ 
 
 Cylinders: 
 
 Diameter (inches) 16 
 
 Stroke (inches) 34 
 
 Drivers, diameter outside of tire (inches) 69J 
 
 Boiler (type, extended wagon-top) : 
 
 Diameter of front-end (inches) 52 
 
 Length of fire-box (inches) 72 rV 
 
 Width of fire-box (inches) 34J 
 
 Depth of fire-box (inches) 79 
 
 Number of 2-inch tubes ni 
 
 Number of 5-inch tubes 16 
 
 Length of tubes (feet) 11. 5 
 
 Heating-surface in fire-box (square feet) 126 
 
 Heating-surface in tubes, water side (square feet) 897 
 
 Heating-surface in tubes, fire side (square feet) 817 
 
 Total water-heating surface, including water side of tubes (square feet) ... i ,023 
 
 Total water-heating surface, including fire side of tubes (square feet) . . . 943 
 Superheater; type. Cole return-tube: 
 
 Outside diameter of superheater tubes (inches) i\ 
 
 Number of loops 32 
 
 Average length of tube per loop (feet) 17.27 
 
 Total superheating surface based upon outside surface of tubes, surface 
 
 of headers neglected (square feet) 193 
 
 Total water and superheating surface, including water side of boiler-tubes 
 
 (square feet) 1,216 
 
 Total water and superheating surface, including fire side of boiler-tubes (square 
 
 feet) 1,136 
 
 Total water and superheating surface, accepted for use in all computations 
 
 (square feet) 1,216 
 
 Ratio of heating-surface based on water side to that based on fire side i .074 
 
 Thickness of crown-sheet (inch) /^ 
 
 Thickness of tube-sheet (inch) -^^ 
 
 Thickness of side and back sheet (inch) i 
 
 Diameter of radial stays (inches) ij 
 
 Driving-axle journals: 
 
 Diameter (inches) 7J 
 
 Length (inches) 8| 
 
94 SUPeRHEATBD STBAM IN I.OCOMOTIVE SERVICE. 
 
 47. A Comparison of the Dimensions of the boiler as set forth above with 
 those of Schenectady No. 2, follows. The exhibit shows the extent of the 
 change brought about by the installation of the Cole superheater. 
 
 Number of 2-inch flues displaced by sixteen s-inch flues, necessary to give place to 
 
 the superheater 89 
 
 Reduction in water-heating surface (square feet) 299 
 
 Reduction in water-heating surface (per cent) 22 .6 
 
 Heating-surface replaced by the installation of the superheater (square feet) 193 
 
 Heating-surface replaced by the installation of the superheater (per cent of surface 
 
 removed) 64.5 
 
 Reduction in total transmitting-surface (water and superheating) (square feet) .... 106 
 
 Reduction in total transmitting-surface (water and superheating) (per cent) 8 
 
APPENDIX II. 
 
 TESTS UNDER CONSTANT CONDITIONS. METHODS AND DATA. 
 
 48. The Tests. — All tests the results of which appear in this Appendix 
 were run under a fully open throttle. Four different boiler-pressures were 
 employed, namely, 240, 200, 160, and 120 pounds. At each of these pres- 
 sures tests were run at a speed of 30, 40, and 50 miles per hour, respectively, 
 and at 160 pounds pressure tests were run also at 20 miles per hour. In 
 general, tests were run at several cut-offs for each speed, but only at the 
 pressure of 160 pounds was the series extended throughout the entire possible 
 range. All tests were made on the Purdue University locomotive testing- 
 plant. The methods of testing have been so often described that repetition 
 here seems unnecessary.* Great care was always taken to avoid all occasion 
 for correcting observed data. Leaks, either of water or of steam, were not 
 permitted. 
 
 49. Observed and Calculated Data are presented in detail by tables 7 to 27. 
 In these tables each horizontal line represents a test and the several tests 
 are grouped with respect to steam-pressure. The duplicate tests 103a and 
 ma have been included in order to supply the boiler results which were 
 omitted from tests 103 and iii because of inaccuracies in the observed data. 
 The engine results of these duplicates have been omitted because the record 
 of the steam lost from the boiler is unreliable. Heat-balances have been cal- 
 culated for 18 of the tests. The blank spaces in the tables are due to the omis- 
 sion of certain results necessary to the working out of the heat-balance only. 
 
 An explanation of the several items comprising the tables of Appendix II 
 is as follows : 
 
 Table 7. — General Conditions. 
 
 Column I. Test number. 
 
 Column 2. Laboratory symbol. — The first term of this symbol represents the 
 speed in miles per hour, the second term represents the position of the reverse- 
 lever upon its quadrant expressed in notches from the center forward, and 
 the third represents the steam-pressure. 
 
 Column 3. Date on which the test was run. 
 
 Column 4. Duration of the test in minutes. 
 
 Column 5. Reverse-lever, notch from center forward. 
 
 Column 6. Position of throttle. — For all tests recorded the throttle was wide 
 open. 
 
 Column 7. Barometer- pressure, pounds per square inch. 
 
 ♦"Locomotive Performance.'' John Wiley & Sons, New York City. 
 
 95 
 
96 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Column 8. Boiler-pressure by gage. — ^^''alues given in this column are the 
 average of observations made at 5-minute intervals. 
 
 Column 9. Dry-pipe pressure by gage. — Values given in this column are 
 the average of readings taken at 5-minute intervals. Comparison of values 
 obtained from it with those obtained from the boiler-gage should disclose the 
 drop in pressure between the boiler and cylinder saddle. 
 
 Column 10. Temperature of laboratory, degrees Fahrenheit, is the average of 
 observations taken at lo-minute intervals. 
 
 Column II. Temperature by wet-bulb thermometer is the average of readings 
 taken at lo-minute intervals. 
 
 Column 12. Temperature by dry-bulb thermometer is the average of readings 
 taken at lo-minute intervals. 
 
 Table 8. — Water and Steam. 
 
 Column 13. Temperature of feed-water, in degrees Fahrenheit, is the average 
 of readings at lo-minute intervals. 
 
 Column 14. Water delivered to boiler is the total amount of water weighed, 
 less that lost by injector overflow. A large metal tank, suitably mounted 
 upon scales and connected to the injectors through an auxiliary storage-tank, 
 served as the means for weighing the water. The water lost by the injector 
 overflow was received by a small calibrated barrel upon the subfloor of the 
 laboratory. 
 
 Column 15. Water lost from boiler includes that discharged by the calori- 
 meter and the loss arising from the circulation around the superheater ther- 
 mometer tubes. The calorimeter loss per hour was: 
 
 When boiler-pressure was 240 pounds 54 pounds. 
 
 200 pounds 43 
 
 160 pounds 32 
 
 120 pounds 20 
 
 The superheater thermometer-plug loss was measured by passing the discharge 
 into a surface-condenser and collecting the condensate in a calibrated tank. 
 
 Column 16. Steam supplied the engine = column i/^ — column 15. 
 
 Column 17. Water evaporation, by boiler per hour = column 14 X 60 -r 
 column 4. 
 
 Column 18. Steam supplied theengine per hour = column 16 X 60 H- column 4. 
 
 Column 19. Quality of steam in dome. — This was determined by a throttling 
 calorimeter attached close to the dome. It was carefully insulated to prevent 
 loss by radiation. 
 
 Column 20. Temperature of steam by thermometer was measured by ther- 
 mometers placed in the branch-pipes at the point where they join the super- 
 heater header. The values given are the averages of readings taken at 
 5-minute intervals. 
 
 Column 2 1 . Degrees superheat = column 20 — the temperature correspond- 
 ing to saturated steam at the pressure shown by column 8. 
 
 Table 9. — Speed and Coal. 
 
 Column 22. Total revolutions is the difference between the initial and final 
 reading of the engine register. Readings were taken as the test proceeded 
 at 5-minute intervals. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 97 
 
 Column 23. Revolutions per minute = column 22 -7- column 4. 
 
 Column 24. Miles equivalent to total revolutions = column 22 times the cir- 
 cumference of drivers in feet -7- 5280 = column 22 -h 292.31. 
 
 Column 25. Miles per hour = column 24 X 60 -i- column 4. 
 
 Column 26. Kind of coal. — ^Two kinds of coal were used for the tests, 
 Pocahontas and Youghiogheny. The chemical and physical characteristics 
 of these coals are given elsewhere (tables 14 and 15). 
 
 Column 27. Dry coal fired.— 'Ry dry coal is meant coal free from both 
 surface and inherent moisture. The surface moisture was determined by 
 placing a sample of the coal in an oven through which air heated 20° or 30° 
 above the atmosphere was passed for 10 hours. The inherent moisture was 
 determined in connection with approximate analysis for 2 1 tests, the average 
 value for which was assumed to hold good for the remaining ones. 
 
 Column 28. Refuse. — The ash and the refuse caught in the ash-pan at the 
 end of the test results not only from firing during the test, but from the firing 
 before as well. In order, therefore, to make the proper corrections, those 
 values in this column for all tests involving a heat-balance were calculated 
 in the following manner : Let 
 
 o represent the weight of coal fired in raising steam-pressure and 
 maintaining it until the locomotive was started. 
 
 b, the weight of coal fired from the time the locomotive was started 
 
 until the time the test started. 
 
 c, the weight of coal fired during the test. 
 
 d, the refuse removed from theash-pan just before the engine started. 
 
 e, the refuse removed from the ash-pan during and after the test. 
 
 /, the per cent of combustible in the refuse removed before the test 
 
 started. 
 g, the per cent of combustible in the refuse removed during and 
 
 after the test. 
 
 As no forced draft, but natural draft only, was used up to the time the 
 locomotive started, and an examination of the smoke-box showed it to be 
 free from cinders just before the locomotive started, the weight of refuse from 
 coal a was calculated by the formula 
 
 „. . . r r per cent chemical ash in coal a X coal a 
 
 Weight of refuse = -— ; -. — -. — t—. j -. 7, 
 
 per cent chemical ash in refuse (100 — /) 
 
 Let h represent the value derived from this formula; then the weight of 
 refuse in the fire-box when the locomotive is started is h — d. If the per cent 
 of combustible in refuse / and g are the same, this weight can be subtracted 
 from e to obtain the amount of refuse rejected during the time of the test, 
 but since / is generally considerably greater than g, the following method of 
 correction was adopted. 
 
 Weight of refuse = (h— d) 
 
 ' 100— g 
 
 In addition, the weight of the refuse from coal 6 was subtracted from the 
 weight of refuse e. This weight of refuse = 
 
 b + c (. 100 
 
98 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Or, making one formula, the final corrected weight of refuse = 
 
 ( loo — g) 6 + c ( loo — g) 
 
 Column 29. Combustible fired. — Column 27 X (column 75 + column 76) 
 -T- (100 — column 74). 
 
 Column 30. Combustible consumed = column 29 — the sum of the weights 
 of the combustible in the cinders caught in the front-end, the combustible 
 in the sparks ejected from the stack, and combustible in the refuse from the 
 ash-pan. 
 
 Column 31. Dry coal per hour = column 27 X 60 -^ column 4. 
 
 Column 32. Dry coal per mile run = column 27 -r- column 24. 
 
 Tablb 10. — COAI,. 
 
 Column 33. Dry coal per square foot of grate-surface per hour = column 
 
 31-^17- 
 
 Colum/n 34. Dry coal per square foot of water and superheating surface per 
 hour = column 31 -=-1216. 
 
 Column 35. Combustible fired per square foot of water and superheating 
 surface per hour = column 29 X 60 -h column 4 X 1216. 
 
 Column 36. Combustible consumed per square foot of water and super- 
 heating surf ace per hour = column 30X 60-H column 4X 12 16. 
 
 Column 37. Cinders caught in front-end per hour. — Since the cinders caught 
 in the smoke-box include those deposited there before and after as well as 
 during the test, those values in this column which involve a heat-balance 
 were calculated as follows : Let 
 
 a represent the time the engine ran before and after the test. 
 
 b, the average draft during the time a. 
 
 c, the duration of the test in hours. 
 
 d, the average draft during the test. 
 
 e, the weight of cinders removed after engine stopped. 
 /, the weight of cinders caught during the test. 
 
 Then, 
 
 0> 
 
 c + 
 
 (^> 
 
 Tests for which heat-balances only were made were subject to the foregoing 
 correction. 
 
 Column 38. Sparks from the stack per hour were measured by the aid of a 
 cinder-trap operated throughout the entire test. The trap consists of an 
 inverted U-shaped tube mounted as shown in fig. 87. The cage 6 is a closed 
 cylinder, the sides of which are constructed of wire gauze so fine that while 
 the gases may easily escape the sparks which pass through the tube are 
 retained. The trap may be placed in any one of the five positions shown on 
 the diagram. In calculating the total weight of sparks ejected it was assumed 
 that the rate of discharge, as measured at the several positions of the tube, was 
 true only for the annular areas represented by these positions. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 99 
 
 Fig, 87. — Cinder-trap, 
 
 Column 39. Draft in the smoke-box was measured in the front-end at 'a 
 point in front of the diaphragm. It is expressed in inches of water and is 
 the average of readings at 5-minute intervals. 
 
 Column 40. Smoke-box temperature was measured by a high-grade mercury 
 thermometer. The values given are the average of readings at lo-minute 
 intervals. 
 
 Table loa — Comparative values 
 
 0/ Pocahontas and Y 
 
 oughii 
 
 )ghen} 
 
 coal. 
 
 
 
 
 Bquivalent evaporation 
 
 
 Equivalent evaporation 
 
 
 
 per pound of dry coal 
 
 Factor express- 
 
 per pound of dry coal 
 
 
 
 (Pocahontas coal). 
 
 
 (Youghiogheny coal). 
 
 Test No. 
 
 Laboratory 
 
 
 efficiency of 
 the two quali- 
 ties of coal. 
 
 
 symbol. 
 
 In the 
 boiler. 
 
 In the 
 boiler and 
 
 In the 
 
 In the 
 boiler and 
 
 
 
 superheater. 
 
 
 
 superheater. 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 107 
 
 30-2-200 
 
 905 
 
 9.72 
 
 1.06 
 
 9-54 
 
 10.24 
 
 108 
 
 30-4-200 
 
 8 
 
 20 
 
 8 
 
 88 
 
 
 06 
 
 8 
 
 67 
 
 9 
 
 35 
 
 113 
 
 50-4-200 
 
 7 
 
 19 
 
 7 
 
 82 
 
 
 16 
 
 8 
 
 35 
 
 9 
 
 07 
 
 "7 
 
 20-8-160 
 
 7 
 
 96 
 
 8 
 
 ,'i6 
 
 
 12 
 
 8 
 
 93 
 
 9 
 
 60 
 
 118 
 
 30-2-160 
 
 9 
 
 78 
 
 10 
 
 46 
 
 
 03 
 
 10 
 
 23 
 
 10 
 
 46 
 
 122 
 
 40-2-160 
 
 9 
 
 99 
 
 10 
 
 65 
 
 
 04 
 
 10 
 
 43 
 
 10 
 
 65 
 
 126 
 
 50-2-160 
 
 9 
 
 60 
 
 10 
 
 19 
 
 
 04 
 
 10 
 
 03 
 
 10 
 
 19 
 
 127 
 
 50-4-160 
 
 8 
 
 33 
 
 8 
 
 98 
 
 
 07 
 
 8 
 
 88 
 
 9 
 
 58 
 
 131 
 
 30-10-120 
 
 7 
 
 30 
 
 7 
 
 95 
 
 
 19 
 
 8 
 
 66 
 
 9 
 
 42 
 
 132 
 
 30-14-120 
 
 6 
 
 38 
 
 6 
 
 98 
 
 
 24 
 
 8 
 
 10 
 
 8 
 
 86 
 
 133 
 
 40-4-1 20 
 
 9 
 
 64 
 
 10 
 
 24 
 
 
 03 
 
 9 
 
 98 
 
 10 
 
 58 
 
 134 
 
 40-8-1 20 
 
 8 
 
 25 
 
 8 
 
 95 
 
 
 10 
 
 9 
 
 10 
 
 9 
 
 88 
 
 135 
 
 40-12-120 
 
 6 
 
 48 
 
 7 
 
 10 
 
 
 25 
 
 8 
 
 II 
 
 8 
 
 89 
 
 136 
 
 50-8-120 
 
 8 
 
 38 
 
 9 
 
 10 
 
 
 15 
 
 9.69 
 
 10.51 
 
lOO SUPERHBATBD STBAM IN LOCOMOTIVE SERVICE. 
 
 ■ While in the data of table loa, on page 99, all facts are given as observed, 
 there are elsewhere presented certain analyses in the course of which the 
 evaporative efficiency obtained from the Pocahontas coal has been expressed 
 in terms of an equivalent evaporation per pound of dry Youghiogheny coal. 
 The manner of making such changes was suggested by the study of the various 
 heat losses included in the heat-balance. It was noticed that these were prac- 
 tically the same for the two coals, except for the cinder-loss, which was greater 
 for the Pocahontas coal. The diffierence in each case was added to the ratio 
 representing the efficiency of the boiler, to give values for the efficiency such 
 as would have resulted had Youghiogheny coal been used. The multiplier 
 thus obtained is given in column 5 of table loa. 
 
 Tabi,^ II. — Boiler Performance. 
 
 Coluvin 4.1. Water evaporated per square foot of water and superheating 
 surf ace per hour = column 17-=- 12 16. 
 
 Column 42 . Water evaporated per pound of dry coal = column 1 7 -J- column 3 1 . 
 
 Column 43. Equivalent evaporation per hour by boiler = column 17 X col- 
 umn 54 -H 965.8. 
 
 Column 44. Equivalent evaporation per hour by the superheater = column 
 17 X column 55^965.8. 
 
 Column 45. Equivalent evaporation per hour by boiler and superheater — 
 column 43 -|- column 44. 
 
 Column 46. Equivalent evaporation per hour per square foot of water-heating 
 surface = column 43-^1023. 
 
 Column 47. Equivalent evaporation per hour per square foot of superheating 
 surface = column 44^193. 
 
 Column 48. Equivalent evaporation per hour per square foot of water and 
 superheating surface = column 45 -=-12 16. 
 
 Column 49. Ratio of heat absorbed per square foot of superheating surface to 
 that absorbed per square foot of water-heating surface = column 47 -=- column 46. 
 
 Column 50. Equivalent evaporation per square foot of grate-surface per hour = 
 column 45 -M 7. 
 
 Column 51. Equivalent evaporation per pound of dry coal by the boiler = 
 column 43 -=- column 31. 
 
 Column 52. Equivalent evaporation per pound of dry coal by superheater = 
 column 44 -^ column 3 1 . 
 
 Column 53. Equivalent evaporation per pound of dry coal by boiler and super- 
 heater = column 45 -=- column 3 1 . 
 
 Table 12. — Boiler Performance (Continued). 
 
 Column 54. B. t. u. taken up by each pound of water in the boiler = q—q^-{-xr. 
 
 Column 55. B. t. u. taken up by each pound of steam in superheater = c (t— t^} 
 + r (i—x). The values for specific heat of steam care those recommended 
 by Professor Carpenter.* 
 
 Column 56. B. t. u. taken up by each pound of water in boiler and super- 
 heater = column 54 -I- column 55. 
 
 ♦Proceedings A. S. M. E., vol. 28, No. ^, p. 278. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 lOI 
 
 Column 57. B. t. u. taken up by boiler per -minute = column 17 X column 
 54-=- 60. 
 
 Column 58. B. t. u. taken up by superheating per minute = column 17 X 
 column 55 -h 60. 
 
 Column 59. B. t. u. taken up by boiler and superheater per m,inute = column 
 57 + column 58. 
 
 Column 60. B.t.u. taken up by boiler and superheater per pound of dry coal = 
 column 42 X column 56. 
 
 Column 61. B. t. u. taken up by boiler and superheater per pound of com,- 
 bustible fired = column 59 X column 4^ column 29. 
 
 Column 62. B. t. u. taken up by boiler and superheater per 100 B. t. u. in 
 dry coal = 100 (column 60 -=- column 87). 
 
 Column 63. B. t. u. taken up by boiler and superheater per 100 B. t. u. in 
 combustible consumed = 100 X column 59 X column 4 ~- column 30 X col- 
 umn 88. 
 
 Column 64. Boiler horse-power = column 45-7-34.5. 
 
 Table 13. — Chemical Analysis of Smoke-Box Gases. 
 
 The gas analyses were made with an Orsat apparatus, using the usual 
 solutions of caustic potash, pyrogallol, and cuprous chloride for the absorption 
 of CO2, O2, and CO, respectively. 
 
 Fig. 88. — Smoke-box gas-sampling apparatus. 
 
 The sampling-tube, located as shown in fig. 88, was a f-inch copper tube 
 having 7 small holes, approximately 0.05-inch in diameter, spaced 4 inches 
 apart. The end of the tube was plugged. A small steam-aspirator g was 
 used to draw the gas from the smoke-box. The gas was first passed through 
 
102 SUPBRHEATBD ST^AM IN I^OCOMOTIVE SERVICE. 
 
 a bottle contaiijingiotton to free it from cinders and moisture; it then passed 
 through a Hne containing two 3-way cocks, d and e, to a mercury seal, and 
 finally through a steam-aspirator g to the atmosphere. Lead tubing was used 
 from the sampling-tube to the mercury seal, excepting where apparatus was 
 joined by heavy rolled-rubber tubing. Two 3-way cocks were provided in 
 order that both instantaneous and continuous samples could be collected 
 simultaneously. This was done for the first tests, and the results were found 
 to check very closely. 
 
 Fresh solutions were made for each test. On the longest test, of 2 hours 
 30 minutes duration, from 10 to 12 samples were analyzed. On the shorter 
 tests both instantaneous and continuous samples were analyzed to insure 
 correct results. 
 
 Although the holes in the sampling-tube were very small, they did not 
 cause any trouble by clogging up if cleaned before each test. The rate of 
 flow in the tube was always so well controlled by the steam-aspirator that 
 the gas samples could be drawn very readily, even though there were 5 or 
 6 inches of draft in the smoke-box. 
 
 Column 65. CO2, per cent. 
 
 Column 66. O2, per cent. 
 
 Column 6j. CO, per cent. 
 
 Column 68. N, per cent. 
 
 Column 69. Weight of dry gas per pound of carbon consumed = 
 
 iiC02 + 802 + 7(CO + N) 
 3(C02 + CO) 
 
 Column 70. Dry gas per pound of combustible fired = per cent Cin com- 
 bustible (based on combustible consumed) X column 69-^-Ioo. 
 
 Column 71. Air per pound of carbon consumed = N-;- 0.33 (CO2 -f- CO). 
 
 Column 72. Air per pound of combustible fired= per cent C in combustible 
 (based on combustible consumed) X column 71 -7-100. 
 
 Column 73. Ratio of air supplied to theoretical requirement = column 68 -r 
 
 N 
 
 (column 68— 3.78 X column 66) = ,-1 — :r-. 
 
 JN — 3.78O2 
 
 Tabids 14. — Chemicai, Anai^ysis op Coal. 
 
 During the test a shovelful of coal was taken from each wheelbarrow as a 
 sample. At the end of the test these samples were crushed and quartered 
 down to about 10 pounds. This was placed in a large sheet-iron tray in an 
 oven in which air, heated about 30° or 40° above the surrounding atmosphere, 
 was passed over it. About 8 or 10 hours were sufiScient to drive off the 
 surface moisture. The proximate and ultimate analyses were made at the 
 laboratory of the fuel testing plant of the United States Geological Survey 
 at St. lyouis, Missouri. 
 
 Proximate analysis of coal as fired. 
 
 Column 74. Moisture, per cent. 
 
 Column 75. Volatile matter, per cent. 
 
 Column 76. Fixed carbon, per cent. 
 
 Column 77. Ash, per cent. 
 
SUPERHBATED STEAM IN I^OCOMOTIVB SERVICE. I03 
 
 Ultimate analysis of dry coal. 
 
 Column 78. Carbon, per cent. 
 
 Column 79. Hydrogen, per cent. 
 
 Column 80. Oxygen, per cent. 
 
 Column 8 1 . Nitrogen, per cent. 
 
 Column 82. Sulphur, per cent. 
 
 Column 83. Ash, per cent. 
 
 Table 15. — Calorific Values. 
 
 A determination of the calorific value of the coal, calorific value of the 
 front-end cinders and the percentage of ash contained in them, the calorific 
 value of the stack cinders and the percentage of ash contained, the percentage 
 of ash in the refuse removed before the test, and the percentage of ash in the 
 refuse removed during the test was made from samples submitted to the 
 fuel-testing laboratory of the United States Geological Survey at St. lyouis. 
 A Mahler bomb calorimeter was used in the work. 
 
 Column 84. Per cent of combustible in front-end cinders. 
 
 Column 85. Per cent of comhustible in stack cinders. 
 
 Column 86. Per cent of combustible in refuse from ash pan. 
 
 Column 87. B. t. u. per pound of dry coal. 
 
 Column 88. B. t. u. per pound of combustible = colutnn 87 X (100 — column 
 74) -^ (column 75 -1- column 76). 
 
 Column 89. B. t. u. per pound of front-end cinders. 
 
 Column 90. B. t. u. per pound of stack cinders. 
 
 Column 91. B. t. u. per pound of refuse from ash-pan. 
 
 Table 16. — Heat-Balance. 
 
 Column 92. Calorific value in B. t. u. per pound of combustible. 
 Column 93. B. t. u. absorbed per pound of combustible fired = column 59 X 
 column 4-=- column 29. 
 
 Column 94. B. t. u. lost per pound of combustible due to water in coal = 
 
 — \ (212 -—t)-\-r-\-c (T — 212) r , where 
 
 100 
 
 t = temperature of laboratory, 
 a = per cent of moisture referred to combustible, 
 T = temperature of smoke-box gases, 
 r — latent heat of steam at atmospheric pressure, 
 c = the specific heat of steam at constant pressure. 
 Column 95. B. t. u. per pound of combustible due to water in air = per cent 
 of moisture in the air X column 72 X 0.48 (column 40 —column 10). 
 
 Column 96. B. t. u. lost per pound of combustible due to water formed by 
 hydrogen in the coal = per cent of hydrogen referred to combustible -=- 100 
 X 9X {(212 —column 10) -f 965.8 -f 0.48 X (column 40 — 212)} . 
 
 Column 97. B. t. u. lost per pound of combustible due to escaping gases = 
 column 70 X 0.24 X (column 40 —column 10). 
 
 Column 98. B. t. u. per pound of combustible due to incomplete combustion = 
 CO X per cent C in combustible X 10 150 ,^„ „„, 
 100 
 
I04 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Column 99. B. t. u. per pound of combtcstible due to front-end cinders = 
 (column 37 X column 89 X column 4) -j- (column 29 X 60). 
 
 Column 100. B. t. u. lost per pound of combustible due to stack cinders = 
 (column 38 X column 90 X column 4) -=- (column 29 X 60). 
 
 Column loi. B. t. u. lost per pound of combustible due to refuse in ash-pan 
 = column 28 X column 91 -^ column 29. 
 
 Column 102. B. t. u. unaccounted for = column 92 — the sum of all calcu- 
 lated losses + heat absorbed by boiler and superheater. This item includes 
 that due to radiation. 
 
 Tabi,e 17. — Heat-Balance. 
 
 Colum,n 103. Per cent of heat absorbed by boiler and superheater = 100 X 
 column 93 -i- column 92. 
 
 Column IQ4. Per cent of heat lost due to water in coal = 100 X column 94 H- 
 column 92. 
 
 Column 105. Per cent of heat lost dtw to water in air = 100 X column 95 -i- 
 column 92. 
 
 Column 106. Per cent of heat lost due to water formed by hydrogen in coal = 
 100 X column 96 -h column 92. 
 
 Column 107. Per cent of heat lost due to escaping gases = 100 X column 97 -~ 
 column 92. 
 
 Coluinn 108. Per cent of heat lost due to incomplete combustion = 100 X 
 column 98 H- column 92. 
 
 Column 109. Per cent of heat lost due to front-end cinders = 100 X columa 
 99 -J- column 92. 
 
 Column 1 10. Per cent of heat lost due to stack cinders = 100 X column 100 -r- 
 column 92. 
 
 Colum,n III. Per cent of heat lost due to refuse in ash-pan = 100 X column 
 loi -T- column 92. 
 
 Colunnn 112. Per cent of heat lost unaccounted for =100 X column 102-=- 
 column 92. — 
 
 Table 18. — ^EvEnts op Stroke from Indicator-cards. 
 
 The indicator work received careful attention. In all cases two instru- 
 ments were used on each cylinder. A short nipple and elbow constituted 
 the only piping between the indicator and the cylinder. The drum motion 
 was positive and provided a reciprocating-bar which moved just behind the 
 drum of the indicators, permitting action from the shortest possible length 
 of cord. 
 
 All events of stroke and all pressures represent average values as determined 
 from indicator-cards taken at lo-minute intervals. 
 
 Colum,ns 113 to 117. Adm,ission. 
 
 Columns 118 to 122. Cut-off. 
 
 Table 19. — Events op Stroke (Continued). 
 
 Columns 123 to 127. Release. 
 Columns 128 to 132. Compression. 
 
SUPERHEATED STEAM IN U)COMOTIVB SERVICE. IO5 
 
 Table 20. — Pressures from Indicator-cards. 
 
 Columns 133 to 137. Initial pressure. 
 Columns 138 to 142. Pressure at cut-off. 
 
 Table 21. — Pressures from Indicator-cards (Continued). 
 
 Columns 143 to 147. Pressure at release. 
 Columns 148 to 152. Pressure at compression. 
 
 Table 22. — Pressures from Indicator-cards (Continued). 
 
 Columns 153 to 157. Least hack pressure. 
 Columns 158 to 162. Mean effective pressure. 
 
 Table 23. — Engine Performance. 
 
 Columns 163 fo 167. Indicated horse-power. — The power was calculated 
 by the use of a constant based upon the accurately determined dimensions 
 of the engine and representing the horse-power, assuming the engine to make 
 I revolution per minute in response to i pound mean effective pressure. 
 These horse-power constants are as follows : 
 
 Right side. Left side. 
 
 TT i ^ (Headend 0.01222 0.0124.'; 
 
 Horse-power constants -^ i, J o^ --'.•ji^^j 
 
 ^ (Crank end 01186 .01207 
 
 The power for each cylinder-end was determined by multiplying the horse- 
 power constant by the average mean effective pressure for a test, columns 
 158 to 162, and by the revolution per minute, column 23. 
 
 Column 168. Steam per indicated horse-power per hour by tank. This is 
 column 1 8-=- column 167. 
 
 Column 169. Steam, per indicated horse- power per hour by indicator = 
 (column 184— column 189) X 60 X column 23-=- column 167. 
 
 Column 170. Pounds of saturated steam per indicator horse-power equivalent 
 to steam actually used = column 168 X (column 56 + g'o)-i-^. 
 
 Column 171. B. t. u. supplied engine per minute = column 56 X column 
 18H-60. 
 
 Column 172. B. t. u. supplied engine per minute, assuming temperature of 
 feed to have been equal to temperature of exhaust = column 18 (column 56 + i 
 — 32 — g) -=- 60, where t is the temperature of feed-water and q the heat in i 
 pound of water at a temperature corresponding to the least back-pressure. 
 
 Column 173. B. t. u. per indicated horse-power per mAnute = column 171 -^ 
 column 167. 
 
 Column 174. B. t. u. per indicated horse-power per minute on the assumption 
 that the temperature of the feed was equal to the temperature of the exhaust = 
 column 172 -^-167. 
 
 Table 24. — Steam shown by Indicator. 
 
 In determining the weight of steam present in the engine cylinder at any 
 point in the stroke, three factors must be known, namely, the volume occupied 
 by the steam in question, its pressure, and its weight per unit-volume. The 
 
io6 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 constants for volumes employed in determining the weight of steam shown 
 by indicator, as determined from accurate measurements, are as follows : 
 
 End. 
 
 Piston 
 displacement 
 in cubic feet. 
 
 Cylinder clear- 
 ance, per cent 
 
 of piston 
 displacement. 
 
 Right side. 
 Left side . . 
 
 Head. 
 Crank 
 Head. 
 Crank 
 
 2 . 8020 
 2.7196 
 2 . 8486 
 2 . 7660 
 
 7-44 
 7.98 
 7-34 
 763 
 
 The volume for any point in the stroke was found by adding the per- 
 centage of that portion of whole stroke which the piston had passed over to 
 reach the point in question (columns 118 to 132), to the percentage of clearance 
 and multiplying by the piston displacement. 
 
 The pressure above atmosphere at the several points in the stroke to be 
 investigated appears in columns 138 to 152. The weight per unit- volume 
 corresponding to this pressure was found from Peabody's steam tables. 
 
 Columns 175 to 179. Pounds of steam shown by indicator at cut-off. — The 
 values given are the average of those obtained from indicator-cards taken 
 at lo-minute intervals. 
 
 Columns 180 to 184. Pounds of steam shown by indicator at release. — ^The 
 values given are the average of those obtained from indicator-cards at 10- 
 minute intervals. 
 
 Table 25. — Cylinder Performance. 
 
 Columns 185 to 189. Pounds of steam, shown by the indicator at the beginning 
 of compression. — The values shown are the average of those obtained from 
 indicator-cards taken at lo-minute intervals. 
 
 Column 1 90 . Weight of steam per revolution by tank = column 1 6 -=- column 2 2 . 
 
 Column 191. Weight of mixture in cylinder per revolution = column 190 + 
 column 189. 
 
 Column 192. Per cent of mixture present as steam at cut-off = 100 X column 
 179 -=- column 191. 
 
 Column 193. Per cent of mixture present as steam, at release = (100 X column 
 184) -i- column 191. 
 
 Column 194. Reevaporation or condensation per revolution — column 179 — 
 column 184. Values representing the condensation are designated by the 
 minus sign. 
 
 Colum,n 195. Reevaporation or condensation per indicated horse-power per 
 hour = column 194 X 60 X column 23 -=- column 167. 
 
 Table 26. — Performance of the Locomotive as a Whole. 
 
 Column 196. Draw-bar pull. — The values given are the average of observa- 
 tions made from a traction dynamometer at 5-minute intervals. 
 
 Column 197. Dynamometer horse-power. — ^To aid in calculating dynamom- 
 eter horse-power, a constant was employed representing the horse-power 
 which would be developed if the drivers were to revolve i revolution a minute 
 and the locomotive were to exert i pound pull at the draw-bar. A factor in 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 107 
 
 the detennination of this constant is the circumference of the drivers, which, 
 by accurate measurement, was found to be 18.063 feet. Upon this basis the 
 dynamometer horse-power constant is K = 0.000547. The values in this 
 column are, therefore, column 196 X column 23 X K. 
 
 Column 198. Machine friction in terms of mean effective pressure = column 
 162 — M. E. P. equivalent to the pounds pull at the draw-bar, column 196. 
 
 Column 199. Machine friction, per cent of indicated horse-power = (100 X 
 column 198) -H column 162. 
 
 Column 200. Machine friction horse-power = column 199 X column 167 -7- 
 100. 
 
 Colum/n 201. Steam, per dynamometer horse-power hour = column 18 -^ 
 column 197. 
 
 Column 202. Coal per dynamometer horse-power per hour = column 31 -i- 
 column 197. 
 
 Column 203. Coal per indicated horse-power hour =^ column 31 -=-columni67. 
 
 Table 27. — Performance of the Locomotive as a Whole, assuming Irregularities 
 IN THE Results of iNcrviDUAL Tests to have been Eliminated. 
 
 Column 204. Equivalent steam to engine per hour, feed-water at a temperature 
 of 60° F. = column 18 X (column 56 + column 13 — 60) -H 965.8. 
 
 Column 205. Equivalent evaporation per pound of dry coal, assuming the 
 evaporative efficiency of the boiler to have been represented by the equation E = 
 11.706 — 0.214 //, where E is the equivalent evaporation per pound of coal 
 and H is the rate of evaporation per foot of water and superheating surface 
 per hour. For values in question, H = column 204 -;- 12 16. 
 
 Column 206. Dry coal fired per hour, assuming the evaporative efficiency to be 
 that shown by the equation = column 204 -^ column 205. 
 
 Column 207. Dry coal per indicated horse-power hour = column 206-=- col- 
 umn 167. 
 
 Column 208. Equivalent steam per indicated horse-power hour= column 204 -r- 
 column 167. 
 
 Column 209. Machine friction in terms of mean effective pressure. — The 
 purpose of this column i^ to eliminate irregularities in action due to variations 
 in lubrication, etc. The values given are those determined by the previous 
 experimental work upon Schenectady No. 2.* 
 
 Column 2 10. Machine friction horse-power is the power equivalent, assuming 
 the friction M. E. P. to have been that shown by column 209. 
 
 Column 211. Machine friction, per cent of indicated horse-power = 100 X 
 column 210-7- column 167. 
 
 Column 212. Dynamometer horse-power = column 167 — column 210. 
 
 Column 213. Draw-bar pull= 33,000 X colmnn 212 .^(18.063 X column 23). 
 ^Column 214. Coal per dynamometer horse-power hour = coXvann 206 -h col- 
 umn 212. 
 
 Column 215. Equivalent steam per dynamometer horse-power per hour= col- 
 umn 204 -i- column 212. 
 
 *"High Steam-Pressures in Locomotive Service,'' Publication No. 66, Carnegie 
 Institution of Washington. 
 
io8 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 7. — General conditions. 
 
 Designation of tests. 
 
 Laboratory 
 symbol. 
 
 « t", 
 Sod 
 
 8 
 
 9>' 
 £■ 
 
 Q 
 
 5CJ 
 
 e-5 
 
 10 
 
 3-" 
 
 III 
 
 a-" 
 ^< -i +j 
 
 E^'i 
 S-oE 
 
 11 
 
 12 
 
 lOI 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 
 106 
 
 30-2-240 
 30-4-240 
 30-5-240 
 30-5-240 
 40—2—240 
 40—4-240 
 50-2-240 
 
 May- 
 June 
 July 
 June 
 May 
 May 
 June 
 
 27, 
 7, 
 
 22, 
 6, 
 
 28, 
 
 20, 
 5, 
 
 Min. 
 
 120 
 
 120 
 
 95 
 
 65 
 
 85 
 100 
 
 60 
 
 Wide open 
 Do.. . 
 Do... 
 Do.. . 
 Do., . 
 Do... 
 Do.. . 
 
 Lbs. 
 
 Lbs. 
 241 .0 
 238.9 
 
 234-3 
 236.6 
 236.4 
 239-7 
 235-8 
 
 Lbs. 
 
 237 
 236 
 225 
 
 234 
 231 
 
 235 
 231 
 
 "F. 
 77.80 
 81.80 
 92.30 
 88.10 
 79.10 
 81.50 
 85-40 
 
 "F. 
 58.4 
 74-2 
 
 66.2 
 
 77-8 
 
 83 
 80 
 6i 
 81 
 
 107 
 io8 
 109 
 no 
 III 
 
 IIIO 
 
 112 
 113 
 
 30-2-200 
 30-4-200 
 30-6-200 
 40-2-200 
 40-4-200 
 40-4-200 
 40-6-200 
 50-4-200 
 
 Mar. 
 Apr. 
 Apr. 
 Apr. 
 July 
 June 
 Apr. 
 Apr. 
 
 150 
 150 
 150 
 130 
 
 95 
 120 
 150 
 
 50 
 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 
 200. 1 
 200.5 
 200.2 
 200.4 
 200. 1 
 199.4 
 200.0 
 201 . 1 
 
 196 
 198 
 199 
 198 
 
 193 
 199 
 198 
 198 
 
 72 .90 
 72.50 
 79-30 
 73.20 
 86.30 
 86.70 
 84.50 
 75 20 
 
 73 
 54 
 65 
 55 
 
 77- 
 78. 
 66, 
 
 114 
 
 115 
 u6 
 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 125 
 
 126 
 
 127 
 128 
 
 20-2-160 
 20-4-160 
 20-6-160 
 20-8-160 
 30-2-160 
 30-4-160 
 30-6-160 
 30-8-160 
 40-2-160 
 40-4-160 
 40-6-160 
 40-8-160 
 50-2-160 
 50-4-160 
 50-6-160 
 
 Nov. 
 
 Nov. 
 
 Nov. 
 
 Jan. 
 
 Feb. 
 
 June 
 
 Dec. 
 
 Apr. 
 
 Feb. 
 
 Nov. 
 
 May 
 
 Dec. 
 
 Feb. 
 
 Feb. 
 
 Dec. 
 
 15, 
 12, 
 26, 
 
 II) 
 I, 
 
 5, 
 
 3. 
 29. 
 
 4, 
 23, 
 
 3, 
 14, 
 
 8, 
 II, 
 17, 
 
 06 
 
 180 
 
 06 
 
 150 
 
 06 
 
 150 
 
 07 
 
 150 
 
 07 
 
 150 
 
 07 
 
 i.SO 
 
 06 
 
 150 
 
 07 
 
 150 
 
 07 
 
 1,50 
 
 06 
 
 150 
 
 07 
 
 I,=iO 
 
 06 
 
 150 
 
 07 
 
 60 
 
 07 
 
 60 
 
 06 
 
 40 
 
 .Do., 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 ■ Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 
 160.2 
 160.5 
 159-9 
 159-5 
 160.8 
 160.2 
 160.4 
 i6o. I 
 i6i . I 
 
 159-9 
 160.0 
 160.4 
 161 .2 
 160.4 
 161 .4 
 
 160 
 159 
 
 158 
 160 
 
 159 
 159 
 
 79-30 
 75-13 
 76-13 
 72 .00 
 
 73-37 
 2 .40 
 
 8-93 
 73-90 
 75-09 
 73,60 
 72,90 
 83.00 
 70.20 
 69.80 
 68.50 
 
 129 
 130 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30-4- 
 
 -120 
 
 30-8- 
 
 -120 
 
 30-10- 
 
 -120 
 
 30-14- 
 
 -120 
 
 40-4- 
 
 -120 
 
 40-8- 
 
 -120 
 
 40-12- 
 
 -120 
 
 50-8- 
 
 -120 
 
 Mar. 
 May 
 Feb. 
 Feb. 
 Mar. 
 Mar. 
 Feb. 
 Mar. 
 
 II. 
 31, 
 15. 
 18, 
 
 15. 
 
 4. 
 
 22, 
 
 150 
 
 4 
 
 150 
 
 8 
 
 120 
 
 10 
 
 120 
 
 14 
 
 150 
 
 4 
 
 150 
 
 8 
 
 90 
 
 12 
 
 60 
 
 8 
 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 .Do. 
 
 120.2 
 120.2 
 
 119-9 
 120.2 
 120. 1 
 120,3 
 120.6 
 120.6 
 
 Ii8 
 
 120 
 
 119 
 119 
 120 
 118 
 117 
 
 73-50 
 
 68.40 
 78.40 
 76.90 
 73-00 
 75-50 
 77-10 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 109 
 
 Table 8. — Water and steam. 
 
 Designation of 
 tests. 
 
 Water and steam. 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Tem- 
 pera- 
 ture of 
 feed- 
 water. 
 
 Water 
 
 delivered 
 
 to 
 
 boiler. 
 
 Water 
 lost 
 from 
 
 boiler. 
 
 Steam 
 supplied 
 engine. 
 
 Water 
 
 evaporated 
 
 by boiler 
 
 per hour. 
 
 Steam 
 supplied 
 
 engine 
 per hour. 
 
 Quality 
 of steam 
 in dome. 
 
 Tempera- 
 ture of 
 steam by 
 
 ther- 
 mometer. 
 
 Degrees 
 super- 
 heat. 
 
 13 
 
 15 
 
 16 
 
 17 
 
 18 
 
 20 
 
 lOI 
 
 102 
 
 103 
 
 1030 
 
 104 
 
 105 
 
 106 
 
 30-2-240 
 30-4-240 
 30-5-240 
 30-5-240 
 40-2-240 
 40-4-240 
 50-2-240 
 
 61.8 
 60.2 
 71.6 
 62.0 
 60.5 
 59-6 
 59- 1 
 
 Lbs. 
 17,600 
 21,316 
 18,619 
 i3>752 
 13.056 
 20,150 
 10,178 
 
 Lbs. 
 275 
 238 
 285 
 
 1 96 
 560 
 139 
 
 Lbs. 
 17.325 
 21,078 
 
 18,334 
 
 12,860 
 19.590 
 10,038 
 
 Lbs. 
 8,800 
 10,658 
 
 11,759 
 12,698 
 
 9,214 
 12,090 
 10,178 
 
 Lbs. 
 8,662 
 
 10,539 
 11,580 
 
 9.078 
 11.758 
 10,038 
 
 0.989 
 .990 
 989 
 990 
 990 
 989 
 989 
 
 °F. 
 540 
 
 554 
 549 
 552 
 528 
 556 
 543 
 
 137-8 
 152.5 
 149. 1 
 
 151-3 
 127-3 
 153-9 
 142.7 
 
 107 
 
 30-2-200 
 
 55 
 
 I 
 
 108 
 
 30-4-200 
 
 57 
 
 6 
 
 109 
 
 30-6-200 
 
 57 
 
 2 
 
 no 
 
 40-2-200 
 
 58 
 
 2 
 
 III 
 
 40-4-200 
 
 70 
 
 I 
 
 ma 
 
 40-4-200 
 
 59 
 
 9 
 
 112 
 
 40-6-200 
 
 55 
 
 3 
 
 "3 
 
 50-4-200 
 
 59 
 
 I 
 
 16,754 
 21,312 
 26,448 
 
 15.638 
 15,837 
 
 20,266 
 30.205 
 
 8,372 
 
 .677 
 
 617 
 
 682 
 611 
 251 
 
 662 
 
 234 
 
 16,077 
 
 20,695 
 25.766 
 15.027 
 15.586 
 
 29.543 
 8,138 
 
 6,702 
 
 8,525 
 
 10,579 
 
 7.217 
 
 10,002 
 
 10,133 
 
 12,082 
 10,038 
 
 6.431 
 8,278 
 
 10,306 
 
 6,938 
 9.844 
 
 11,817 
 9.766 
 
 991 
 
 519 
 
 3 
 
 131. 6 
 
 991 
 
 539 
 
 9 
 
 152. 1 
 
 992 
 
 5,'i6 
 
 8 
 
 169. 1 
 
 992 
 
 526 
 
 3 
 
 138-4 
 
 992 
 
 540 
 
 5 
 
 152-9 
 
 992 
 
 540 
 
 
 
 152.6 
 
 993 
 
 565 
 
 2 
 
 177-5 
 
 991 
 
 547 
 
 4 
 
 159 -4 
 
 114 
 
 115 
 116 
 
 117 
 118 
 119 
 
 120 
 
 121 
 122 
 
 123 
 
 124 
 
 125 
 126 
 
 127 
 128 
 
 20-2-160 
 20—4—160 
 20-6-160 
 20-8-160 
 30-2-160 
 30-4-160 
 30-6-160 
 30-8-160 
 40-2-160 
 40-4—160 
 40-6-160 
 40-8-160 
 50-2-160 
 50-4-160 
 50-6-160 
 
 59-7 
 60.5 
 55-2 
 55-0 
 56-0 
 62.7 
 54-5 
 56.9 
 56-0 
 54-8 
 57-2 
 62 .0 
 56.0 
 540 
 54-4 
 
 14,061 
 13.983 
 17,703 
 21,297 
 
 13.145 
 
 16,586 
 
 21,834 
 
 26,123 
 
 13.940 
 
 18,896 
 
 23.432 
 
 30.836 
 
 5.510 
 
 7.858 
 
 8,309 
 
 498 
 222 
 422 
 378 
 609 
 229 
 422 
 
 585 
 496 
 
 423 
 399 
 474 
 272 
 
 237 
 131 
 
 13,563 
 13.761 
 17,281 
 20,919 
 12,536 
 16,357 
 21,412 
 
 25,538 
 
 13.444 
 
 18,473 
 
 23.033 
 
 '30,362 
 
 5,238 
 
 7,621 
 
 8,178 
 
 4.687 
 5.594 
 7,082 
 
 8,519 
 5.258 
 6,634 
 
 8,733 
 
 10,449 
 
 5.576 
 
 7.558 
 
 9,372 
 
 12,334 
 
 5.510 
 
 7.858 
 
 12,463 
 
 4.521 
 5,504 
 6,913 
 8,367 
 5,014 
 6,543 
 8.565 
 
 10,214 
 5,378 
 7,389 
 9,213 
 
 12,145 
 5,238 
 7,621 
 
 12,267 
 
 993 
 993 
 992 
 
 993 
 992 
 
 995 
 993 
 996 
 992 
 993 
 995 
 993 
 994 
 992 
 993 
 
 495 
 504 
 524 
 515 
 495 
 512 
 533 
 543 
 494 
 524 
 535 
 550 
 489 
 523 
 585 
 
 125.0 
 133-4 
 153-8 
 145 -I 
 125.0 
 141.9 
 162 .9 
 172.9 
 123.4 
 154-0 
 164.9 
 180.1 
 118. 1 
 
 152.5 
 214. 1 
 
 129 
 130 
 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30-4-1 20 
 
 30-8-1 20 
 
 30-10-120 
 
 30-14-120 
 
 40-4-1 20 
 
 40-8-120 
 
 40-12-120 
 
 50-8-120 
 
 54 
 
 6 
 
 62 
 
 9 
 
 54 
 
 1 
 
 58 
 
 
 
 55 
 
 5 
 
 59 
 
 
 
 58 
 
 
 
 58 
 
 
 
 1 1 ,604 
 
 470 
 
 19,475 
 
 160 
 
 18,415 
 
 330 
 
 23,664 
 
 320 
 
 12,231 
 
 445 
 
 21.755 
 
 430 
 
 18,483 
 
 250 
 
 9.538 
 
 170 
 
 II. 134 
 19.315 
 18,085 
 
 23.344 
 11,786 
 
 21,325 
 18,233 
 
 9.368 
 
 4,642 
 7,790 
 9,208 
 
 11,832 
 4,892 
 8,702 
 
 12,322 
 
 9.538 
 
 4.454 
 
 7.726 
 
 9.043 
 
 11,672 
 
 4.714 
 
 8,530 
 
 12,156 
 
 9,368 
 
 994 
 994 
 993 
 995 
 994 
 994 
 994 
 993 
 
 467 
 505 
 524 
 541 
 470 
 520 
 540 
 519 
 
 117. 1 
 156.2 
 174-9 
 191-4 
 120.8 
 170.6 
 190.3 
 169. 1 
 
no 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 9. — Speed and coal. 
 
 Besignation of 
 tests. 
 
 Speed. 
 
 Coal. 
 
 No, 
 
 Laboratory 
 symbol. 
 
 II 
 
 So 
 
 <u o 
 
 Kind of coal. 
 
 s 
 
 1e 
 
 u 
 
 & 
 
 a 
 
 87 
 
 S8 
 
 89 
 
 30 
 
 31 
 
 3i3 
 
 lOI 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 
 106 
 
 30—2—240 
 30-4-240 
 30-5-240 
 30-5-240 
 40-2-240 
 40-4-240 
 50-2-240 
 
 17,652 
 16,998 
 13.613 
 
 9.534 
 16,452 
 19,299 
 
 14,785 
 
 147 
 141 
 
 143 
 146 
 
 193 
 193 
 246 
 
 60.39 
 58.15 
 46.57 
 32.27 
 56.28 
 66.02 
 50.58 
 
 30.20 
 29.07 
 29,42 
 29.80 
 
 39-73 
 39.86 
 50.58 
 
 Youghiogheny . 
 Do 
 
 ,Do. 
 .Do. 
 ,Do. 
 .Do. 
 .Do, 
 
 Lbs. 
 
 2353 
 3190 
 
 Lbs. 
 206 
 360 
 
 Lbs. 
 2173 
 2925 
 
 Lbs. 
 1979 
 2530 
 
 Lbs. 
 "77 
 1595 
 
 Lbs. 
 38.98 
 54.87 
 
 2107 
 1834 
 3057 
 1399 
 
 157 
 320 
 210 
 
 218 
 
 1929 
 
 2800 
 
 1656 
 2428 
 
 1944 
 1294 
 I 
 1399 
 
 83446 
 
 64.57 
 32.57 
 02 
 27.66 
 
 107 
 
 108 
 
 109 
 
 no 
 
 III 
 
 Ilia 
 
 112 
 
 113 
 
 30-2-200 
 30-4-200 
 30-6-200 
 40-2-200 
 40-4-200 
 40-4-200 
 40-6-200 
 50-4-200 
 
 22,037 
 21,926 
 22,204 
 25,286 
 18,704 
 23,548 
 29,825 
 11,746 
 
 146. 
 146. 
 148, 
 194, 
 196, 
 196, 
 198, 
 234' 
 
 •75.3930.15 
 7 .' . 00 30 , 00 
 7^-9630.38 
 
 86.50 
 
 63-99 
 80.56 
 102.02 
 90I 40. 18 
 
 39-92 
 40.42 
 40.28 
 40.81 
 48,21 
 
 Pocahontas, . , , 
 
 ... Do 
 
 Youghiogheny . 
 Pocahontas. . . , 
 Youghiogheny , 
 
 ...Do 
 
 . , , Do 
 
 Pocahontas, , , , 
 
 2239 
 3139 
 3859 
 2046 
 
 256 
 468 
 415 
 306 
 
 2015 
 3529 
 
 3099 
 4294 
 
 1405 
 
 381 
 324 
 169 
 
 2741 
 
 3934 
 1250 
 
 1785 
 3153 
 
 2385 
 
 3470 
 
 989 
 
 896 
 1256 
 1544 
 
 944 
 
 1549 
 1718 
 1685 
 
 29.72 
 41.86 
 50.82 
 2365 
 
 38.46 
 42, 10 
 34 96 
 
 114 
 
 "5 
 116 
 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 125 
 126 
 127 
 128 
 
 20-2-160 
 20-4-160 
 20-6-160 
 20-8-160 
 30-2-160 
 30-4-160 
 30-6-160 
 30-8-160 
 40-2-160 
 40-4-160 
 40-6-160 
 40-8-160 
 50-2-160 
 50-4-160 
 50-6-160 
 
 17,488 
 14,560 
 14,616 
 14,642 
 21,967 
 21,818 
 21,917 
 21,941 
 29,889 
 
 29.403 
 29,290 
 29,294 
 14,590 
 14,575 
 9,743 
 
 97 
 97 
 97 
 97 
 146 
 
 145 
 146 
 146 
 199 
 196 
 195 
 195 
 243. 
 242, 
 
 243- 
 
 59 
 
 49 
 
 50 
 
 50 
 
 75 
 
 74 
 
 74 
 
 75 
 
 100 
 
 100 
 
 100 
 
 100 
 
 49 
 
 49 
 
 33 
 
 .82 
 ,81 
 
 -03 
 .09 
 
 •15 
 -64 
 ■98 
 .06 
 -24 
 ■59 
 .20 
 ,22 
 
 ■91 
 ,86 
 
 -33 
 
 19,94 
 19,92 
 20,01 
 20,03 
 30,06 
 29,86 
 30.00 
 30.02 
 40,89 
 40-24 
 40,08 
 40,08 
 49.91 
 49,86 
 49-99 
 
 Youghiogheny , 
 
 ... Do 
 
 , , , Do 
 
 Pocahontas, , . . 
 
 . ..Do 
 
 Youghiogheny . 
 
 , . , Do 
 
 , . , Do 
 
 Pocahontas, , , , 
 Youghiogheny , 
 
 ...Do 
 
 ... Do 
 
 Pocahontas. . . . 
 
 , , , Do 
 
 Youghiogheny , 
 
 1974 
 1880 
 2490 
 
 3231 
 1619 
 2121 
 3178 
 3515 
 1682 
 2703 
 3208 
 4160 
 693 
 1 139 
 1220 
 
 348 
 374 
 313 
 664 
 326 
 195 
 381 
 269 
 289 
 420 
 256 
 450 
 187 
 284 
 272 
 
 658 
 752 
 99649 
 
 1950 
 
 3239 
 
 1826 
 2962 
 
 2909 
 
 2652 
 
 1292 
 648 
 
 849 
 1271 
 140646 
 
 673 
 108 1 
 1282 
 I 
 
 693 
 "39 
 I 
 
 6644; 
 
 83036 
 
 3300 
 
 37-75 
 
 80 
 
 64,47 
 
 21.54 
 28.43 
 42-38 
 
 - 84 
 16.45 
 26.87 
 31,27 
 
 152 
 
 13-89 
 
 22.8s 
 
 60 
 
 129 
 130 
 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30-4-1 20 
 
 30-8-120 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12—120 
 
 50-8-120 
 
 21,935 
 22,105 
 17,416 
 
 17,523 
 29,178 
 29,182 
 17,515 
 14,632 
 
 146, 
 147- 
 145. 
 146, 
 194, 
 194. 
 194. 
 243- 
 
 75-04 
 75 63 
 59-38 
 59-95 
 99.82 
 99 83 
 59.92 
 50.05 
 
 30.12 
 30.25 
 29-79 
 29-97 
 39-93 
 39-93 
 39-94 
 50.05 
 
 Pocahontas, , . , 
 Youghiogheny . 
 Pocahontas, . . . 
 .Do 
 
 .Do, 
 ,Do, 
 ,Do, 
 ,Do, 
 
 1346 
 2527 
 3030 
 4449 
 1523 
 3156 
 13415 
 1363 
 
 315 
 190 
 
 327 
 
 2263 
 2742 
 
 2944025 
 
 205 
 
 254 
 231 
 271 
 
 1392 
 2890 
 3164 
 
 2114 
 
 2135 
 3003 
 1259 
 2444 
 2353 
 
 538 
 988 
 
 1515 
 2225 
 609 
 1262 
 2277 
 1363 
 
 17.82 
 32.66 
 50.86 
 74.22 
 15-26 
 87.17 
 56-99 
 27-73 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table io. — Coal. 
 
 Designation 
 
 
 
 Coal. 
 
 
 
 
 Draft. 
 
 of tests. 
 
 
 
 
 
 
 
 
 
 
 Dry coal 
 
 Dry coal 
 
 Combustible 
 fired per 
 
 Combus- 
 tible con- 
 
 
 
 
 
 
 
 per sq. ft, 
 of grate 
 
 per sq. ft. 
 
 sq. ft. of 
 water and 
 
 sumed per 
 
 Cinders 
 
 Soarks 
 
 Draft 
 
 Temper- 
 
 No. 
 
 Laboratory 
 
 of water and 
 
 sq. ft. of 
 
 caught in 
 
 from 
 
 in 
 
 ature in 
 
 
 symbol. 
 
 surface 
 
 superheating 
 
 superheating 
 
 water and 
 
 front-end 
 
 stack 
 
 smoke- 
 
 smoke- 
 
 
 
 per hour. 
 
 surface per 
 hour. 
 
 surface per 
 hour. 
 
 superheat- 
 ing surface 
 
 per hour. 
 
 per hour. 
 
 box. 
 
 box. 
 
 
 
 
 
 
 per hour. 
 
 
 
 
 
 1 
 
 a 
 
 33 
 
 34 
 
 35 
 
 36 
 
 37 
 
 38 
 
 39 
 
 40 
 
 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 HsO 
 
 °F. 
 
 lOI 
 
 30-2-240 
 
 69.23 
 
 0.968 
 
 0.894 
 
 0.814 
 
 49-7 
 
 28.6 
 
 3-09 
 
 725-9 
 
 102 
 
 30-4-240 
 
 93.80 
 
 I. 312 
 
 1.203 
 
 1 .040 
 
 III .0 
 
 22.5 
 
 4.28 
 
 774-5 
 
 103 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 103a 
 
 30-5-240 
 
 114.40 
 
 1-599 
 
 1.463 
 
 1-257 
 
 195-7 
 
 27-3 
 
 5-18 
 
 815-4 
 
 104 
 
 40-2-240 
 
 76. 12 
 
 1.064 
 
 
 
 
 
 3 69 
 
 713-7 
 
 105 
 
 40-4-240 
 
 107 . 90 
 
 1.508 
 
 1.381 
 
 1. 198 
 
 185.0 
 
 27.0 
 
 5-15 
 
 798-1 
 
 106 
 
 50-2-240 
 
 82.20 
 
 1. 150 
 
 
 
 
 
 3-77 
 
 761.4 
 
 107 
 
 30-2-200 
 
 52.70 
 
 -737 
 
 .662 
 
 -587 
 
 50.9 
 
 18. 1 
 
 2.04 
 
 661.8 
 
 108 
 
 30-4-200 
 
 73-9° 
 
 1-033 
 
 
 
 
 
 2.98 
 
 724.0 
 
 109 
 
 30-6-200 
 
 90.82 
 
 1 .270 
 
 1 . 161 
 
 1-037 
 
 84.6 
 
 20.3 
 
 4-37 
 
 787.0 
 
 no 
 
 40-2-200 
 
 55-53 
 
 .776 
 
 
 
 
 
 2.17 
 
 686.5 
 
 III 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 mo 
 
 40-4-200 
 
 91 . 12 
 
 1-273 
 
 I .127 
 
 .981 
 
 97-3 
 
 28.4 
 
 369 
 
 747-1 
 
 112 
 
 40-6-200 
 
 lOI .06 
 
 1-413 
 
 1.294 
 
 1 . 141 
 
 135 -I 
 
 29.4 
 
 5-60 
 
 824.2 
 
 "3 
 
 50-4-200 
 
 99- 17 
 
 1-386 
 
 1.232 
 
 -975 
 
 244-5 
 
 37-8 
 
 3-85 
 
 778.1 
 
 114 
 
 20-2-160 
 
 38.70 
 
 -541 
 
 
 
 
 
 I . II 
 
 632.7 
 
 115 
 
 20-4-160 
 
 44-23 
 
 .618 
 
 
 
 
 
 1.60 
 
 626.6 
 
 116 
 
 20-6-160 
 
 58-58 
 
 .819 
 
 
 
 
 
 1-99 
 
 690.8 
 
 117 
 
 20-8-160 
 
 76.01 
 
 1.063 
 
 
 
 
 
 2.70 
 
 690.4 
 
 118 
 
 30-2-160 
 
 38.09 
 
 -533 
 
 
 
 
 
 1.38 
 
 600.9 
 
 119 
 
 30-4-160 
 
 49.90 
 
 .698 
 
 .642 
 
 .601 
 
 15-3 
 
 16.3 
 
 ^.25 
 
 669.6 
 
 120 
 
 30-6-160 
 
 74-76 
 
 1.045 
 
 
 
 
 
 2.56 
 
 695-3 
 
 121 
 
 30-8-160 
 
 82.70 
 
 1-156 
 
 I .066 
 
 -975 
 
 78 '.2 
 
 17 -5 
 
 4-56 
 
 764.4 
 
 122 
 
 40-2-160 
 
 39-57 
 
 ■553 
 
 
 
 
 
 1-47 
 
 613-4 
 
 123 
 
 40-4-160 
 
 63-60 
 
 .889 
 
 
 
 
 
 2.07 
 
 682.0 
 
 124 
 
 40-6-160 
 
 75 40 
 
 I 054 
 
 -956 
 
 ■.872 
 
 54-1 
 
 29.9 
 
 3 50 
 
 722.1 
 
 125 
 
 40-8-160 
 
 97.89 
 
 1.370 
 
 
 
 
 
 4-77 
 
 774-8 
 
 126 
 
 50-2-160 
 
 40.76 
 
 -570 
 
 
 
 
 
 1 .40 
 
 600.4 
 
 127 
 
 50-4-160 
 
 67.00 
 
 -937 
 
 
 
 .... 
 
 
 2.45 
 
 676.4 
 
 128 
 
 50-6-160 
 
 107.65 
 
 1-505 
 
 
 
 
 
 4-74 
 
 797-4 
 
 129 
 
 30-4-120 
 
 31-67 
 
 -442 
 
 
 
 
 
 1 . 10 
 
 568.4 
 
 130 
 
 30-8-1 20 
 
 58.10 
 
 .812 
 
 ■744 
 
 -694 
 
 33-3 
 
 16.2 
 
 3.00 
 
 676.0 
 
 131 
 
 30-10-120 
 
 89. 10 
 
 1 .246 
 
 1 .127 
 
 .878 
 
 227.0 
 
 41. 1 
 
 3.22 
 
 701.6 
 
 132 
 
 30-14-120 
 
 130-85 
 
 1-835 
 
 I 655 
 
 I 235 
 
 387.0 
 
 137-1 
 
 5-65 
 
 771.6 
 
 133 
 
 40-4-120 
 
 35-83 
 
 .501 
 
 -458 
 
 .414 
 
 21 .0 
 
 9-6 
 
 1-25 
 
 579-1 
 
 134 
 
 40-8-120 
 
 74-25 
 
 1.038 
 
 ■950 
 
 .804 
 
 120.0 
 
 34-0 
 
 3.10 
 
 691-5 
 
 135 
 
 40-12-120 
 
 133-92 
 
 1.872 
 
 1-735 
 
 1 .290 
 
 443 
 
 105.0 
 
 5-74 
 
 781.9 
 
 136 
 
 50-8-120 
 
 80.15 
 
 1 .121 
 
 
 
 
 
 3-54 
 
 714-9 
 
112 
 
 SUPERHEATED STEAM IN I^OCOMOTIVE SERVICE. 
 
 Table i i . — Boiler performance. 
 
 
 
 Boiler performance. 
 
 Designation of 
 
 h'rl V 
 
 U 
 
 
 Trt ' '**-.,- 
 
 
 
 tests. 
 
 sis 
 
 
 Equivalent evaporation per hour. 
 
 ^?-S°S 
 
 Equivalent evaporation. | 
 
 
 evaporated 
 
 t. of heating i 
 rheating surf 
 lour. 
 
 '1 
 
 
 Df heat absor] 
 q. ft. of superhc 
 urface to that 
 2d per sq. ft. 
 T-heating surfe 
 
 
 1 
 
 
 Ih' 
 
 <L» 
 
 a 
 
 It! 
 
 ."3 *-i 
 
 Is 
 
 ft. of super- 
 ing surface. 
 
 
 is 
 
 si 
 
 °.s 
 
 t 
 
 •a u 
 
 V 
 
 n >. 
 3-° 
 
 
 hi 
 
 No, 
 
 Laboratory 
 
 symbol. 
 
 
 Si 
 
 ■3 
 
 a 
 
 g 
 
 >> 
 
 
 St 
 
 
 5.8.S 
 
 w w S " 
 
 
 0_j 
 
 am 
 
 II 
 
 Hi 
 
 
 
 m 
 
 cq 
 
 n 
 
 Ph 
 
 P-i 
 
 fu 
 
 n 
 
 c^ 
 
 ^ 
 
 (1, 
 
 £ ■ 
 
 1 
 
 Z 
 
 41 
 
 4a 
 
 43 
 
 44 
 
 45 
 
 46 
 
 47 
 
 48 
 
 49 
 
 so 
 
 51 
 
 BZ 
 
 S3 
 
 
 
 Lbs. 
 
 Lftj. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 lOI 
 
 30-2-240 
 
 7.24 
 
 7.48 
 
 10,623 
 
 849 
 
 11,472 
 
 10.39 
 
 4.40 
 
 9-43 
 
 42-55 
 
 674.9 
 
 9-03 
 
 0.72 
 
 9-15 
 
 I02 
 
 30-4-240 
 
 8 
 
 77 
 
 6.68 
 
 12,889 
 
 II18 
 
 14,007 
 
 12.60 
 
 5-79 
 
 II 
 
 52 
 
 45-95 
 
 824.0 
 
 8 
 
 .08 
 
 •71 
 
 8 
 
 ■79 
 
 103 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 103a 
 
 30-5-240 
 
 10 
 
 44 
 
 6'. 56 
 
 15.326 
 
 1322 
 
 16,648 
 
 14.98 
 
 6.85 
 
 13 
 
 69 
 
 45-72 
 
 979-4 
 
 7 
 
 88 
 
 .68 
 
 8 
 
 ■56 
 
 104 
 
 40-2-240 
 
 7 
 
 58 
 
 7.12 
 
 11,141 
 
 820 
 
 11,961 
 
 10.89 
 
 4-25 
 
 9 
 
 83 
 
 39-00 
 
 703-7 
 
 8 
 
 61 
 
 •63 
 
 9 
 
 24 
 
 105 
 
 40-4-240 
 
 9 
 
 ■94 
 
 6.59 
 
 14,620 
 
 1289 
 
 15,909 
 
 14.29 
 
 6.67 
 
 13 
 
 08 
 
 46.68 
 
 935-8 
 
 7 
 
 97 
 
 .70 
 
 8 
 
 67 
 
 106 
 
 50-2-240 
 
 8 
 
 37 
 
 7.28 
 
 12,308 
 
 1013 
 
 13.322 
 
 12.03 
 
 5-24 lio 
 
 96 
 
 43-56 
 
 783.8 
 
 8 
 
 80 
 
 ■72 
 
 _9 
 
 52 
 
 107 
 
 30-2-200 
 
 5 
 
 51 
 
 7.48 
 
 8,114 
 
 591 
 
 8.705 
 
 7-93 
 
 3-05 
 
 7 
 
 16 
 
 38.46 
 
 512. 1 
 
 9 
 
 05 
 
 -67 
 
 9 
 
 72 
 
 108 
 
 30-4-200 
 
 7 
 
 01 
 
 6.79 
 
 10,300 
 
 859 
 
 11,159 
 
 10.07 
 
 4-45 
 
 9 
 
 17 
 
 44.19 
 
 656.4 
 
 8 
 
 20 
 
 .68 
 
 8 
 
 88 
 
 109 
 
 30-6-200 
 
 8 
 
 70 
 
 6.85 
 
 12,795 
 
 I166 
 
 13,961 
 
 12.51 
 
 6.04 
 
 II 
 
 47 
 
 48.28 
 
 821.3 
 
 8 
 
 29 
 
 -75 
 
 9 
 
 04 
 
 no 
 
 40-2-200 
 
 5 
 
 93 
 
 7-65 
 
 8,721 
 
 660 
 
 9.381 
 
 8.53 
 
 3-42 
 
 7 
 
 71 
 
 40. 10 
 
 551-8 
 
 9 
 
 24 
 
 .70 
 
 9 
 
 94 
 
 III 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ma 
 
 40-4-220 
 
 8 
 
 41 
 
 6.61 
 
 12,225 
 
 IOI5 
 
 13.240 
 
 11-95 
 
 5-26 
 
 10 
 
 89 
 
 44.02 
 
 778.9 
 
 7 
 
 89 
 
 .66 
 
 8 
 
 55 
 
 112 
 
 40-6-200 
 
 9 
 
 94 
 
 7 03 
 
 14.647 
 
 1384 
 
 16,031 
 
 14-32 
 
 7.18 
 
 13 
 
 18 
 
 50.14 
 
 943-1 
 
 8 
 
 53 
 
 .81 
 
 9 
 
 34 
 
 "3 
 
 50-4-200 
 
 8 
 
 25 
 
 596 
 
 12,114 
 
 1056 
 
 13,170 
 
 11.84 
 
 5-47 
 
 10 
 
 82 
 
 46.20 
 
 774-8 
 
 7 
 
 19 
 
 ■63 
 
 J_ 
 
 82 
 
 114 
 
 20-2-160 
 
 3 
 
 85 
 
 7.12 
 
 5.633 
 
 366 
 
 5,999 
 
 5-50 
 
 1.89 
 
 T 
 
 88 
 
 34-37 
 
 352.9 
 
 8 
 
 56 
 
 ■56 
 
 9 
 
 10 
 
 "5 
 
 20-4-160 
 
 4 
 
 60 
 
 7-44 
 
 6,719 
 
 469 
 
 7,188 
 
 6-57 
 
 2-43 
 
 5 
 
 91 
 
 36.98 
 
 422.8 
 
 8 
 
 94 
 
 .62 
 
 9 
 
 56 
 
 116 
 
 20-6-160 
 
 5 
 
 82 
 
 7. II 
 
 8,542 
 
 680 
 
 9,222 
 
 8-35 
 
 3-54 
 
 7 
 
 58 
 
 42-38 
 
 542-5 
 
 8 
 
 58 
 
 .68 
 
 9 
 
 26 
 
 "7 
 
 20-8-160 
 
 7 
 
 00 
 
 6.59 
 
 10,281 
 
 771 
 
 11,052 
 
 10.05 
 
 3-99 
 
 9 
 
 09 
 
 39-74 
 
 650.2 
 
 7 
 
 96 
 
 .60 
 
 8 
 
 56 
 
 118 
 
 30-2-160 
 
 4 
 
 32 
 
 8. II 
 
 6,337 
 
 418 
 
 6,755 
 
 6. ig 
 
 2.17 
 
 5 
 
 56 
 
 35-06 
 
 397-3 
 
 9 
 
 78 
 
 ■63 
 
 10 
 
 46 
 
 119 
 
 30-4-160 
 
 5 
 
 46 
 
 7.81 
 
 7,967 
 
 575 
 
 8,542 
 
 7-79 
 
 2.98 
 
 7 
 
 02 
 
 38-25 
 
 502.5 
 
 9 
 
 38 
 
 .68 
 
 10 
 
 06 
 
 120 
 
 30-6-160 
 
 7 
 
 18 
 
 6.43 
 
 10,544 
 
 881 
 
 11,425 
 
 10.30 
 
 4-56 
 
 9 
 
 40 
 
 44-30 
 
 672 . 1 
 
 8 
 
 30 
 
 -69 
 
 8 
 
 99 
 
 121 
 
 30-8-160 
 
 8 
 
 59 
 
 7-43 
 
 12,620 
 
 1084 
 
 13,704 
 
 12.33 
 
 5-61 
 
 II 
 
 27 
 
 45-50 
 
 806.2 
 
 8 
 
 97 
 
 ■77 
 
 9 
 
 74 
 
 122 
 
 40-2-160 
 
 4 
 
 59 
 
 8.29 
 
 6,720 
 
 462 
 
 7,162 
 
 6.57 
 
 2.29 
 
 5 
 
 89 
 
 34-85 
 
 421-3 
 
 9 
 
 99 
 
 .69 
 
 10 
 
 65 
 
 123 
 
 40-4-160 
 
 6 
 
 22 
 
 6,99 
 
 9,122 
 
 435 
 
 9,557 
 
 8.92 
 
 3-76 
 
 7 
 
 86 
 
 42.16 
 
 562.2 
 
 8 
 
 45 
 
 -40 
 
 8 
 
 85 
 
 124 
 
 40-6-160 
 
 7 
 
 71 
 
 7-31 
 
 ".309 
 
 938 
 
 12,247 
 
 11-05 
 
 4.86 
 
 10 
 
 07 
 
 44.00 
 
 720.4 
 
 8 
 
 82 
 
 -73 
 
 9 
 
 55 
 
 125 
 
 40-8-160 
 
 10 
 
 15 
 
 741 
 
 14.795 
 
 1372 
 
 16,166 
 
 14.46 
 
 7. II 
 
 13 
 
 29 
 
 49.16 
 
 951 -I 
 
 8 
 
 89 
 
 .83 
 
 9 
 
 72 
 
 126 
 
 50-2-160 
 
 4 
 
 53 
 
 7-95 
 
 6,650 
 
 407 
 
 7,057 
 
 6.50 
 
 2. II 
 
 5 
 
 80 
 
 32-47 
 
 415-0 
 
 9 
 
 60 
 
 -59 
 
 10 
 
 19 
 
 127 
 
 50-4-160 
 
 6 
 
 46 
 
 6.90 
 
 9,486 
 
 752 
 
 10,238 
 
 g.27 
 
 3-90 
 
 8 
 
 41 
 
 42.06 
 
 602.3 
 
 8 
 
 33 
 
 -65 
 
 8 
 
 98 
 
 128 
 
 50-6-160 
 
 10 
 
 25 
 
 6.81 
 
 15,049 
 
 1630 
 
 16,679 
 
 14.72 
 
 8-44 
 
 13. 
 
 71 
 
 57-30 
 
 981.2 
 
 8 
 
 22 
 
 .90 
 
 _9_ 
 
 12 
 
 129 
 
 30-4-120 
 
 3 
 
 82 
 
 8.62 
 
 5,578 
 
 335 
 
 5,913 
 
 5-45 
 
 1-73 
 
 4 
 
 86 
 
 31-75 
 
 347-8 
 
 lO 
 
 36 
 
 .62 
 
 10 
 
 98 
 
 130 
 
 30-8-120 
 
 6 
 
 41 
 
 7.88 
 
 9.295 
 
 735 
 
 10,030 
 
 9-09 
 
 3-81 
 
 8 
 
 25 
 
 41.90 
 
 590.0 
 
 9 
 
 41 
 
 ■75 
 
 10 
 
 16 
 
 131 
 
 30-10-120 
 
 7 
 
 57 
 
 6.08 
 
 11,061 
 
 975 
 
 12,036 
 
 10.81 
 
 5-05 
 
 9 
 
 90 
 
 46-72 
 
 708.1 
 
 7 
 
 30 
 
 •65 
 
 7 
 
 95 
 
 132 
 
 30-14-120 
 
 9 
 
 73 
 
 5-32 
 
 14,188 
 
 1343 
 
 15,531 
 
 13-87 
 
 6.96 
 
 12 
 
 77 
 
 50.18 
 
 913-7 
 
 6 
 
 38 
 
 ,60 
 
 6 
 
 98 
 
 133 
 
 40-4-120 
 
 4 
 
 02 
 
 8.03 
 
 5,875 
 
 363 
 
 6,238 
 
 5-74 
 
 1.88 
 
 5 
 
 12 
 
 32-75 
 
 366.9 
 
 9 
 
 64 
 
 .60 
 
 10 
 
 24 
 
 134 
 
 40-8-120 
 
 7 
 
 16 
 
 6.89 
 
 10,414 
 
 892 
 
 11,306 
 
 10.18 
 
 4.62 
 
 9 
 
 30 
 
 45-38 
 
 665.1 
 
 8 
 
 25 
 
 ■70 
 
 8 
 
 95 
 
 135 
 
 40-12-120 
 
 10. 
 
 13 
 
 5-4' 
 
 14,766 
 
 1402 
 
 16,168 
 
 14-43 
 
 7.26 
 
 13 
 
 30 
 
 50.30 
 
 951 -I 
 
 6 
 
 48 
 
 .62 
 
 7- 
 
 10 
 
 136 
 
 50-8-120 
 
 7. 
 
 84 
 
 7.00 
 
 11,421 
 
 978 
 
 12,399 
 
 II . 16 
 
 5-07 
 
 10 
 
 20 
 
 45-42 
 
 729-4 
 
 8 
 
 38 
 
 .72 
 
 9 
 
 10 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 113 
 
 Table 12. — Boiler performance. 
 
 
 
 Boiler performance. 
 
 
 Designation 
 
 
 
 
 
 of tests. 
 
 B. t. n. taken up by — 
 
 a 
 
 
 
 u 
 
 ■^t! 
 
 cSfe 
 
 a> 
 
 V 
 
 S.S 
 
 0, B 
 
 lU B — 
 
 SS„. 
 
 i°hv 
 
 
 
 s 
 
 p. 
 
 
 B 
 
 a 
 
 
 as 
 
 asjj 
 
 a- B 
 
 nd sup 
 
 per 1 
 
 n combi 
 
 lonsume 
 
 0.S 
 
 No. 
 
 Laboratory 
 
 •O'S 
 
 CJ3 
 
 u 
 
 •a S 
 a" 
 
 3B 
 
 B * 
 3 H S) 
 
 a 
 
 
 ^1 
 
 
 B O.rt 
 ^ 0,3 
 
 B 
 
 
 
 symbol. 
 
 0.6 
 
 
 
 a 
 
 u 
 
 "0 
 
 3 
 
 
 «S8 
 ■3.= -a 
 
 oiler a: 
 heater 
 comb 
 fired. 
 
 a Sj 3 
 ■S.a« 
 
 oiler a 
 heater 
 B.t.u.i 
 tible c 
 
 
 
 
 W 
 
 M 
 
 M 
 
 n 
 
 m 
 
 P3 
 
 n 
 
 n 
 
 pa 
 
 CQ 
 
 n 
 
 1 
 
 8 
 
 54 
 
 55 
 
 56 
 
 51 
 
 58 
 
 59 
 
 eo 
 
 61 
 
 6a 
 
 63 
 
 64 
 
 lOI 
 
 30-2-240 
 
 I165.8 
 
 93-17 
 
 1259.0 
 
 170,992 
 
 13.665 
 
 184,657 
 
 9.413 
 
 10,189 
 
 66.4 
 
 72.9 
 
 332.5 
 
 102 
 
 30-4-240 
 
 I168.OI 
 
 101.31 
 
 1269.3 
 
 207,477 
 
 17,996 
 
 225,473 
 
 8,485 
 
 9.252 
 
 60 
 
 I 
 
 69 
 
 4 
 
 406.0 
 
 103 
 
 30-5-240 
 
 1155.0 
 
 100. 
 
 12550 
 
 
 .... 
 
 
 
 
 
 
 
 
 
 1030 
 
 30-5-240 
 
 1 166.0 
 
 100 . 59 
 
 1266.6 
 
 246,697 
 
 21,283 
 
 267,980 
 
 8,271 
 
 9,040 
 
 58 
 
 7 
 
 68 
 
 3 
 
 482.5 
 
 104 
 
 40-2-240 
 
 I167.5 
 
 85.95 
 
 1253-4 
 
 179.332 
 
 13.202 
 
 192,534 
 
 8,924 
 
 
 
 
 
 
 346.7 
 
 105 
 
 40-4-240 
 
 1167.92 
 
 103.0 
 
 1270.9 
 
 235.336 
 
 20,752 
 
 256,088 
 
 8,373 
 
 9.136 
 
 59 
 
 3 
 
 68 
 
 4 
 
 461.2 
 
 106 
 
 50-2-240 
 
 I167.9 
 
 96.17 
 
 1264. I 
 
 198,114 
 
 16,314 
 
 214,428 
 
 9.204 
 
 
 
 
 
 
 386.2 
 
 107 
 
 30-2-200 
 
 1 169. 4 
 
 85.20 
 
 1254.6 
 
 130,610 
 
 9.516 
 
 140,126 
 
 9,387 
 
 10,431 
 
 65 
 
 7 
 
 74 
 
 I 
 
 252.3 
 
 108 
 
 30-4-200 
 
 1 166. 9 
 
 97.30 
 
 1264.2 
 
 165,796 
 
 13.823 
 
 179,619 
 
 8,576 
 
 
 
 
 
 
 3234 
 
 109 
 
 30-6-200 
 
 1 168. I 
 
 106.5 
 
 1274.6 
 
 205,963 
 
 18.775 
 
 224,738 
 
 8.731 
 
 9.552 
 
 62 
 
 3 
 
 69 
 
 7 
 
 404.7 
 
 110 
 
 40-2-200 
 
 1 167. 2 
 
 88.37 
 
 1255.6 
 
 140,401 
 
 10,630 
 
 151.031 
 
 g,6oo 
 
 
 
 
 69 
 
 7 
 
 271.9 
 
 III 
 
 40-4-200 
 
 II55.2 
 
 97.0 
 
 1252. I 
 
 
 
 
 
 
 
 
 
 
 
 ma 
 
 40-4-200 
 
 1165.25 
 
 96.75 
 
 1262.0 
 
 196,787 
 
 16,339 
 
 213,126 
 
 8,258 
 
 9.330 
 
 61 
 
 4 
 
 70 
 
 5 
 
 383.7 
 
 112 
 
 40-6-200 
 
 II7O.8 
 
 no. 6 
 
 I281.5 
 
 235.772 
 
 22,273 
 
 258.045 
 
 9,021 
 
 9,832 
 
 63 
 
 2 
 
 71 
 
 7 
 
 464.7 
 
 "3 
 
 50-4-200 
 
 1165,5 
 
 loi .6 
 
 1267 . I 
 
 195.152 
 
 17,012 
 
 212,164 
 
 7.553 
 
 8,489 
 
 53 
 
 JL 
 
 68 
 
 2 
 
 381.7 
 
 114 
 
 20-2-160 
 
 1 160. 8 
 
 75-4 
 
 1236.2 
 
 90,678 
 
 5.890 
 
 96,568 
 
 8,805 
 
 
 
 
 
 
 173.8 
 
 "5 
 
 20-4-160 
 
 1 160. 1 
 
 80.96 
 
 1 241 . I 
 
 108,157 
 
 7.548 
 
 115.705 
 
 9.745 
 
 
 
 
 
 
 208.4 
 
 116 
 
 20-6-160 
 
 1165.0 
 
 92.79 
 
 1257.8 
 
 137.509 
 
 10,952 
 
 148,461 
 
 8.943 
 
 
 
 
 
 
 267.3 
 
 "7 
 
 20-8-160 
 
 1165.5 
 
 87.40 
 
 1252.9 
 
 165,482 
 
 12,409 
 
 177,891 
 
 8,267 
 
 
 
 
 
 
 320.3 
 
 118 
 
 30-2-160 
 
 1 164. 1 
 
 76.82 
 
 1240.9 
 
 102,012 
 
 6,734 
 
 108,746 
 
 10,069 
 
 
 
 
 
 
 183.4 
 
 119 
 
 30-4-160 
 
 1159.8 
 
 83.72 
 
 1243.6 
 
 128,243 
 
 9,257 
 
 137,500 
 
 9.716 
 
 10,576 
 
 69 
 
 
 
 73 
 
 8 
 
 247-6 
 
 120 
 
 30-6-160 
 
 1166.12 
 
 97.38 
 
 1263.5 
 
 169,729 
 
 14,174 
 
 183,903 
 
 8,682 
 
 
 
 
 72 
 
 4 
 
 331-1 
 
 121 
 
 30-8-160 
 
 1166.5 
 
 100.23 
 
 1266.7 
 
 203,141 
 
 17.455 
 
 220,596 
 
 9.407 
 
 10,209 
 
 
 
 
 
 397-2 
 
 122 
 
 40-2-160 
 
 1 164. 1 
 
 76.51 
 
 1240.6 
 
 108,175 
 
 7.110 
 
 115,289 
 
 10,280 
 
 
 
 
 
 
 207.7 
 
 123 
 
 40-4-160 
 
 1165.6 
 
 92.65 
 
 1258.3 
 
 146.832 
 
 7,002 
 
 153,834 
 
 8.547 
 
 
 
 
 
 
 277.0 
 
 124 
 
 40-6-160 
 
 "65.3 
 
 96. 61 
 
 1261.9 
 
 182,032 
 
 15.091 
 
 197,123 
 
 9.223 
 
 10,170 
 
 66 
 
 2 
 
 72 
 
 6 
 
 3550 
 
 125 
 
 40-8-160 
 
 1158.4 
 
 107.46 
 
 1265.9 
 
 238,128 
 
 22,090 
 
 260,218 
 
 9,386 
 
 
 
 
 
 
 468.6 
 
 126 
 
 50-2-160 
 
 1 165. 7 
 
 71.40 
 
 1237. I 
 
 107,046 
 
 6,557 
 
 113,603 
 
 9,836 
 
 
 
 
 
 
 204.6 
 
 127 
 
 50-4-160 
 
 1165.9 
 
 92.39 
 
 1258.3 
 
 152.697 
 
 12,100 
 
 164,797 
 
 8.673 
 
 
 
 
 
 
 296.8 
 
 128 
 
 50-6-160 
 
 1166.2 
 
 126.29 
 
 1292.5 
 
 242,239126,233 
 
 268,472 
 
 8,808 
 
 
 
 
 
 
 481.6 
 
 129 
 
 30-4-120 
 
 1 160. 7 
 
 69.61 
 
 1230.3 
 
 89.793 
 
 5,384 
 
 95,177 
 
 10,604 
 
 
 
 
 
 
 171-4 
 
 130 
 
 30-8-120 
 
 1152.4 
 
 91 . 10 
 
 1243-5 
 
 149,617 
 
 11,829 
 
 161,446 
 
 9.813 
 
 10,701 
 
 69 
 
 7 
 
 74 
 
 7 
 
 290.7 
 
 131 
 
 30-10-120 
 
 1160.3 
 
 102.27 
 
 1262.6 
 
 178,055 
 
 15,694 
 
 193,749 
 
 7,678 
 
 8,480 
 
 53 
 
 6 
 
 68 
 
 9 
 
 348.9 
 
 132 
 
 30-14-120 
 
 1158.1 
 
 109.61 
 
 1267.7 
 
 228,381 
 
 21,615 
 
 249,996 
 
 6.741 
 
 7,460 
 
 47 
 
 4 
 
 63 
 
 5 
 
 450.1 
 
 133 
 
 40-4-120 
 
 1159.8 
 
 71 .60 
 
 I23I.4 
 
 94.572 
 
 5.842 
 
 100,414 
 
 9,890 
 
 10,817 
 
 68 
 
 I 
 
 75 
 
 3 
 
 180.8 
 
 134 
 
 40-8-120 
 
 1155-9 
 
 99.03 
 
 1254-9 
 
 167,637 
 
 14,363 
 
 182,000 
 
 8,644 
 
 9,446 
 
 60 
 
 
 
 70 
 
 9 
 
 327.7 
 
 135 
 
 40-12-120 
 
 1157.4 
 
 109.90 
 
 1267.3 
 
 237,691 
 
 22,564 
 
 260,255 
 
 6.857 
 
 7,408 
 
 46 
 
 7 
 
 62 
 
 7 
 
 468.6 
 
 136 
 
 50-8-120 
 
 1156.5 
 
 99.10 
 
 1255.6 
 
 183,851 
 
 15,751 
 
 199,602 
 
 8,789 
 
 
 
 
 359-3 
 
114 
 
 SUPERHEATED STEAM IN IvOCOMOTIVE SERVICE. 
 
 Table 13. — Chemical analysis of smoke-box gases. 
 
 Designation 
 of tests. 
 
 Laboratory 
 symbol. 
 
 Gas analysis. 
 
 65 
 
 66 
 
 67 
 
 Weight of — 
 
 Dry gas 
 per pound 
 of carbon. 
 
 Dry gas 
 per pound 
 of com- 
 bustible. 
 
 70 
 
 Air per 
 
 pound 
 
 of carbon. 
 
 71 
 
 Air 
 per pound 
 of com- 
 bustible. 
 
 78 
 
 Ratio of air 
 supplied to 
 theoretical 
 require- 
 ment. 
 
 lOI 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 los 
 
 106 
 
 30-2-240 
 30-4-240 
 
 30-5-240 
 
 40-4-240 
 
 P. ct. 
 O. 12 
 
 •77 
 .06 
 
 •99 
 
 Lbs. 
 I7^63 
 
 Lbs. 
 
 13-41 
 
 12.32 
 
 II. 31 
 
 11.96 
 
 Lbs. 
 
 17.17 
 
 16.45 
 
 5^7i 
 6.48 
 
 Lbs. 
 13.06 
 89 
 
 II 
 10 
 
 1.23 
 '•25 
 
 .16 
 
 .22 
 
 107 
 
 108 
 
 109 
 
 no 
 
 III 
 
 ma 
 
 112 
 
 113 
 
 30-2-200 
 30-6-200 
 
 40-4-200 
 40-6-200 
 50-4-200 
 
 .01 
 
 .27 
 
 ■39 
 .40 
 . 10 
 
 80 
 
 16.95 
 13-52 
 
 11.36 
 13.09 
 16.64 
 
 20.94 
 7-73 
 
 15-32 
 17-54 
 17.96 
 
 1-53 
 1.28 
 
 1. 16 
 1 .22 
 
 I -32 
 
 114 
 
 "5 
 116 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 
 125 
 126 
 127 
 128 
 
 30-4-160 
 30-8-160 
 
 40-6-160 
 
 29 
 ■31 
 
 -35 
 
 19 
 
 15-32 
 
 14- 
 14- 
 
 9.27 
 7.82 
 
 8.59 
 
 40 
 
 37 
 
 129 
 130 
 131 
 132 
 133 
 134 
 135 
 136 
 
 30-8-120 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 -19 
 -15 
 .16 
 . II 
 
 .04 
 -27 
 
 20 
 21 
 21 
 22 
 20 
 20 
 
 15-67 
 14-33 
 13.66 
 17.88 
 15-45 
 13-08 
 
 19.92 
 20.97 
 20.58 
 22.26 
 20.27 
 20.00 
 
 15 
 14 
 13 
 17 
 14 
 12 
 
 1 .40 
 1.50 
 1 .46 
 1. 71 
 
 1-54 
 1.42 
 
SUPERHEATED STEAM IN I<OCOMOTlVE SERVICE. 
 
 115 
 
 Tabi,E 14. — Chemical analysis of coal. 
 
 Designation 
 of tests. 
 
 Proximate analysis of coal as fired. 
 Per cent of — 
 
 ultimate analysis of dry coal. 
 Per cent of — 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Moist- 
 ure. 
 
 Volatile 
 matter. 
 
 Fixed 
 carbon. 
 
 Ash. 
 
 Carbon. 
 
 Hydro- 
 gen, 
 
 Oxygen. 
 
 Nitro- 
 gen, 
 
 Sul- 
 phur. 
 
 Ash, 
 
 1 
 
 a 
 
 74 
 
 75 
 
 76 
 
 77 
 
 78 
 
 79 
 
 80 
 
 81 
 
 88 
 
 83 
 
 lOI 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 
 106 
 
 30-2-240 
 30-4-240 
 
 30-5-240 
 40-4-240 
 
 2 
 
 I 
 
 I 
 
 I 
 
 72 
 63 
 
 54 
 
 56 
 
 32 
 31 
 
 31 
 
 31 
 
 19 
 74 
 
 67 
 16 
 
 57.63 
 58.49 
 
 58 .'53 
 
 59-01 
 
 7 
 8 
 
 8 
 
 8 
 
 46 
 14 
 
 26 
 29 
 
 78 
 78 
 
 77 
 76 
 
 45 
 70 
 
 02 
 83 
 
 5 
 4 
 
 4 
 
 4 
 
 25 
 73 
 
 66 
 62 
 
 6 
 
 5 
 
 7 
 7 
 
 10 
 
 67 
 
 24 
 44 
 
 
 50 
 51 
 
 52 
 
 57 
 
 I 
 1 
 
 03 
 II 
 
 17 
 14 
 
 7 
 8 
 
 8 
 
 8 
 
 67 
 28 
 
 39 
 40 
 
 107 
 108 
 109 
 1 10 
 III 
 
 ma 
 
 112 
 
 "3 
 
 30-2-200 
 30-6-200 
 
 40-4-200 
 40-6-200 
 50-4-200 
 
 3 
 I 
 
 I 
 
 I 
 2 
 
 68 
 SI 
 
 84 
 83 
 16 
 
 15 
 
 32 
 
 30 
 32 
 15 
 
 56 
 
 78 
 
 70 
 85 
 88 
 
 71. 10 
 57.27 
 
 56.13 
 57-09 
 71.18 
 
 9 
 
 8 
 
 II 
 
 8 
 
 10 
 
 66 
 
 33 
 22 
 
 77 
 
 81 
 
 77 
 
 74 
 78 
 79 
 
 30 
 76 
 
 91 
 60 
 
 45 
 
 4 
 4 
 
 4 
 4 
 3 
 
 09 
 71 
 
 89 
 76 
 92 
 
 2 
 6 
 
 6 
 5 
 3 
 
 52 
 48 
 
 02 
 64 
 69 
 
 
 04 
 50 
 
 45 
 52 
 03 
 
 
 04 
 08 
 
 19 
 10 
 
 91 
 
 10 
 8 
 
 II 
 
 8 
 
 II 
 
 00 
 
 57 
 
 54 
 38 
 00 
 
 114 
 
 "5 
 116 
 
 "7 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 
 125 
 126 
 127 
 128 
 
 30-4-160 
 30-8-160 
 
 40-6-160 
 
 2 
 I 
 
 2 
 
 01 
 65 
 
 24 
 
 31 
 32 
 
 32 
 
 39 
 94 
 
 33 
 
 58^67 
 57-70 
 
 56'- 28 
 
 7 
 7 
 
 9 
 
 93 
 71 
 
 15 
 
 77 
 78 
 
 77 
 
 14 
 90 
 
 09 
 
 4 
 4 
 
 4 
 
 52 
 88 
 
 82 
 
 7 
 5 
 
 6 
 
 43 
 68 
 
 12 
 
 I 
 • 
 
 55 
 54 
 
 52 
 
 ■ 
 
 27 
 16 
 
 09 
 
 8 
 7 
 
 9 
 
 09 
 
 84 
 
 36 
 
 129 
 130 
 131 
 132 
 133 
 134 
 135 
 136 
 
 30-8-120 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 . 
 
 2 
 2 
 3 
 3 
 2 
 2 
 
 30 
 85 
 44 
 79 
 82 
 
 93 
 
 31 
 
 14 
 14 
 15 
 15 
 15 
 
 53 
 70 
 55 
 55 
 II 
 
 27 
 
 58-03 
 73-26 
 72.80 
 
 72.39 
 73.86 
 
 74-66 
 
 8 
 9 
 9 
 
 8 
 8 
 
 7 
 
 14 
 19 
 21 
 27 
 21 
 14 
 
 76 
 80 
 81 
 
 79 
 81 
 
 83 
 
 65 
 
 54 
 72 
 
 93 
 74 
 14 
 
 4 
 4 
 4 
 3 
 4 
 4 
 
 61 
 10 
 
 17 
 87 
 II 
 16 
 
 7 
 3 
 
 2 
 
 5 
 3 
 3 
 
 58 
 90 
 67 
 57 
 83 
 52 
 
 
 57 
 05 
 00 
 
 05 
 02 
 08 
 
 
 26 
 
 95 
 91 
 
 98 
 84 
 75 
 
 8 
 9 
 9 
 
 8 
 8 
 7 
 
 33 
 46 
 54 
 60 
 
 44 
 35 
 
ii6 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 15. — Calorific values. 
 
 Designation 
 of tests. 
 
 Per cent combustible. 
 
 Calorific value in B. t. u. 
 
 10 1 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 
 106 
 
 Laboratory 
 symbol. 
 
 In 
 front-end 
 cinders. 
 
 30-2-240 
 30-4-240 
 
 30-5-240 
 
 40-4-240 
 
 66 
 
 81 
 
 79 
 78 
 
 In 
 
 stack 
 
 cinders. 
 
 60 
 61 
 
 66 
 63 
 
 In 
 
 refuse 
 
 from 
 
 ash-pan. 
 
 Per 
 pound of 
 dry coal. 
 
 87 
 
 45 
 51 
 
 53 
 49 
 
 14.174 
 14,124 
 
 14,097 
 14,121 
 
 Per pound 
 of com- 
 bustible. 
 
 i5>352 
 15,398 
 
 15,388 
 15,416 
 
 Per pound 
 of front- 
 end cinders. 
 
 9.245 
 11,673 
 
 11,239 
 
 11,113 
 
 Per pound 
 of stack 
 cinders. 
 
 90 
 
 7,812 
 8,881 
 
 9,211 
 
 9,275 
 
 Per pound 
 of refuse 
 
 from 
 ash-pan. 
 
 91 
 
 6698 
 7583 
 
 7849 
 
 7160 
 
 107 
 
 108 
 
 log 
 
 no 
 
 III 
 
 ma 
 
 112 
 
 113 
 
 30-2-200 
 30-6-200 
 
 40-4-200 
 40-6-200 
 50-4-200 
 
 74 
 73 
 
 73 
 76 
 So 
 
 74 
 60 
 
 70 
 
 65 
 80 
 
 39 
 45 
 
 44 
 48 
 
 41 
 
 14,283 
 14,018 
 
 13,457 
 14,262 
 14,009 
 
 15,875 
 15,332 
 
 15,214 
 15,566 
 
 15,744 
 
 10,615 
 10,442 
 
 10,571 
 10,699 
 
 11,534 
 
 10,832 
 8,599 
 
 9,949 
 
 9,265 
 
 11,261 
 
 5820 
 6677 
 
 6444 
 7132 
 6103 
 
 114 
 
 115 
 116 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 125 
 126 
 127 
 128 
 
 30-4-160 
 30-8-160 
 
 40-6-160 
 
 14,062 
 14,216 
 
 13,914 
 
 15,300 
 15,425 
 
 15,351 
 
 9,090 
 9,293 
 
 9,959 
 
 7,272 
 8,305 
 
 7,960 
 
 5730 
 6853 
 
 6890 
 
 129 
 130 
 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30-8-120 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 68 
 80 
 86 
 74 
 83 
 87 
 
 59 
 75 
 83 
 70 
 
 75 
 82 
 
 35 
 54 
 41 
 37 
 51 
 41 
 
 14,070 
 14,305 
 14,215 
 14,507 
 14,421 
 14,690 
 
 15,348 
 15,799 
 15,714 
 15,872 
 15,752 
 15,857 
 
 8,640 
 11,534 
 12,337 
 10,546 
 
 11,875 
 12,627 
 
 7,349 
 10,875 
 12,000 
 10,115 
 10,903 
 11,980 
 
 5228 
 
 7984 
 6114 
 
 5490 
 7565 
 6092 
 
SUPERHEATED STEAM IN WCOMOTIVE SERVICE. 
 
 117 
 
 Table 16. — Heat-balances. 
 
 Designation 
 
 of tests. 
 
 lOI 
 
 102 
 
 103 
 
 1030 
 
 104 
 
 105 
 
 106 
 
 Laboratory 
 symbol. 
 
 30-2-240 
 30-4-240 
 
 30-5-240 
 
 40-4-240 
 
 HO 
 
 13 S . 
 > O 4J 
 
 « 'S 
 
 15,352 
 I5>398 
 
 15.388 
 
 15.416 
 
 0i5 
 
 
 10,189 
 9.252 
 
 9,040 
 9.136 
 
 B. t. ti, loss per pound of combustible fired. 
 
 94 
 
 41 
 25 
 
 24 
 24 
 
 39 
 
 82 
 
 70 
 33 
 
 Oa 
 
 Mb 
 
 688 
 633 
 
 632 
 625 
 
 2087 
 2049 
 
 1975 
 2057 
 
 I 
 
 o B 
 
 72 
 451 
 
 576 
 
 565 
 
 433 
 886 
 
 1235 
 
 1224 
 
 100 
 
 205 
 137 
 
 141 
 
 147 
 
 
 634 
 
 933 
 639 
 537 
 
 965 
 950 
 
 1056 
 
 1068 
 
 107 
 
 108 
 
 109 
 
 no 
 
 III 
 
 ma 
 
 112 
 
 "3 
 
 30-2-200 
 30-6-200 
 
 40-4-200 
 40-6-200 
 50-4-200 
 
 15.875 
 15.332 
 
 15.214 
 15,566 
 15,744 
 
 10,430 
 9,552 
 
 9,330 
 9,832 
 
 56 
 23 
 
 58 
 
 47 
 
 541 
 637 
 
 29 
 28 
 
 34 
 
 75 
 62 
 
 55 
 
 671 
 649 
 544 
 
 2392 
 2297 
 
 1801 
 2325 
 2133 
 
 8 
 167 
 
 746 
 
 243 
 
 66 
 
 670 
 625 
 
 750 
 
 918 
 
 1882 
 
 243 
 124 
 
 206 
 
 173 
 284 
 
 738 
 785 
 
 895 
 588 
 823 
 
 739 
 1075 
 
 711 
 
 748 
 
 1434 
 
 114 
 
 "5 
 116 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 125 
 126 
 127 
 128 
 
 30-4-160 
 30-8-160 
 
 40-6-160 
 
 15,300 
 15,425 
 
 15,351 
 
 10,575 
 10,209 
 
 10,170 
 
 581 
 653 
 
 646 
 
 2160 
 2342 
 
 2272 
 
 194 
 195 
 
 229 
 
 178 
 561 
 
 463 
 
 152 
 112 
 
 205 
 
 573 
 570 
 
 604 
 
 802 
 ■716 
 
 686 
 
 129 
 130 
 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30-8-120 
 
 30-10-120 
 
 30-14 120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 15,348 
 15,799 
 15,714 
 15,872 
 15,752 
 15,857 
 
 10,701 
 8,480 
 7,456 
 
 10,817 
 9,446 
 7,408 
 
 34 
 43 
 54 
 55 
 42 
 45 
 
 59 
 43 
 44 
 46 
 
 44 
 55 
 
 597 
 547 
 568 
 486 
 538 
 556 
 
 2239 
 2178 
 2272 
 2145 
 2294 
 2217 
 
 130 
 116 
 122 
 89 
 30 
 199 
 
 270 
 1910 
 
 2373 
 400 
 
 1233 
 2654 
 
 132 
 326 
 817 
 174 
 320 
 596 
 
 439 
 948 
 
 446 
 807 
 665 
 
 445 
 
 747 
 1208 
 1562 
 
 853 
 1140 
 1680 
 
ii8 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 17. — Heat-balances — Continued. 
 
 Designation 
 of tests. 
 
 lOI 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 
 106 
 
 Laboratory 
 symbol. 
 
 30-2-240 
 30-4-240 
 
 30-5-240 
 
 40-4-240 
 
 Per cent of heat— 
 
 O M 
 
 103 
 
 0.27 
 16 
 
 0.25 
 ■S3 
 
 46 
 
 q.H 
 $>. 
 
 107 
 
 eg 
 
 ■5 s 
 
 a. a 
 
 1-34 
 89 
 
 .92 
 •95 
 
 ■13 
 06 
 
 15 
 
 iia 
 
 6.30 
 6.17 
 
 6.86 
 6.93 
 
 107 
 
 108 
 
 109 
 
 no 
 
 III 
 
 Ilia. 
 
 112 
 
 113 
 
 30-2-200 
 30-6-200 
 
 40-4-200 
 40-6-200 
 50-4-200 
 
 07 
 
 ■53 
 .81 
 
 ■35 
 
 II 
 
 .80 
 
 65 
 
 12 
 
 6S 
 96 
 
 63 
 81 
 
 37 
 
 114 
 
 115 
 116 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 
 125 
 126 
 127 
 128 
 
 30-4-160 
 30-8-160 
 
 40-6-160 
 
 79 
 
 ■99 
 ■73 
 
 ■33 
 
 ■74 
 .70 
 
 ■93 
 
 .26 
 ■65 
 
 ■49 
 
 129 
 130 
 
 131 
 
 132 
 
 133 
 134 
 135 
 136 
 
 30-8-1 20 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 86 
 06 
 20 
 10 
 
 03 
 76 
 
 86 
 00 
 84 
 09 
 22 
 81 
 
 87 
 67 
 94 
 31 
 26 
 
 59 
 
SUPERHEATBD STEAM IN LOCOMOTIVE SERVICE. 
 
 119 
 
 Table 18. — Events of the stroke from indicator-cards. 
 
 Designation 
 
 
 
 Indicator results — Events of stroke — Per cent. 
 
 
 
 of tests. 
 
 
 
 
 
 
 
 
 
 
 
 Admission. 
 
 Cut-off. 
 
 
 Laboratory 
 
 Right side. 
 
 Left side. 
 
 
 Right side. 
 
 Left side. 
 
 
 No. 
 
 symbol. 
 
 
 
 
 
 Average. 
 
 
 
 
 
 Average. 
 
 
 
 
 
 
 
 
 
 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 
 1 
 
 8 
 
 113 
 
 114 
 
 115 
 
 116 
 
 117 
 
 118 
 
 119 
 
 120 
 
 131 
 
 188 
 
 lOI 
 
 30-2-240 
 
 4.00 
 
 3.12 
 
 2-37 
 
 2.49 
 
 2.99 
 
 15.70 
 
 13-41 
 
 16.79 
 
 16.20 
 
 15-52 
 
 102 
 
 30-4-240 
 
 2 
 
 54 
 
 2 
 
 25 
 
 I 
 
 20 
 
 I 
 
 91 
 
 1 
 
 97 
 
 20.87 
 
 20.08 
 
 22.45 
 
 22.20 
 
 21 .40 
 
 103 
 
 30-5-240 
 
 I 
 
 97 
 
 I 
 
 42 
 
 I 
 
 21 
 
 I 
 
 55 
 
 I 
 
 54 
 
 25-30 
 
 23-17 
 
 25-63 
 
 27.55 
 
 25-41 
 
 103a 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 104 
 
 40-2-240 
 
 
 
 
 
 
 
 
 
 
 
 15.61 
 
 15-55 
 
 17.00 
 
 17.22 
 
 16.34 
 
 105 
 
 40-4-240 
 
 3 
 
 21 
 
 2 
 
 94 
 
 2 
 
 09 
 
 2 
 
 71 
 
 2 
 
 74 
 
 22.36 
 
 20.81 
 
 24.09 
 
 26.35 
 
 23 40 
 
 106 
 
 50-2-240 
 
 
 
 
 
 
 
 
 
 
 
 18.08 
 
 16.83 
 
 17.41 
 
 17 .00 
 
 17-32 
 
 107 
 
 30-2-200 
 
 5 
 
 33 
 
 4 
 
 37 
 
 2 
 
 96 
 
 3 
 
 13 
 
 3 
 
 95 
 
 15-53 
 
 12.93 
 
 15-46 
 
 14.80 
 
 14.68 
 
 108 
 
 30-4-200 
 
 3 
 
 50 
 
 2 
 
 60 
 
 I 
 
 87 
 
 2 
 
 43 
 
 2 
 
 60 
 
 21 .00 
 
 18.60 
 
 20.46 
 
 23.40 
 
 20.86 
 
 109 
 
 30-6-200 
 
 2 
 
 39 
 
 I 
 
 27 
 
 I 
 
 10 
 
 1 
 
 50 
 
 1 
 
 57 
 
 26.21 
 
 25 23 
 
 26.87 
 
 30.20 
 
 27.13 
 
 no 
 
 40-2-200 
 
 5 
 
 04 
 
 3 
 
 55 
 
 3 
 
 65 
 
 3 
 
 08 
 
 3 
 
 83 
 
 16.77 
 
 15.08 
 
 17-15 
 
 16.31 
 
 16-33 
 
 III 
 
 40-4-200 
 
 2 
 
 67 
 
 2 
 
 47 
 
 2 
 
 20 
 
 2 
 
 77 
 
 2 
 
 53 
 
 21 . 12 
 
 21.30 
 
 21.87 
 
 25-37 
 
 22.41 
 
 ma 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 112 
 
 .40-6-200 
 
 4 
 
 00 
 
 2 
 
 97 
 
 3 
 
 14 
 
 3 
 
 32 
 
 3 
 
 36 
 
 28.60 
 
 27-73 
 
 30.07 
 
 31-64 
 
 29-51 
 
 "3 
 
 50-4-200 
 
 3 
 
 40 
 
 2 
 
 10 
 
 2 
 
 10 
 
 2 
 
 10 
 
 2 
 
 43 
 
 22.20 
 
 22.40 
 
 22.40 
 
 24.00 
 
 22.75 
 
 114 
 
 20-2-160 
 
 4 
 
 47 
 
 5 
 
 72 
 
 3 
 
 69 
 
 3 
 
 II 
 
 4 
 
 24 
 
 16.27 
 
 12.99 
 
 14.96 
 
 13.72 
 
 14.48 
 
 "5 
 
 20-4-160 
 
 2 
 
 10 
 
 3 
 
 26 
 
 I 
 
 86 
 
 I 
 
 60 
 
 2 
 
 20 
 
 22 .07 
 
 19-56 
 
 22.96 
 
 21 .26 
 
 21 .46 
 
 116 
 
 20-6-160 
 
 
 60 
 
 2 
 
 60 
 
 
 30 
 
 I 
 
 30 
 
 I 
 
 20 
 
 28.06 
 
 24.20 
 
 25.80 
 
 30.33 
 
 27.09 
 
 "7 
 
 20-8-160 
 
 I 
 
 06 
 
 2 
 
 03 
 
 
 83 
 
 ± 
 
 16 
 
 I 
 
 27 
 
 36.86 
 
 30.87 
 
 34.60 
 
 39-93 
 
 35.56 
 
 n8 
 
 30-2-160 
 
 5 
 
 00 
 
 4 
 
 32 
 
 3 
 
 93 
 
 3 
 
 46 
 
 4 
 
 18 
 
 15-16 
 
 12.80 
 
 14-77 
 
 14.46 
 
 14.29 
 
 119 
 
 30-4-160 
 
 
 
 
 
 
 
 
 
 
 
 20.06 
 
 18.63 
 
 21 .61 
 
 21.57 
 
 20.47 
 
 120 
 
 30-6-160 
 
 I 
 
 93 
 
 2 
 
 23 
 
 
 93 
 
 I 
 
 53 
 
 I 
 
 65 
 
 26.67 
 
 24.60 
 
 26.00 
 
 31-23 
 
 27. 12 
 
 121 
 
 30-8-160 
 
 2 
 
 06 
 
 I 
 
 96 
 
 I 
 
 32 
 
 
 86 
 
 I 
 
 55 
 
 35-13 
 
 31-93 
 
 33-78 
 
 36.06 
 
 34-22 
 
 122 
 
 40-2-160 
 
 5 
 
 40 
 
 4 
 
 06 
 
 4 
 
 06 
 
 3 
 
 00 
 
 4 
 
 13 
 
 15.26 
 
 13-33 
 
 16.26 
 
 14-93 
 
 14.94 
 
 123 
 
 40-4-160 
 
 3 
 
 30 
 
 3 
 
 93 
 
 3 
 
 57 
 
 2 
 
 93 
 
 3 
 
 43 
 
 20.80 
 
 21 .00 
 
 20.80 
 
 22-57 
 
 21.29 
 
 124 
 
 40-6-160 
 
 
 
 
 
 
 
 
 
 
 
 27 . 20 
 
 25-71 
 
 27.80 
 
 30.66 
 
 27.83 
 
 125 
 
 40-8-160 
 
 I 
 
 33 
 
 3 
 
 00 
 
 
 98 
 
 I 
 
 33 
 
 I 
 
 66 
 
 36-13 
 
 34-14 
 
 35.87 
 
 41-47 
 
 36.90 
 
 126 
 
 50-2-160 
 
 5 
 
 41 
 
 4 
 
 58 
 
 5 
 
 83 
 
 4 
 
 50 
 
 5 
 
 08 
 
 16-33 
 
 14. 16 
 
 17.50 
 
 14.66 
 
 15-66 
 
 127 
 
 50-4-160 
 
 4 
 
 91 
 
 4 
 
 33 
 
 6 
 
 08 
 
 5 
 
 25 
 
 5 
 
 14 
 
 22.83 
 
 20.50 
 
 23.66 
 
 22.33 
 
 22.33 
 
 128 
 
 50-6-160 
 
 I 
 
 77 
 
 I 
 
 75 
 
 I 
 
 37 
 
 I 
 
 25 
 
 I 
 
 53 
 
 26.50 
 
 26.50 
 
 28.25 
 
 30.75 
 
 28.00 
 
 129 
 
 30-4-120 
 
 
 
 
 
 
 
 
 
 
 
 20.40 
 
 17.70 
 
 20.40 
 
 19.00 
 
 19-38 
 
 130 
 
 30-8-120 
 
 
 
 
 
 
 
 
 
 
 
 35 63 
 
 32.25 
 
 35.00 
 
 38-36 
 
 35-31 
 
 131 
 
 30-10-120 
 
 I 
 
 63 
 
 1 
 
 92 
 
 I 
 
 29 
 
 I 
 
 54 
 
 1 
 
 60 
 
 43-83 
 
 39 50 
 
 41-25 
 
 46-33 
 
 42-73 
 
 132 
 
 30-14-120 
 
 
 33 
 
 
 63 
 
 
 21 
 
 
 25 
 
 
 35 
 
 58.42 
 
 52-42 
 
 55-42 
 
 61.92 
 
 57-04 
 
 133 
 
 40-4-120 
 
 
 
 
 
 
 
 
 
 
 
 21 .40 
 
 18.40 
 
 21,93 
 
 20.13 
 
 20.47 
 
 134 
 
 40-8-120 
 
 3 
 
 40 
 
 3 
 
 43 
 
 3 
 
 43 
 
 4 
 
 00 
 
 3 
 
 56 
 
 36.13 
 
 31.67 
 
 35.33 
 
 38-28 
 
 35-60 
 
 135 
 
 40-12-120 
 
 2 
 
 22 
 
 2 
 
 56 
 
 I 
 
 72 
 
 I 
 
 89 
 
 2 
 
 10 
 
 52.55 
 
 47-67 
 
 49.22 
 
 55-33 
 
 51-19 
 
 136 
 
 50-8-120 
 
 
 
 
 
 
 
 
 
 
 
 36.50 
 
 32-33 
 
 35-50 
 
 37-83 
 
 35-54 
 
SUPBRHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 19. — Events of the stroke — Continued. 
 
 Designation 
 of tests. 
 
 Indicator results — Events of stroke — Per cent. 
 
 No. 
 
 lOI 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 106 
 
 Laboratory 
 symbol. 
 
 Right side. 
 
 H.E. 
 
 % 
 
 123 
 
 30-2-240 
 30-4-240 
 30-5-240 
 30-5-240 
 40—2—240 
 40-4-240 
 50-2-240 
 
 62 .99 
 68.03 
 71.30 
 
 64.66 
 65-57 
 64- 75 
 
 62.03 
 66.07 
 70.97 
 
 C. E. 
 
 134 
 
 Left side. 
 
 H.E. 
 
 125 
 
 64-15 
 70.08 
 72.80 
 
 63.96 
 70.00 
 65-41 
 
 64.94 
 71.66 
 
 75-57 
 
 64-J7 
 69-45 
 60.83 
 
 C. E. 
 126 
 
 Average. 
 
 127 
 
 63-53 
 68.96 
 72.66 
 
 63-44 
 67.86 
 62.81 
 
 Compression. 
 
 Right side. 
 
 H. E. 
 
 128 
 
 37.28 
 31-58 
 29.90 
 
 36-77 
 31-55 
 29.08 
 
 C.E. 
 
 129 
 
 33-24 
 31-33 
 29.27 
 
 35-27 
 32 .00 
 36.00 
 
 Left side. 
 
 H. E. 
 
 130 
 
 36.12 
 31-75 
 27-45 
 
 37.22 
 31.09 
 39-08 
 
 C.E. 
 
 Average. 
 
 131 
 
 34-37 
 29-37 
 28.50 
 
 36-61 
 33 40 
 35-00 
 
 132 
 
 35-25 
 31.01 
 
 28.78 
 
 36.46 
 32.01 
 34-79 
 
 107 
 
 108 
 
 109 
 
 no 
 
 III 
 
 ma 
 
 112 
 
 "3 
 
 30-2-200 
 30-4-200 
 30-6-200 
 40—2—200 
 40-4-200 
 40-4-200 
 40-6-200 
 50-4-200 
 
 65-13 
 69.00 
 69.21 
 
 65-23 
 70. 12 
 
 65.40 
 68.46 
 68.87 
 63.07 
 70.87 
 
 71.47 70.13 72.21 
 62.80 64.40 64.00 
 
 66.13 
 70.86 
 71.80 
 63.76 
 71.87 
 
 73 36 
 67.40 
 
 64 
 
 73 
 
 68 
 
 71 
 
 69 
 
 30 
 
 63 
 
 94 
 
 70 
 
 65 
 
 71 
 
 79 
 
 64.65 
 
 59 
 
 60 
 
 69 
 
 22 
 
 71 
 
 21 
 
 75 
 
 43 
 
 62 
 
 77 
 
 68 
 
 12 
 
 66 
 
 88 
 
 75 
 
 23 
 
 64.36 
 
 66 
 
 22 
 
 71 
 
 35 
 
 76 
 
 03 
 
 62 
 
 37 
 
 68 
 
 92 
 
 68 
 
 06 
 
 40.00 
 
 35-93 
 30.29 
 
 40-31 
 33 30 
 
 32-13 
 35-40 
 
 36 
 
 40 
 
 31 
 
 46 
 
 27 
 
 77 
 
 34 
 
 85 
 
 34 
 
 42 
 
 29 
 
 27 
 
 33 
 
 40 
 
 37-93 
 30.93 
 26.57 
 40.85 
 26.60 
 
 28.00 
 31.80 
 
 31.80 
 33-00 
 30.17 
 36.92 
 30.47 
 
 29.36 
 34.80 
 
 36.53 
 32-83 
 28.70 
 38-23 
 31.20 
 
 29.69 
 34-10 
 
 114 
 
 115 
 116 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 
 125 
 126 
 127 
 128 
 
 20-2-160 
 20-4-160 
 20-6-160 
 20-8-160 
 30-2-160 
 30-4-160 
 30-6-160 
 30-8-160 
 40-2-160 
 40-4-160 
 40-6-160 
 40-8-160 
 50-2-160 
 50-4-160 
 50-6-160 
 
 59 
 
 38 
 
 69 
 
 40 
 
 71 
 
 46 
 
 75 
 
 14 
 
 63 
 
 20 
 
 68 
 
 56 
 
 66 
 
 46 
 
 76 
 
 27 
 
 64 
 
 93 
 
 66 
 
 53 
 
 72 
 
 33 
 
 75 
 
 74 
 
 64 
 
 66 
 
 68 
 
 58 
 
 65 
 
 50 
 
 67 
 
 10 
 
 76 
 
 35 
 
 82 
 
 08 
 
 86 
 
 58 
 
 68 
 
 47 
 
 79 
 
 86 
 
 84 
 
 33 
 
 70 
 
 33 
 
 58.82 
 67-70 
 68.60 
 
 73-66 
 62 . 22 
 66.03 
 66.90 
 
 73.47 
 66.13 
 
 65.34 
 69.64 
 
 74-79 
 60. 16 
 66.80 
 69.00 
 
 59.22 
 70.00 
 72.40 
 75.47 
 62.83 
 69. 10 
 66.07 
 
 75-64 
 63.26 
 64.74 
 71 .60 
 75-74 
 63-33 
 70. 16 
 68.00 
 
 61 .00 
 69.80 
 72-40 
 77.47 
 62.83 
 68.79 
 68.10 
 75.54 
 63.13 
 68.28 
 
 71-93 
 77-87 
 62.33 
 70. 16 
 
 69-75 
 
 36-83 
 33-21 
 26.80 
 25.20 
 42. 10 
 37-56 
 30.60 
 26.20 
 46. 20 
 35 -80 
 31.80 
 26.67 
 44.16 
 37-16 
 32-75 
 
 37-55 
 32-13 
 29-40 
 26.20 
 36-64 
 35.80 
 
 32-17 
 23-66 
 
 39-93 
 36.00 
 31-50 
 29.22 
 40. 16 
 34-66 
 33-50 
 
 35-83 
 31-53 
 24-93 
 21.80 
 43.26 
 36-18 
 29.00 
 25.00 
 43.40 
 37-47 
 31-93 
 25-53 
 47.66 
 39-50 
 29-75 
 
 35-50 
 30.06 
 23.06 
 23.66 
 37-56 
 35.18 
 29.86 
 
 25.13 
 41 .06 
 
 35.07 
 31.00 
 23.40 
 42.00 
 36.66 
 31-50 
 
 36.43 
 31-73 
 26.05 
 24.21 
 
 39-89 
 36-18 
 30-41 
 24-99 
 42-65 
 36.08 
 
 31-51 
 26.20 
 
 43-49 
 36.99 
 33-45 
 
 129 
 130 
 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30-4-120 
 
 30-8-120 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 50-8-120 
 
 69.70 
 
 66.80 
 
 68.40 
 
 68.00 
 
 40.00 
 
 74-07 
 
 75-58 
 
 75-94 
 
 75.48 
 
 29.23 
 
 77-25 
 
 79.92 
 
 81.33 
 
 80.14 
 
 26.33 
 
 84.08 
 
 86.33 
 
 87-67 
 
 86.17 
 
 17-75 
 
 67-53 
 
 68.66 
 
 67.20 
 
 67-97 
 
 42.07 
 
 76.26 
 
 78.20 
 
 79-67 
 
 78.50 
 
 29.80 
 
 80.67 
 
 83-33 
 
 84-78 
 
 83-28 
 
 20.89 
 
 66.50 
 
 67-33 
 
 68.50 
 
 68.16 
 
 30.33 
 
 36.90 
 25-90 
 
 24.00 
 
 15-50 
 
 37-73 
 28.27 
 20.44 
 29 -33 
 
 37.80 
 
 25-79 
 22.67 
 16.00 
 41.07 
 28.07 
 20.22 
 27.33 
 
 35-10 
 
 25-54 
 22.92 
 
 15.67 
 36.93 
 28.40 
 21 . II 
 27.67 
 
 37-45 
 26.61 
 
 23-75 
 16.23 
 
 39-45 
 28.64 
 20.67 
 28.66 
 
SUPBRHEATBD STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 20. — Pressures from indicator-cards. 
 
 Designation 
 of tests. 
 
 Indicator results — Pressure above atmosphere. 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Initial. 
 
 At cut-off. 
 
 Right side. 
 
 Left 
 
 side. 
 
 Average 
 
 Right side. 
 
 Left side. 
 
 Average. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 
 H. E. 
 
 C, E, 
 
 H. E. 
 
 C. E. 
 
 
 1 
 
 a 
 
 133 
 
 ]3<i: 
 
 135 
 
 136 
 
 137 
 
 138 
 
 139 
 
 140 
 
 141 
 
 143 
 
 lOI 
 
 30-2-240 
 
 239.20 
 
 232.70 
 
 221.30 
 
 224.60 
 
 229,45 
 
 159-16 
 
 166,98 
 
 150,48 
 
 147.90 
 
 156.13 
 
 102 
 
 36-4-240 
 
 231.40 
 
 232.50 
 
 211 . 10 
 
 222. 10 
 
 224.27 
 
 152-17 
 
 158-49 
 
 141,65 
 
 149.82 
 
 150.53 
 
 103 
 
 30-5-240 
 
 221.25 
 
 223.35 
 
 202.15 
 
 2 1 2 . 30 
 
 214,76 
 
 144.20 
 
 151,60 
 
 138-31 
 
 145.85 
 
 144.99 
 
 103a 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 104 
 
 40-2-240 
 
 233.90 
 
 232.40 
 
 222.80 
 
 224.00 
 
 228.27 
 
 135.00 
 
 140.00 
 
 130,60 
 
 129.22 
 
 133-70 
 
 105 
 
 40-4-240 
 
 233.00 
 
 229.50 
 
 205 . 90 
 
 225. 10 
 
 223.37 
 
 138.10 
 
 143-40 
 
 I 24 , 40 
 
 127.60 
 
 133-37 
 
 106 
 
 50-2-240 
 
 236.00 
 
 231-31 
 
 224.80 
 
 218.80 
 
 227.72 
 
 118.83 
 
 126.50 
 
 120,70 
 
 117.30 
 
 120.83 
 
 107 
 
 30-2-200 
 
 200 . 40 
 
 194.80 
 
 186.26 
 
 183.20 
 
 igi . 16 
 
 129. 10 
 
 133-00 
 
 119, 10 
 
 I 2 1 . 40 
 
 125-65 
 
 108 
 
 30-4-200 
 
 198.40 
 
 191 .60 
 
 182.00 
 
 185.80 
 
 189.45 
 
 128.70 
 
 131.53 
 
 120,40 
 
 124.13 
 
 126. 19 
 
 109 
 
 30-6-200 
 
 196.28 
 
 187.93 
 
 178.73 
 
 185.93 
 
 187.22 
 
 139.14 
 
 138,80 
 
 128,66 
 
 130.00 
 
 134.15 
 
 no 
 
 40-2-200 
 
 2 1 2 . 70 
 
 201.07 
 
 201.85 
 
 194.92 
 
 202.63 
 
 119.07 
 
 116,38 
 
 109,08 
 
 112.08 
 
 114. 15 
 
 III 
 
 40-4-200 
 
 195.00 
 
 194.00 
 
 185.90 
 
 183.60 
 
 189.62 
 
 108.40 
 
 119.75 
 
 105 . 70 
 
 107.65 
 
 110.37 
 
 ma 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 .'. . . 
 
 112 
 
 40-6-200 
 
 195-13 
 
 195.80 
 
 184.50 
 
 191.07 
 
 191.63 
 
 115.27 
 
 118. 13 
 
 109 . 50 
 
 113.21 
 
 114.03 
 
 "3 
 
 50-4-200 
 
 200 . 80 
 
 197.60 
 
 187.40 
 
 189.40 
 
 193.80 
 
 112.00 
 
 1 10 . 00 
 
 104.20 
 
 105.40 
 
 107 . 90 
 
 114 
 
 20-2-160 
 
 160.60 
 
 156.70 
 
 151.33 
 
 157.32 
 
 156.48 
 
 109 . 1 1 
 
 115.55 
 
 107.95 
 
 116. 16 
 
 112. 19 
 
 "5 
 
 20-4-160 
 
 157.57 
 
 155.33 
 
 153-39 
 
 146.92 
 
 153-30 
 
 103.86 
 
 106.47 
 
 I02 , 20 
 
 108.39 
 
 105.23 
 
 116 
 
 20-6-160 
 
 156.33 
 
 154.60 
 
 146.66 
 
 155-12 
 
 153-18 
 
 108.00 
 
 118.06 
 
 106,13 
 
 115.46 
 
 III .91 
 
 117 
 
 20-8-160 
 
 154.13 
 
 154.13 
 
 I 50 . 00 
 
 150.80 
 
 152.26 
 
 108.20 
 
 115.00 
 
 111,87 
 
 110.53 
 
 1 1 1 . 40 
 
 118 
 
 30-2-160 
 
 162.20 
 
 158.85 
 
 155-80 
 
 157.67 
 
 158.63 
 
 98.87 
 
 104.67 
 
 97.94 
 
 103.53 
 
 101.25 
 
 119 
 
 30-4-160 
 
 157-33 
 
 155.46 
 
 150.27 
 
 155.85 
 
 154.73 
 
 98.87 
 
 102.93 
 
 91.07 
 
 104.43 
 
 99.32 
 
 120 
 
 30-6-160 
 
 155-20 
 
 152.86 
 
 141.80 
 
 155.00 
 
 151.21 
 
 99-53 
 
 108.20 
 
 96.60 
 
 103.93 
 
 102.06 
 
 121 
 
 30-8-160 
 
 153-10 
 
 153-50 
 
 148 . 10 
 
 150.00 
 
 151. 17 
 
 104.90 
 
 106 . 40 
 
 103,00 
 
 113.60 
 
 106.97 
 
 122 
 
 40-2-160 
 
 167.86 
 
 164.65 
 
 159.27 
 
 168.20 
 
 164.99 
 
 89,06 
 
 98.40 
 
 86,80 
 
 93-71 
 
 91.99 
 
 123 
 
 40-4-160 
 
 162.67 
 
 155.47 
 
 156.66 
 
 159.28 
 
 158-52 
 
 93-54 
 
 93.74 
 
 85,68 
 
 95.80 
 
 92.19 
 
 124 
 
 40-6-160 
 
 157.20 
 
 155.20 
 
 149 . 80 
 
 156.66 
 
 154-73 
 
 90-93 
 
 93-57 
 
 88,40 
 
 93.60 
 
 91.60 
 
 125 
 
 40-8-160 
 
 147.92 
 
 151-13 
 
 138-73 
 
 151.07 
 
 147.21 
 
 88,94 
 
 97.22 
 
 90,21 
 
 98.93 
 
 93.82 
 
 126 
 
 50-2-160 
 
 169.50 
 
 164.00 
 
 171.50 
 
 158.50 
 
 165.87 
 
 76.66 
 
 84.00 
 
 76,50 
 
 81.33 
 
 79-62 
 
 127 
 
 50-4-160 
 
 165.66 
 
 166.00 
 
 156.83 
 
 163.33 
 
 162.95 
 
 76.00 
 
 83.33 
 
 74.83 
 
 84.33 
 
 79.62 
 
 128 
 
 50-6-160 
 
 159.25 
 
 155-00 
 
 150.50 
 
 158.25 
 
 155.75 
 
 84.75 
 
 89.50 
 
 78.75 
 
 91 .00 
 
 86.00 
 
 129 
 
 30-4-120 
 
 118.80 
 
 116.40 
 
 115.20 
 
 1 1 7 . 00 
 
 116.85 
 
 70, 20 
 
 71.90 
 
 68.20 
 
 70.00 
 
 70.08 
 
 130 
 
 30-8-120 
 
 109.93 
 
 113.40 
 
 109.21 
 
 110.36 
 
 110.72 
 
 70.94 
 
 77.34 
 
 69.50 
 
 75.36 
 
 73.28 
 
 131 
 
 30-10-120 
 
 1 1 2 . 40 
 
 115-10 
 
 108.20 
 
 I I I . 60 
 
 1 1 1. 82 
 
 77.00 
 
 77.42 
 
 75.75 
 
 79-50 
 
 77-41 
 
 132 
 
 30-14-120 
 
 109.42 
 
 114.50 
 
 110.42 
 
 110.30 
 
 III. 16 
 
 82.42 
 
 86.83 
 
 84.33 
 
 89.87 
 
 85.86 
 
 133 
 
 40-4-120 
 
 121.86 
 
 119.60 
 
 122,73 
 
 114.33 
 
 119.63 
 
 62.87 
 
 68,00 
 
 64-73 
 
 60.02 
 
 63-91 
 
 134 
 
 40-8-120 
 
 116.20 
 
 115.07 
 
 109.13 
 
 114.93 
 
 "3-83 
 
 64.20 
 
 71.87 
 
 64.60 
 
 71 .60 
 
 68.07 
 
 135 
 
 40-12-120 
 
 I I 2 . 90 
 
 112.89 
 
 107.55 
 
 112.22 
 
 III. 39 
 
 68.33 
 
 75-33 
 
 71.44 
 
 79-44 
 
 73-64 
 
 136 
 
 50-8-120 
 
 124.83 
 
 114.67 
 
 115. 17 
 
 123.83 
 
 119.62 
 
 61 .17 
 
 65.16 
 
 61. 17 
 
 64.67 
 
 63.04 
 
122 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 21. — Pressures from indicator-cards — Continued. 
 
 Designation 
 
 
 
 Indicator results — Pressure above atmosphere. 
 
 
 
 of tests. 
 
 
 
 
 
 
 
 
 At release. 
 
 At 
 
 compression. 
 
 
 No. 
 
 Laboratory 
 
 Right side. 
 
 Left side. 
 
 
 Right side. 
 
 Left side. 
 
 
 symbol. 
 
 
 
 
 Average. 
 
 
 
 
 Average. 
 
 
 
 
 
 
 
 
 
 
 
 ' H. E. 
 
 C. E. 
 
 H. E, 
 
 C. E. 
 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 
 1 
 
 a 
 
 143 
 
 144 
 
 145 
 
 146 
 
 147 
 
 148 
 
 149 
 
 150 
 
 151 
 
 153 
 
 lOI 
 
 30-2-240 
 
 48.41 
 
 43-91 
 
 45-58 
 
 41.07 
 
 44-74 
 
 16.58 
 
 14.99 
 
 15-33 
 
 14-83 
 
 15-43 
 
 I02 
 
 30-4-240 
 
 49-74 
 
 53 
 
 00 
 
 46.92 
 
 46-83 
 
 49.12 
 
 13.00 
 
 15.08 
 
 11-75 
 
 15-91 ■ 
 
 13-93 
 
 I03 
 
 30-5-240 
 
 51.00 
 
 51 
 
 30 
 
 49.16 
 
 51.10 
 
 50.64 
 
 14-45 
 
 14.40 
 
 13-05 
 
 15-30 
 
 14-30 
 
 103a 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 
 104 
 
 40-2-240 
 
 34-77 
 
 39 
 
 98 
 
 35-22 
 
 36.77 
 
 36 '.68 
 
 13-77 
 
 14.89 
 
 12.88 
 
 12.66 
 
 13-55 
 
 los 
 
 40-4-240 
 
 45-50 
 
 47 
 
 40 
 
 42.10 
 
 44.60 
 
 44-90 
 
 20.20 
 
 21.30 
 
 14.50 
 
 17.10 
 
 18.27 
 
 106 
 
 50-2-240 
 
 33-33 
 
 36 
 
 16 
 
 32.66 
 
 32.00 
 
 33-53 
 
 14.66 
 
 15.16 
 
 14-33 
 
 10.00 
 
 13-53 
 
 107 
 
 30-2-200 
 
 32-73 
 
 31 
 
 80 
 
 29-73 
 
 27.13 
 
 30.35 
 
 9-93 
 
 10.40 
 
 7.80 
 
 6-93 
 
 8.76 
 
 108 
 
 30-4-200 
 
 40.27 
 
 36 
 
 47 
 
 36.27 
 
 37-60 
 
 37-65 
 
 10.60 
 
 10.20 
 
 10.07 
 
 9.00 
 
 9-97 
 
 109 
 
 30-6-200 
 
 50.50 
 
 50 
 
 40 
 
 46.46 
 
 50.07 
 
 49-36 
 
 12.85 
 
 11-93 
 
 11.26 
 
 12.00 
 
 12.01 
 
 no 
 
 40-2-200 
 
 33-38 
 
 28 
 
 08 
 
 30-23 
 
 27.69 
 
 29-85 
 
 16.15 
 
 13.62 
 
 10.85 
 
 11-85 
 
 13.12 
 
 III 
 
 40-4-200 
 
 30.95 
 
 35 
 
 45 
 
 31-35 
 
 33-40 
 
 32-79 
 
 12.25 
 
 11.55 
 
 12.30 
 
 9.10 
 
 11.30 
 
 mo 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 
 
 112 
 
 40-6-200 
 
 41-53 
 
 43 
 
 87 
 
 42.50 
 
 43-43 
 
 42.83 
 
 16.00 
 
 17.87 
 
 15-14 
 
 17.07 
 
 16.52 
 
 113 
 
 50-4-200 
 
 40.40 
 
 36 
 
 80 
 
 36.00 
 
 34.20 
 
 36.85 
 
 23.60 
 
 16.46 
 
 16.40 
 
 14.00 
 
 17.60 
 
 114 
 
 20-2-160 
 
 31-94 
 
 30 
 
 44 
 
 30.44 
 
 31-55 
 
 31.09 
 
 6-55 
 
 6.05 
 
 6-77 
 
 7.33 
 
 6.67 
 
 "5 
 
 20-4-160 
 
 31-64 
 
 31 
 
 66 
 
 35-13 
 
 32.06 
 
 32-62 
 
 4-50 
 
 6-93 
 
 5-13 
 
 5-26 
 
 5-45 
 
 116 
 
 20-6-160 
 
 40.20 
 
 42 
 
 80 
 
 43.66 
 
 46- 19 
 
 43-21 
 
 6.53 
 
 6-73 
 
 506 
 
 6.26 
 
 6.14 
 
 117 
 
 20-8-160 
 
 48-13 
 
 46 
 
 86 
 
 48-07 
 
 50.26 
 
 48.33 
 
 5-20 
 
 6.06 
 
 4.66 
 
 5-86 
 
 5-44 
 
 118 
 
 30-2-160 
 
 24-93 
 
 23 
 
 86 
 
 24-53 
 
 25-33 
 
 24.66 
 
 6.66 
 
 9 50 
 
 6-33 
 
 8.40 
 
 7.72 
 
 119 
 
 30-4-160 
 
 26.93 
 
 29 
 
 40 
 
 26.93 
 
 33-29 
 
 29.14 
 
 5-33 
 
 7.20 
 
 6.21 
 
 7-64 
 
 6.59 
 
 120 
 
 30-6-160 
 
 36.60 
 
 38 
 
 13 
 
 34-73 
 
 44.00 
 
 38.36 
 
 6.80 
 
 8.06 
 
 6.20 
 
 8.20 
 
 7-31 
 
 121 
 
 30-8-160 
 
 43-26 
 
 42 
 
 06 
 
 42.35 
 
 47.86 
 
 43-88 
 
 10.66 
 
 12.40 
 
 10.64 
 
 10.26 
 
 10.99 
 
 122 
 
 40-2-160 
 
 19.00 
 
 21 
 
 73 
 
 19-47 
 
 21 .00 
 
 20.30 
 
 7.20 
 
 9-13 
 
 5-86 
 
 8.80 
 
 7-75 
 
 123 
 
 40-4-160 
 
 30.00 
 
 26 
 
 13 
 
 25.80 
 
 29.64 
 
 27.89 
 
 12 .00 
 
 9.26 
 
 8.20 
 
 8.71 
 
 9-54 
 
 124 
 
 40-6-160 
 
 30.33 
 
 29 
 
 85 
 
 30.53 
 
 35-33 
 
 31-47 
 
 11-93 
 
 10.42 
 
 9.66 
 
 11-73 
 
 10.93 
 
 125 
 
 40-8-160 
 
 35-80 
 
 39 
 
 21 
 
 35-67 
 
 45-40 
 
 39-02 
 
 9-40 
 
 II .00 
 
 7.46 
 
 9-47 
 
 9-33 
 
 126 
 
 50-2-160 
 
 16.83 
 
 19 
 
 66 
 
 18.66 
 
 15.66 
 
 17-70 
 
 8.00 
 
 9.66 
 
 8.33 
 
 8.00 
 
 8-49 
 
 127 
 
 50-4-160 
 
 21.83 
 
 21 
 
 33 
 
 19-50 
 
 24.00 
 
 21.66 
 
 9.66 
 
 10.73 
 
 8.16 
 
 10.30 
 
 9.71 
 
 128 
 
 50-6-160 
 
 28.50 
 
 29 
 
 50 
 
 26.75 
 
 33.00 
 
 29-44 
 
 10.00 
 
 10.50 
 
 10.00 
 
 11.00 
 
 10.37 
 
 129 
 
 30-4-120 
 
 19.80 
 
 18 
 
 30 
 
 19. 10 
 
 17.70 
 
 18.72 
 
 5-60 
 
 4.80 
 
 6.00 
 
 5-20 
 
 5.40 
 
 130 
 
 30-8-120 
 
 28.13 
 
 28 
 
 66 
 
 26.71 
 
 32-57 
 
 29.02 
 
 5-93 
 
 9-73 
 
 5-36 
 
 4-71 
 
 6-43 
 
 131 
 
 30-10-120 
 
 34.08 
 
 34 
 
 00 
 
 32-25 
 
 39-58 
 
 34-98 
 
 7.00 
 
 7-58 
 
 6.58 
 
 6.50 
 
 6.91 
 
 132 
 
 30-14-120 
 
 48.75 
 
 49 
 
 17 
 
 47-75 
 
 57.08 
 
 50.69 
 
 8.92 
 
 13-75 
 
 9-67 
 
 9-42 
 
 10.44 
 
 133 
 
 40-4-120 
 
 15.60 
 
 14 
 
 73 
 
 18.33 
 
 13.60 
 
 15.57 
 
 6.53 
 
 7.60 
 
 7.60 
 
 7.20 
 
 7-23 
 
 134 
 
 40-8-120 
 
 22.60 
 
 23 
 
 87 
 
 22.93 
 
 28.27 
 
 24.42 
 
 8-93 
 
 9-47 
 
 7-33 
 
 8.80 
 
 8.68 
 
 135 
 
 40-12-120 
 
 35-78 
 
 38 
 
 67 
 
 35.78 
 
 45.00 
 
 38.81 
 
 12. II 
 
 14-33 
 
 10.44 
 
 12. II 
 
 12.25 
 
 136 
 
 50-8-120 
 
 25.00 
 
 25-17 
 
 26.67 
 
 31.83 
 
 27.17 
 
 11.83 
 
 11 .00 
 
 12.33 
 
 12.67 
 
 11-93 
 
SUPERHEATBD STBAM IN IvOCOMOTIVE SERVICE. 
 
 123 
 
 Table 22. — Pressures from indicator-cards — Continued. 
 
 Designation 
 
 
 
 Indicator results — Pressure above 
 
 atmosphere. 
 
 
 
 of tests. 
 
 
 
 
 
 
 
 
 
 
 
 No, 
 
 Laboratory 
 
 Least back. 
 
 Mean effective. 
 
 Right side. 
 
 Left side. 
 
 
 Right side. 
 
 Left side. 
 
 
 
 symbol. 
 
 
 
 
 
 Average. 
 
 
 
 
 
 Average. 
 
 
 
 
 
 
 
 
 
 
 
 H. B. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 
 1 
 
 2 
 
 153 
 
 154 
 
 165 
 
 156 
 
 167 
 
 158 
 
 159 
 
 160 
 
 161 
 
 16ii 
 
 lOI 
 
 30-2-240 
 
 6.58 
 
 2.16 
 
 3-75 
 
 2. 16 
 
 3-66 
 
 52.26 
 
 51-94 
 
 51 -39 
 
 51.62 
 
 51.80 
 
 102 
 
 30-4-240 
 
 2.66 
 
 3.08 
 
 1-75 
 
 4.16 
 
 2.91 
 
 68 
 
 72 
 
 69 
 
 66 
 
 68.21 
 
 70.63 
 
 69.30 
 
 103 
 
 30-5-240 
 
 3-70 
 
 4-35 
 
 4.21 
 
 4-65 
 
 4-23 
 
 75 
 
 47 
 
 75 
 
 90 
 
 75.03 
 
 80.60 
 
 76.75 
 
 103a 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 
 
 104 
 
 40-2-240 
 
 2.66 
 
 2. II 
 
 2.00 
 
 3-II 
 
 2.47 
 
 41 
 
 62 
 
 45 
 
 II 
 
 44-99 
 
 44.96 
 
 44-17 
 
 105 
 
 40-4-240 
 
 5-15 
 
 5.10 
 
 4.00 
 
 5 00 
 
 4.81 
 
 58 
 
 13 
 
 57 
 
 09 
 
 60.00 
 
 60.02 
 
 58.81 
 
 106 
 
 50-2-240 
 
 3-i6 
 
 2.00 
 
 2.50 
 
 1.66 
 
 2-33 
 
 36 
 
 61 
 
 41 
 
 36 
 
 37-39 
 
 39.76 
 
 38.78 
 
 107 
 
 30-2-200 
 
 2.20 
 
 1 .06 
 
 1-53 
 
 1 .40 
 
 1-55 
 
 39 
 
 33 
 
 38 
 
 20 
 
 39.66 
 
 39 96 
 
 39.29 
 
 108 
 
 30-4-200 
 
 1-53 
 
 1.26 
 
 1-73 
 
 2.13 
 
 1.66 
 
 54 
 
 46 
 
 52 
 
 62 
 
 52.24 
 
 56.64 
 
 53-99 
 
 109 
 
 30-6-200 
 
 3-93 
 
 3.00 
 
 I .o5 
 
 5.00 
 
 3 25 
 
 70 
 
 84 
 
 72 
 
 88 
 
 68.63 
 
 75.40 
 
 71.94 
 
 1 10 
 
 40-2-200 
 
 7-54 
 
 1 .00 
 
 1.85 
 
 1 .69 
 
 3.02 
 
 32 
 
 50 
 
 31 
 
 91 
 
 32.58 
 
 34-07 
 
 32.76 
 
 III 
 
 40-4-200 
 
 305 
 
 3 50 
 
 3-70 
 
 3-45 
 
 3-42 
 
 45 
 
 40 
 
 51 
 
 23 
 
 45.27 
 
 53-44 
 
 48.83 
 
 ma 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 
 .... 
 
 
 112 
 
 40-6-200 
 
 4.80 
 
 6:27 
 
 6.07 
 
 7-14 
 
 6.07 
 
 58 
 
 73 
 
 59 
 
 82 
 
 61 . 17 
 
 64.09 
 
 60.95 
 
 "3 
 
 50-4-200 
 
 9.00 
 
 6.00 
 
 5.20 
 
 4.80 
 
 6.25 
 
 39 
 
 48 
 
 44 
 
 59 
 
 42.29 
 
 44.60 
 
 42.74 
 
 114 
 
 20-2-160 
 
 1 .00 
 
 X .00 
 
 I . II 
 
 1.83 
 
 1.23 
 
 35 
 
 90 
 
 33 
 
 70 
 
 34-57 
 
 37.23 
 
 35-35 
 
 "5 
 
 20-4-160 
 
 1. 00 
 
 1 .06 
 
 1 .00 
 
 1 .00 
 
 1 .01 
 
 48 
 
 89 
 
 44 
 
 67 
 
 52.13 
 
 51.10 
 
 49.19 
 
 u6 
 
 20-6-160 
 
 1. 00 
 
 1.46 
 
 1 .20 
 
 2.26 
 
 1.48 
 
 63 
 
 77 
 
 59 
 
 15 
 
 60.15 
 
 70.57 
 
 63.41 
 
 117 
 
 20-8-160 
 
 1-33 
 
 1 .00 
 
 1 .40 
 
 1 .40 
 
 1.28 
 
 77 
 
 84 
 
 71 
 
 06 
 
 77.84 
 
 82.46 
 
 77.30 
 
 n8 
 
 30-2-160 
 
 1 .00 
 
 1.86 
 
 1-33 
 
 1.86 
 
 I-5I 
 
 27 
 
 45 
 
 25 
 
 03 
 
 26.43 
 
 28.75 
 
 26.91 
 
 119 
 
 30-4-160 
 
 1 .46 
 
 1 .20 
 
 1.28 
 
 2.07 
 
 1.50 
 
 39 
 
 21 
 
 38 
 
 54 
 
 39.20 
 
 44-63 
 
 40.39 
 
 120 
 
 30-6-160 
 
 1. 00 
 
 1.60 
 
 1 .06 
 
 2.80 
 
 1. 61 
 
 53 
 
 45 
 
 51 
 
 60 
 
 51.19 
 
 62.11 
 
 54-59 
 
 121 
 
 30-8-160 
 
 1.86 
 
 2.00 
 
 3-35 
 
 2.66 
 
 2.46 
 
 67 
 
 16 
 
 64 
 
 32 
 
 64.30 
 
 75-44 
 
 67.80 
 
 122 
 
 40-2-160 
 
 1 .06 
 
 2.20 
 
 1 .00 
 
 1.80 
 
 I-5I 
 
 19 
 
 42 
 
 23 
 
 07 
 
 22.32 
 
 22.62 
 
 21.85 
 
 123 
 
 40-4-160 
 
 4-53 
 
 1 .40 
 
 1.80 
 
 3.21 
 
 2-73 
 
 35 
 
 35 
 
 34 
 
 91 
 
 33-04 
 
 40.98 
 
 36.07 
 
 124 
 
 40-6-160 
 
 3-33 
 
 2.57 
 
 2.66 
 
 3-53 
 
 3.02 
 
 42 
 
 76 
 
 43 
 
 52 
 
 43-82 
 
 51.30 
 
 45.3s 
 
 125 
 
 40-8-160 
 
 1.80 
 
 2.71 
 
 ^•73 
 
 4.20 
 
 2.61 
 
 60 
 
 38 
 
 58 
 
 82 
 
 60.53 
 
 72.78 
 
 63.13 
 
 126 
 
 50-2-160 
 
 1 .00 
 
 2.00 
 
 1.83 
 
 1. 16 
 
 1.05 
 
 12 
 
 89 
 
 17 
 
 18 
 
 15. II 
 
 15.92 
 
 15.27 
 
 127 
 
 50-4-160 
 
 1.66 
 
 2.16 
 
 1.66 
 
 4.00 
 
 2.37 
 
 28 
 
 53 
 
 29 
 
 29 
 
 26.91 
 
 31.63 
 
 29.09 
 
 128 
 
 50-6-160 
 
 1-75 
 
 2.00 
 
 2 .00 
 
 3-25 
 
 2.25 
 
 41 
 
 67 
 
 42 
 
 18 
 
 42-83 
 
 49.16 
 
 43.96 
 
 129 
 
 30-4-120 
 
 1. 00 
 
 1 . 10 
 
 1 .20 
 
 1 .40 
 
 1. 18 
 
 22 
 
 44 
 
 22 
 
 97 
 
 23.02 
 
 23-56 
 
 23.00 
 
 130 
 
 30-8-120 
 
 2.27 
 
 2 .40 
 
 1 .21 
 
 1.36 
 
 1. 81 
 
 45 
 
 21 
 
 44 
 
 35 
 
 45-29 
 
 52.50 
 
 46.84 
 
 131 
 
 30-10-120 
 
 1-75 
 
 1. 41 
 
 1.67 
 
 2.50 
 
 1.83 
 
 58 
 
 68 
 
 55 
 
 32 
 
 55.46 
 
 63.04 
 
 58.12 
 
 132 
 
 30-14-120 
 
 3-75 
 
 4.67 
 
 5-17 
 
 6.50 
 
 5.02 
 
 72 
 
 20 
 
 69 
 
 82 
 
 70.80 
 
 79.00 
 
 72.95 
 
 133 
 
 -40-4-120 
 
 1 .00 
 
 1.07 
 
 2.23 
 
 1.27 
 
 1-39 
 
 18 
 
 58 
 
 18 
 
 91 
 
 19.96 
 
 18.12 
 
 18.89 
 
 134 
 
 40-8-120 
 
 2-93 
 
 2-73 
 
 2.47 
 
 4.20 
 
 3.08 
 
 38 
 
 54 
 
 37 
 
 97 
 
 39 76 
 
 45-79 
 
 40.52 
 
 135 
 
 40-12-120 
 
 5-89 
 
 6.00 
 
 S-ii 
 
 7.22 
 
 6.06 
 
 55 
 
 63 
 
 55 
 
 55 
 
 55.74 
 
 64.82 
 
 57-93 
 
 136 
 
 50-8-1 20 
 
 3-33 
 
 3-33 
 
 3-50 
 
 5-33 
 
 3-87 
 
 32.56 
 
 32.94 
 
 33.58 
 
 39-98 
 
 34.76 
 
124 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 TabIvE 23. — Engine performance. 
 
 Designation 
 of tests. 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Engine performance. 
 
 Indicated horse-power. 
 
 Right side. Left side. 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 Total. 
 
 Steam per 
 
 I. H. P. per 
 
 hour. 
 
 3 +J 
 
 3W.S 
 
 B, t. u. supplied. 
 
 Engine per min. 
 
 at oj ^ 
 
 2 5 t"' 
 
 < a ^ 
 
 m Pi « O 
 
 I 1 tJ-w 
 2 d I' * 
 
 S2S 
 
 SS 
 
 Per I, 
 per 
 
 . H. P. 
 min. 
 
 166 
 
 168 
 
 169 
 
 173 
 
 174 
 
 01 
 
 02 
 
 03 
 
 03a 
 
 04 
 
 05 
 
 06 
 
 30-2-240 
 30-4-240 
 30-5-240 
 30-S-240 
 40-2-240 
 40-4-240 
 50-2-240 
 
 93' 
 118, 
 132, 
 136, 
 
 98 
 
 137' 
 no 
 
 90 
 
 117 
 128 
 132 
 103 
 130 
 120 
 
 93 90 
 1 20 . 06 
 133-61 
 135-49 
 io8. 21 
 
 143-94 
 "4-52 
 
 91 
 120 
 
 139 
 142 
 
 105 
 139 
 
 118 
 
 369- 
 476. 
 
 534 
 546 
 415 
 551 
 463 
 
 Lbs. 
 23-43 
 22.11 
 21.68 
 
 21.32 
 21 .64 
 
 25.08 
 23.82 
 23.32 
 
 23.29 
 22.98 
 23.20 
 
 181,768 
 222,953 
 242,215 
 
 189,639 
 
 248,973 
 ,211,484 
 
 159,116 
 194.585 
 212,956 
 
 165,477 
 215,684 
 
 184.532 
 
 491 
 467 
 453 
 
 456 
 451 
 455 
 
 430.4 
 408.2 
 
 398.7 
 
 398.7 
 391.2 
 .397 - 8 
 
 07 
 
 08 
 
 09 
 
 10 
 
 II 
 
 iia 
 
 12 
 
 13 
 
 30-2-200 
 30-4-200 
 30-6-200 
 40-2-200 
 40-4-200 
 40-4-200 
 40-6-200 
 50-4-200 
 
 70 
 
 97 
 128 
 
 77 
 109 
 105 
 142 
 113 
 
 66, 
 
 91- 
 127, 
 
 73- 
 119, 
 III 
 141 
 124 
 
 72.43 
 94-95 
 126.26 
 78.76 
 110.81 
 109.08 
 151. 16 
 123. 
 
 70 
 
 99 
 
 134 
 
 79 
 
 126 
 
 119 
 
 153 
 126 
 
 280 
 383 
 516, 
 
 309 
 466 
 
 445 
 588 
 487 
 
 22.93 
 21.59 
 19-93 
 22.41 
 21.09 
 
 24.40 
 23.20 
 20.98 
 
 23-93 
 22.65 
 
 20.07 
 20.03 
 
 8021.82 
 4921.44 
 
 134,468 
 
 175,471 
 218,937 
 145.185 
 204,116 
 
 252,391 
 206,245 
 
 117,126 
 
 153.055 
 191,060 
 126,696 
 182,294 
 
 218,594 
 179,682 
 
 479 
 457 
 423 
 469 
 440 
 
 428 
 423 
 
 417-7 
 399-2 
 369.6 
 
 409-3 
 391.0 
 
 8371.3 
 2368.6 
 
 20—2—160 
 20-4-160 
 20-6-160 
 20-8-160 
 30-2-160 
 30-4-160 
 30-6-160 
 30-8-160 
 40-2-160 
 40-4-160 
 40-6-160 
 40-8-160 
 50-2-160 
 50-4-160 
 50-6-1 60 
 
 42 
 57 
 75 
 92 
 
 49 
 69 
 
 95 
 120 
 
 47 
 
 144 
 38 
 84 
 
 124 
 
 38-81 
 
 41-73 
 
 51-42 
 
 62.89 
 
 68.37 
 
 72.86 
 
 82.26 
 
 94.45 
 
 43.47 
 
 48.12 
 
 66.47 
 
 70.88 
 
 89.41 
 
 92.98 
 
 III .61 
 
 116.93 
 
 54.52 
 
 55-26 
 
 81.15 
 
 80.50 
 
 100.75 
 
 106.32 
 
 136.20 
 
 146.91 
 
 49-54 
 
 45.67 
 
 84.38 
 
 81.25 
 
 121.84 
 
 129.66 
 
 43 
 59 
 83 
 97 
 50 
 78 
 109 
 
 133 
 54 
 96 
 
 120 
 
 171 
 46 
 92 
 
 144 
 
 166, 
 
 232, 
 
 300 
 
 366 
 
 191 
 
 285 
 
 387 
 
 481 
 
 211 
 
 343 
 429 
 
 598 
 180 
 
 343 
 520 
 
 27. II 
 23.71 
 23.03 
 22.82 
 26.18 
 22.93 
 22. n 
 21 .20 
 25.46 
 21.52 
 21.44 
 20.29 
 29.06 
 22 .21 
 23-59 
 
 47 29 ■ 40 
 25.07 
 
 24.57 
 24.38 
 27.71 
 24.44 
 23.68 
 22.92 
 25.46 
 23.17 
 8623. 10 
 6821.89 
 39 30 . 66 
 20 23 . 70 
 3325-83 
 
 93,170 
 113,842 
 144,914 
 174,718 
 105,716 
 135.602 
 180,364 
 215.630 
 "2,753 
 154,960 
 193.765 
 256,231 
 107,999 
 159.829 
 264,252 
 
 8,180 
 99.738 
 126,616 
 152,196 
 90,494 
 118,875 
 157,210 
 187,236 
 
 96,947 
 135.083 
 168,582 
 224,007 
 
 94.205 
 138,974 
 230,783 
 
 558 
 490 
 482 
 476 
 552 
 475 
 465 
 447 
 533 
 451 
 450 
 428 
 599 
 465 
 508 
 
 490 
 
 429 
 421 
 
 415 
 
 472 
 
 416 
 
 405 
 
 388 
 
 459 
 
 393 
 
 392 
 
 374-2 
 
 521-9 
 
 405.1 
 
 443-8 
 
 30-4-120 
 
 30-8-1 20 
 
 30-10-120 
 
 30-14-120 
 
 40-4-120 
 
 40-8-120 
 
 40-12-120 
 
 50-8-120 
 
 40 
 
 81 
 
 104 
 
 128 
 
 44- 
 
 91 
 
 132. 
 
 97- 
 
 39.83 
 
 41.84 
 
 77-51 
 
 82.96 
 
 95-21 
 
 100.05 
 
 120.91 
 
 128.51 
 
 43.62 
 
 48.26 
 
 87.60 
 
 96.15 
 
 128.20 
 
 134-83 
 
 95.28 
 
 lOI .80 
 
 41 
 
 93 
 no 
 
 139 
 42 
 107 
 152 
 117 
 
 163. 
 
 335- 
 409. 
 
 517- 
 178. 
 382, 
 
 547- 
 411. 
 
 27.27 
 23-05 
 22.07 
 22.56 
 26.39 
 22.27 
 22.20 
 22.74 
 
 28.75 
 24.72 
 
 23.85 
 24-55 
 27.36 
 24.02 
 24.14 
 24-52 
 
 91.327 
 160,115 
 190,277 
 246,611 
 
 96.751 
 178,410 
 
 256,755 
 196,036 
 
 79,441 
 140,117 
 165,600 
 213,458 
 
 84,203 
 155.520 
 221,827 
 170,213 
 
 559 
 477 
 464 
 476 
 
 541 
 466 
 468 
 
 476 
 
 486.5 
 418.0 
 404.2 
 412 
 
 471 
 406 
 
 405 
 413 
 
SUPSRHBATED STEAM IN I<OCOMOTIVE SERVICE. 
 
 125 
 
 Table 24. — Steam shown by indicator. 
 
 Designation 
 
 
 
 
 Engine performance. 
 
 
 
 
 
 of tests. 
 
 
 
 
 
 
 
 
 
 
 
 Pounds steam at cut-oflf by indicator. 
 
 Pounds steam at release by indicator. 
 
 No. 
 
 Laboratory 
 
 Right side. 
 
 Left side. 
 
 
 Right side. 
 
 Left side. 
 
 
 
 symbol. 
 
 
 
 
 
 Total. 
 
 
 
 
 
 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 H. E. 
 
 C. E. 
 
 Total. 
 
 1 
 
 3 
 
 175 
 
 176 
 
 177 
 
 178 
 
 179 
 
 180 
 
 181 
 
 182 
 
 183 
 
 184 
 
 lOI 
 
 30-2-240 
 
 0.2472 
 
 0.2312 
 
 . 2498 
 
 o^2359 
 
 0.9641 
 
 0.2905 
 
 0.2616 
 
 0.2872 
 
 0.2631 
 
 I . 1024 
 
 102 
 
 30-4-240 
 
 .2906 
 
 •2895 
 
 ■2923 
 
 .2984 
 
 1 . 1 708 
 
 ■3167 
 
 •3159 
 
 •3166 
 
 •3144 
 
 1.2636 
 
 103 
 
 30-5-240 
 
 .3211 
 
 ■3095 
 
 ■3172 
 
 •3439 
 
 I. 2917 
 
 •3368 
 
 .3291 
 
 ■3392 
 
 •3518 
 
 I • 3569 
 
 103a 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 104 
 
 40-2-240 
 
 .2139 
 
 .2186 
 
 .2232 
 
 •2193 
 
 .8750 
 
 .2368 
 
 .2412 
 
 .2401 
 
 .2420 
 
 .9601 
 
 105 
 
 40-4-240 
 
 .2820 
 
 .2731 
 
 .2768 
 
 .2969 
 
 I. 1288 
 
 •2895 
 
 .2940 
 
 .2942 
 
 .2968 
 
 I • 1745 
 
 106 
 
 50-2-240 
 
 . 2124 
 
 .2112 
 
 .2122 
 
 .2009 
 
 .8367 
 
 .2301 
 
 .2226 
 
 •2327 
 
 .2098 
 
 •8952 
 
 107 
 
 30-2-200 
 
 •2053 
 
 •1859 
 
 ■1936 
 
 .1879 
 
 •7727 
 
 .2294 
 
 • 2115 
 
 .2196 
 
 .2044 
 
 .8649 
 
 108 
 
 30-4-200 
 
 ■2532 
 
 .2340 
 
 .2380 
 
 .2645 
 
 •9897 
 
 .2767 
 
 •2449 
 
 •2597 
 
 •2679 
 
 I .0492 
 
 109 
 
 30-6-200 
 
 .3202 
 
 .3061 
 
 ■3097 
 
 •3354 
 
 I. 2714 
 
 • 3260 
 
 •3105 
 
 .3102 
 
 •3313 
 
 1.2780 
 
 no 
 
 40-2-200 
 
 .2023 
 
 ■1835 
 
 •2038 
 
 .1972 
 
 .7868 
 
 •2331 
 
 .2000 
 
 • 2156 
 
 .2008 
 
 •8495 
 
 HI 
 
 40-4-200 
 
 .2201 
 
 .2380 
 
 .2242 
 
 .2496 
 
 •9319 
 
 •2352 
 
 .2500 
 
 .2428 
 
 .2500 
 
 •9780 
 
 ma 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 
 112 
 
 40-6-200 
 
 .2925 
 
 ■2873 
 
 ■2959 
 
 .3100 
 
 I. 1857 
 
 .2919 
 
 •2915 
 
 .3041 
 
 •3053 
 
 I. 1928 
 
 "3 
 
 50-4-200 
 
 .2348 
 
 .2302 
 
 •2257 
 
 .2361 
 
 .9268 
 
 ■2545 
 
 •2388 
 
 .2428 
 
 •2397 
 
 •9758 
 
 114 
 
 20-2-160 
 
 ■1843 
 
 ■1659 
 
 .1746 
 
 •1725 
 
 •6973 
 
 .2083 
 
 . 1962 
 
 .2048 
 
 .2098 
 
 .8191 
 
 "5 
 
 20-4-160 
 
 .2199 
 
 .2033 
 
 .2264 
 
 .2199 
 
 .8695 
 
 •2372 
 
 .2268 
 
 •2597 
 
 •2377 
 
 .9614 
 
 116 
 
 20-6-160 
 
 .2731 
 
 ■2587 
 
 •2555 
 
 .3046 
 
 I. 0919 
 
 •2854 
 
 .2809 
 
 •3105 
 
 •3147 
 
 I.I915 1 
 
 117 
 
 20-8-160 
 
 .3410 
 
 ■3053 
 
 •3374 
 
 •3679 
 
 '•35i6 
 
 •3385 
 
 .3186 
 
 •3449 
 
 •3559 
 
 I 3579 
 
 118 
 
 30-2-160 
 
 .1616 
 
 .1512 
 
 ■1595 
 
 . i6ig 
 
 •6342 
 
 .1877 
 
 .1764 
 
 .1876 
 
 .1866 
 
 •7383 
 
 119 
 
 30-4-160 
 
 •1965 
 
 .1908 
 
 .1968 
 
 •2155 
 
 • 7996 
 
 .2115 
 
 .2109 
 
 .2163 
 
 •2399 
 
 .8786 
 
 120 
 
 30-6-160 
 
 ■2454 
 
 .2436 
 
 .2381 
 
 .2860 
 
 1.0131 
 
 • 2511 
 
 •2538 
 
 •2449 
 
 .2882 
 
 1.0380 
 
 121 
 
 30-8-160 
 
 .3196 
 
 .2940 
 
 .3088 
 
 •3456 
 
 I . 2680 
 
 .3182 
 
 .2946 
 
 •3159 
 
 •3351 
 
 1.2638 
 
 122 
 
 40-2-160 
 
 ■1493 
 
 .1474 
 
 •1546 
 
 .1526 
 
 .6039 
 
 .1656 
 
 .1771 
 
 . 1664 
 
 .1688 
 
 .6779 
 
 123 
 
 40-4-160 
 
 ■1935 
 
 ■I93I 
 
 .1827 
 
 • 2083 
 
 •7776 
 
 .2218 
 
 •1959 
 
 .2002 
 
 .2227 
 
 .8406 
 
 124 
 
 40-6-160 
 
 .2317 
 
 •2236 
 
 •2331 
 
 • 2586 
 
 •9473 
 
 •2393 
 
 • 2238 
 
 .2419 
 
 .2602 
 
 •9652 
 
 125 
 
 40-8-160 
 
 ■2859 
 
 .2884 
 
 .2916 
 
 .3466 
 
 I. 2125 
 
 .2778 
 
 .2854 
 
 .2814 
 
 • 3320 
 
 I. 1766 
 
 126 
 
 50-2-160 
 
 ■1387 
 
 •1348 
 
 .1472 
 
 •1345 
 
 •5552 
 
 ■1548 
 
 •I 541 
 
 .1628 
 
 •143 1 
 
 .6148 
 
 127 
 
 50-4-160 
 
 .1761 
 
 .1729 
 
 .1811 
 
 .1868 
 
 .7169 
 
 .1894 
 
 •1785 
 
 •1845 
 
 .2019 
 
 •7543 
 
 128 
 
 50-6-160 
 
 •2145 
 
 .2210 
 
 •2157 
 
 •2536 
 
 .9048 
 
 .2111 
 
 .2209 
 
 .2131 
 
 .2427 
 
 .8878 
 
 129 
 
 30-4-120 
 
 •1517 
 
 ■1384 
 
 •1505 
 
 .1430 
 
 •5836 
 
 •1745 
 
 .1691 
 
 . 1726 
 
 .1654 
 
 .6816 
 
 130 
 
 30-8-120 
 
 .2362 
 
 .2291 
 
 • 2323 
 
 .2609 
 
 •9585 
 
 •2392 
 
 .2300 
 
 ■ 2332 
 
 •2587 
 
 .9611 
 
 131 
 
 30-10-120 
 
 .2999 
 
 .2708 
 
 .2852 
 
 ■3195 
 
 I -1754 
 
 .2894 
 
 .2673 
 
 •2749 
 
 .3142 
 
 I. 1458 
 
 132 
 
 30-14-120 
 
 .4058 
 
 •3776 
 
 .4005 
 
 •4534 
 
 I • 6373 
 
 •3883 
 
 •3713 
 
 •3874 
 
 •4363 
 
 I • 5833 
 
 133 
 
 40-4-120 
 
 .1446 
 
 .1362 
 
 •1524 
 
 .1326 
 
 •5658 
 
 ■1574 
 
 .1472 
 
 •1738 
 
 .1436 
 
 .6220 
 
 134 
 
 40-8-120 
 
 • 2213 
 
 •2132 
 
 • 2213 
 
 .2504 
 
 .9063 
 
 .2190 
 
 .2117 
 
 .2200 
 
 .2470 
 
 .8977 
 
 135 
 
 4^0-12-120 
 
 .3209 
 
 .3116 
 
 •3183 
 
 •3739 
 
 1^3247 
 
 •3083 
 
 •3047 
 
 .3096 
 
 •3586 
 
 I. 2812 
 
 136 
 
 50-8-120 
 
 • 2156 
 
 ■ 2013 
 
 •2137 
 
 .2296 
 
 .8602 
 
 .2078 
 
 .i960 
 
 .2098 
 
 •2331 
 
 .8467 
 
126 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 25. — Steam shown by indicator — Continued. 
 
 Besignatioxt 
 of tests. 
 
 Engine performance. 
 
 Pounds of steam at compression by 
 indicator. 
 
 Laboratory 
 symbol. 
 
 Right side. 
 
 H. E. 
 
 C. S. 
 
 Left side. 
 
 H. E. 
 
 C. E. 
 
 Total. 
 
 OS 
 
 .Oo 
 
 .SA 
 
 01 > 
 
 3 ^ 
 
 t; u 
 
 oii ■ 
 
 3 cd 
 
 M S «i 
 
 (J dJ "-" 
 
 n S 
 .2-2 B 
 
 IP 
 
 O H 3 
 
 + 
 
 °&§ 
 
 d S ^ 
 aid • 
 
 Pi 
 
 187 
 
 188 
 
 190 
 
 191 
 
 192 
 
 193 
 
 19S 
 
 lOI 
 
 102 
 
 103 
 
 103a 
 
 104 
 
 105 
 
 106 
 
 30-2-240 
 30-4-240 
 30.5-240 
 30-5-240 
 
 40—2—240 
 40-4-240 
 50-2-240 
 
 ■ 0953 
 .0736 
 .0741 
 
 .0863 
 •0925 
 
 ■ 0731 
 
 0.0812 
 
 .0772 
 .0717 
 
 .0849 
 .0948 
 
 .0868 
 
 o . 0906 
 
 .0717 
 
 .0670 
 
 ,0858 
 .0783 
 ■0934 
 
 0.0836 
 
 .0758 
 .0728 
 
 .0821 
 .0880 
 .071 
 
 ■ 3507 
 .2983 
 .2856 
 
 • 3391 
 
 • 3556 
 
 ■ 3247 
 
 Lbs. 
 0.9814 
 I . 2400 
 1-3468 
 
 '.7817 
 
 I. 0150 
 
 ■6789 
 
 Lbs. 
 I. 3321 
 1-5383 
 1.6324 
 
 .1208 
 .3686 
 -0036 
 
 82.76 
 82.15 
 83-13 
 
 85-69 
 85-83 
 89.20 
 
 + 
 
 + 
 + 
 
 1383 
 0928 
 0652 
 
 0851 
 0457 
 0585 
 
 + 3-30" 
 + 1-6545 
 + 1-0490 
 
 + 2 
 + 
 
 + 1 
 
 3800 
 9590 
 8645 
 
 107 
 
 108 
 
 109 
 
 no 
 
 III 
 
 ma 
 
 112 
 
 113 
 
 30-2-200 
 30-4-200 
 30-6-200 
 40-2-200 
 40-4-200 
 40-4-200 
 40-6-200 
 50-4-200 
 
 .0808 
 -0753 
 
 .0712 
 
 . lOIO 
 
 .0746 
 ■ 0655 
 .0634 
 .0811 
 
 -0749 
 
 .0738 
 
 .0825 
 
 . IIOI 
 
 .0799 
 -0847 
 
 .0719 
 
 .0663 
 
 -0615 
 .0867 
 -0635 
 
 .0731 
 -0941 
 
 .0586 
 -0655 
 .0683 
 .0808 
 .0614 
 
 .0788 
 .0818 
 
 -2859 
 
 .2726 
 
 .2644 
 -3496 
 -2736 
 
 -3143 
 -3707 
 
 .7296 
 
 -9439 
 .1605 
 
 -5945 
 -8333 
 
 ■0155 
 .2165 
 
 -4249 
 .9442 
 . 1069 
 
 . 9906 1 . 3049 90 
 .69291.0636 87 
 
 85.20 
 86.24 
 89.70 
 90.00 
 88.35 
 
 92 91.40 
 
 14 91.74 
 
 0922 
 
 0595 
 0066 
 0627 
 0461 
 
 0071 + 
 0490 + 1 
 
 + 2, 
 + 1. 
 + . 
 + 2 
 + 1 
 
 8976 
 3611 
 1133 
 3635 
 1673 
 
 1439 
 4160 
 
 114 
 
 115 
 116 
 
 117 
 118 
 119 
 120 
 121 
 122 
 123 
 124 
 125 
 126 
 127 
 128 
 
 20-2-160 
 20-4-160 
 20-6-160 
 20-8-160 
 30-2-160 
 30-4-160 
 30-6-160 
 30-8-160 
 40-2-160 
 40—4—160 
 40-6-160 
 40-8-160 
 50-2-160 
 50-4-160 
 50-6-160 
 
 .0660 
 
 -0545 
 -0503 
 .0449 
 
 -0731 
 .0624 
 .0568 
 .0584 
 .0815 
 .0799 
 .0716 
 -0565 
 .0811 
 .0760 
 .0686 
 
 -0643 
 •0584 
 -0538 
 -0475 
 .0720 
 .0642 
 .0614 
 .0568 
 .0766 
 .0712 
 .0660 
 .0636 
 .0786 
 
 -0735 
 .0699 
 
 .0660 
 
 -0545 
 -0459 
 -0397 
 .0748 
 .0640 
 
 -0536 
 .0570 
 
 -0739 
 -0728 
 .0667 
 .0511 
 .0891 
 .0765 
 -0643 
 
 .0656 
 .0516 
 .0440 
 
 -0439 
 .0709 
 .0650 
 -058^ 
 
 -0553 
 .0782 
 .0689 
 .0690 
 .0509 
 -0770 
 .0764 
 .0684 
 
 .2619 
 .2190 
 .1940 
 . 1760 
 .2908 
 -2556 
 -2304 
 .2275 
 .3102 
 .2928 
 
 -2733 
 .2221 
 
 -3258 
 .3024 
 .2712 
 
 -7755 
 ■9451 
 ,1823 
 ■4285 
 -5707 
 ■7497 
 ,9769 
 ■1635 
 .4498 
 .6282 
 .7864 
 .0364 
 
 -3589 
 .5228 
 
 -8393 
 
 -0374 
 .1641 
 -3763 
 .6045 
 -8615 
 .0050 
 .2073 
 .3910 
 .7600 
 .9210 
 -0597 
 -2585 
 .6847 
 -8252 
 .1105 
 
 22 
 
 69 
 
 32 
 
 26 
 
 62 
 
 56 
 
 91 
 
 15 
 
 46 
 
 43 
 
 39 
 
 35 
 
 10 
 
 88 91 
 
 48 79 
 
 1218 
 0919 
 0998 
 0063 
 1041 
 0790 
 0249 
 0042 
 0740 
 0630 
 0179 
 
 0359 
 0596 
 
 0374 
 0170 
 
 + 4 
 + 2 
 + 1 
 
 + 
 
 + 4 
 
 + 2 
 + 
 
 + 4 
 + 2 
 + 
 
 + 4 
 
 + 
 
 256 
 
 3054 
 
 9440 
 
 1006 
 
 7760 
 
 4160 
 
 5636 
 
 7650 
 
 1840 
 
 1584 
 
 4880 
 
 7027 
 
 822 
 
 1589 
 
 4752 
 
 129 
 130 
 
 131 
 132 
 
 133 
 134 
 135 
 136 
 
 30- 
 
 -4- 
 
 120 
 
 30- 
 
 -8- 
 
 120 
 
 30- 
 
 -I0-I20J 
 
 30-14 
 
 -120 
 
 40- 
 
 -4- 
 
 120 
 
 40- 
 
 -8- 
 
 120 
 
 40- 
 
 -12 
 
 -120 
 
 50- 
 
 -8- 
 
 120 
 
 .0671 
 -0522 
 -0507 
 -0407 
 ■ 073 
 
 .0604 
 .0526 
 .0689 
 
 -0593 
 -0550 
 .0478 
 
 .0440 
 
 .0688 
 .0584 
 -0552 
 .0636 
 
 .0661 
 
 -0585 
 
 .2510 
 
 .0467 
 
 .0440 
 
 .1980 
 
 .0449 
 
 .0442 
 
 .1876 
 
 -0394 
 
 ■0379 
 
 .1620 
 
 .0764 
 
 .0642 
 
 .2826 
 
 .0548 
 
 -0575 
 
 .2311 
 
 .0489 
 
 -0527 
 
 .2094 
 
 ■ 0655 
 
 -0655 
 
 -2635 
 
 -5075 
 -8737 
 -0384 
 -3322 
 -4039 
 -7305 
 
 .0219 
 .6406 
 
 -7585 
 .0717 
 
 .2260 
 
 .4941 
 .6865 
 
 .9616 
 
 -2313 
 .9041 
 
 76 
 89 
 
 95 
 
 109 
 
 82 
 
 94 
 107 
 
 95 
 
 93 
 
 105 
 
 90 
 
 93 
 104 
 
 93 
 
 0989 
 0026 
 0296 
 0540 
 0562 
 0086 
 0435 
 0135 
 
 + 5 
 + 
 
 + 3 
 
 .2610 
 ,0686 
 .6291 
 
 .9151 
 .6740 
 .2622 
 .9276 
 -4797 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 127 
 
 Table 26. — Performance of the locomotive as a whole. 
 
 Designation 
 of tests. 
 
 Locomotive performance. 
 
 
 
 
 
 Machine friction. 
 
 
 
 
 No. 
 
 Laboratory 
 
 Draw-bar 
 
 Dynamom- 
 eter horse- 
 
 
 
 
 Steam per 
 D. H. P. 
 
 Coal per 
 D. H. P. 
 
 Coal per 
 I. H. P. 
 
 
 
 
 
 symbol. 
 
 pull. 
 
 power. 
 
 M. E. P. 
 
 Per cent 
 I. H. P. 
 
 Horse- 
 power. 
 
 per hour. 
 
 per hour. 
 
 per hour. 
 
 1 
 
 8 
 
 196 
 
 J 97 
 
 198 
 
 199 
 
 »00 
 
 «01 
 
 20a 
 
 203 
 
 
 
 Lbs. 
 
 
 Lbs. 
 
 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 10 1 
 
 30-2-240 
 
 3905 
 
 314.20 
 
 7.80 
 
 15.06 
 
 55-56 
 
 27-56 
 
 3-75 
 
 3-195 
 
 102 
 
 30-4-240 
 
 5258 
 
 407 . 30 
 
 10.09 
 
 14-56 
 
 69.40 
 
 25-88 
 
 3-92 
 
 3-346 
 
 103 
 
 30-5-240 
 
 5910 
 
 463 15 
 
 10. 19 
 
 13.28 
 
 70.92 
 
 26.13 
 
 
 
 1030 
 
 30-5-240 
 
 
 
 
 
 
 
 4-04 
 
 3-556 
 
 104 
 
 40-2-240 
 
 3295 
 
 348.80 
 
 705 
 
 15-97 
 
 66.30 
 
 26.03 
 
 3-71 
 
 3-130 
 
 105 
 
 40-4-240 
 
 4596 
 
 485 ■ 29 
 
 7.04 
 
 11.98 
 
 66.05 
 
 24-23 
 
 3-78 
 
 3-327 
 
 106 
 
 50-2-240 
 
 2723 
 
 367 04 
 
 8.09 
 
 20.87 
 
 96.83 
 
 27-35 
 
 3-81 
 
 3.018 
 
 107 
 
 30-2-200 
 
 2816 
 
 226.28 
 
 7-59 
 
 19-31 
 
 54-16 
 
 28.42 
 
 3-96 
 
 3-195 
 
 108 
 
 30-4-200 
 
 4154 
 
 332 . 20 
 
 7.22 
 
 13-37 
 
 51-24 
 
 24.92 
 
 3-78 
 
 3-276 
 
 109 
 
 30-6-200 
 
 5471 
 
 442.91 
 
 10.30 
 
 14-32 
 
 74-06 
 
 23-27 
 
 3-49 
 
 2.987 
 
 110 
 
 40-2-200 
 
 2396 
 
 255-38 
 
 5-74 
 
 17-52 
 
 54-20 
 
 27.16 
 
 3-70 
 
 3-052 
 
 III 
 
 40-4-200 
 
 3549 
 
 382.18 
 
 8.82 
 
 18.07 
 
 84-33 
 
 25-77 
 
 
 
 ma 
 
 40-4-200 
 
 
 
 
 
 
 
 4.04 
 
 3-482 
 
 112 
 
 40-6-200 
 
 4714 
 
 512.62 
 
 7-87 
 
 12.91 
 
 76.01 
 
 23.06 
 
 3-35 
 
 2.919 
 
 "3 
 
 50-4-200 
 
 3219 
 
 413.68 
 
 6.47 
 
 15-13 
 
 73-78 
 
 23.61 
 
 4-07 
 
 3-457 
 
 114 
 
 20-2-160 
 
 2367 
 
 12577 
 
 8.69 
 
 24-58 
 
 41 .00 
 
 35-90 
 
 5-23 
 
 3-945 
 
 "5 
 
 20-4-160 
 
 3457 
 
 18353 
 
 10.30 
 
 20.94 
 
 48.62 
 
 29.99 
 
 4. 10 
 
 3-239 
 
 116 
 
 20-6-160 
 
 4466 
 
 238.00 
 
 13-13 
 
 20.70 
 
 62.16 
 
 29.04 
 
 4.18 
 
 3-318 
 
 117 
 
 20-8-160 
 
 5836 
 
 311-57 
 
 11.63 
 
 15-04 
 
 55-14 
 
 26.85 
 
 4-15 
 
 3-523 
 
 118 
 
 30-2-160 
 
 2028 
 
 162.45 
 
 4.08 
 
 15.18 
 
 29.08 
 
 30-85 
 
 3-99 
 
 3-382 
 
 119 
 
 30-4-160 
 
 3043 
 
 242.13 
 
 6.12 
 
 15.16 
 
 43-26 
 
 27 .02 
 
 3-51 
 
 2.975 
 
 120 
 
 30-6-160 
 
 4065 
 
 324.90 
 
 8.81 
 
 16.13 
 
 62.46 
 
 26.36 
 
 3-91 
 
 3-280 
 
 121 
 
 30-8-160 
 
 5342 
 
 427-50 
 
 8.64 
 
 11.27 
 
 54-32 
 
 23.90 
 
 3-29 
 
 2.918 
 
 122 
 
 40-2-160 
 
 1291 
 
 140.71 
 
 7-31 
 
 33-46 
 
 70.75 
 
 38-18 
 
 4.78 
 
 3-183 
 
 123 
 
 40-4-160 
 
 2279 
 
 244. 16 
 
 10.41 
 
 28.87 
 
 99.12 
 
 30.26 
 
 4-43 
 
 3-150 
 
 124 
 
 40-6-160 
 
 3688 
 
 393 - 80 
 
 3-80 
 
 8.37 
 
 36.00 
 
 23-39 
 
 3-26 
 
 2.983 
 
 125 
 
 40-8-160 
 
 4577 
 
 488.85 
 
 11.58 
 
 18.35 
 
 109.85 
 
 24-85 
 
 3-40 
 
 2.780 
 
 126 
 
 50-2-160 
 
 1115 
 
 148.31 
 
 2.70 
 
 17.71 
 
 31-93 
 
 35-30 
 
 4-67 
 
 3 845 
 
 127 
 
 50-4-160 
 
 2107 
 
 279-98 
 
 5-35 
 
 18.38 
 
 63-07 
 
 27.22 
 
 4-07 
 
 3.321 
 
 128 
 
 50-6-160 
 
 3140 
 
 418.33 
 
 8.60 
 
 19-56 
 
 101.70 
 
 29-33 
 
 4.38 
 
 3.520 
 
 129 
 
 30-4-120 
 
 1715 
 
 137-15 
 
 3-68 
 
 16.01 
 
 26.15 
 
 32.48 
 
 3-93 
 
 3-297 
 
 130 
 
 30-8-120 
 
 3654 
 
 294-55 
 
 5-69 
 
 12.15 
 
 40.72 
 
 26.23 
 
 3-35 
 
 2.947 
 
 131 
 
 30-10-120 
 
 4638 
 
 368 . 20 
 
 5-86 
 
 10.08 
 
 41-32 
 
 24-56 
 
 4-12 
 
 3.698 
 
 132 
 
 30-14-120 
 
 5758 
 
 459 - 90 
 
 8.12 
 
 II. 13 
 
 57-59 
 
 25-38 
 
 4.84 
 
 4-298 
 
 133 
 
 40-4-1 20 
 
 1325 
 
 140.98 
 
 3-98 
 
 21 .07 
 
 37.60 
 
 33-44 
 
 4-32 
 
 3-412 
 
 134 
 
 40-8-120 
 
 3195 
 
 339-95 
 
 4-54 
 
 II .21 
 
 42-94 
 
 25.09 
 
 3-71 
 
 3.296 
 
 135 
 
 40-12-120 
 
 4697 
 
 500.00 
 
 5-03 
 
 8.69 
 
 47-57 
 
 24-31 
 
 4-55 
 
 4-157 
 
 136 
 
 50-8-120 
 
 ^731 
 
 364-30 
 
 4.01 
 
 11-53 
 
 47-50 
 
 25-71 
 
 3-74 
 
 3-316 
 
128 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 27. — Comparative performance of the locomotive, assuming irregularities in the results of 
 individual tests to have been eliminated. 
 
 Designation 
 of tests. 
 
 Corrected locomotive performance. 
 
 
 
 v^'fe 
 
 t;-3 * 
 
 s^ 
 
 Ph 
 
 Ih 
 
 OJ ■ 
 
 Machine friction. 
 
 i 
 
 
 Ai 
 
 S • 
 
 
 
 hOS 
 
 & Tj. 
 
 P,-° 
 
 
 OS 
 
 
 
 
 jJJ 
 
 
 
 "b 
 
 No. 
 
 Laboratory 
 symbol. 
 
 S t! 
 
 :as 
 
 Hi 
 
 evap. 
 .d of dry c 
 quation 
 706-0.21 
 
 •3 8.2 
 
 P,J3 
 
 ■3S 
 
 
 
 a; 
 
 ll 
 
 a 
 
 1 
 
 Ih 
 
 01 
 
 4 
 
 So* 
 
 
 
 sa.&ii 
 
 "^ a a 
 
 OP, 
 
 ■3K 
 
 p; 
 
 u 
 
 B 
 
 2 
 
 no 
 •3 
 
 
 
 
 w '^ 
 
 
 
 
 
 w" 
 
 g 
 
 «■ 
 
 (S 
 
 p 
 
 Q 
 
 
 
 1 
 
 2 
 
 »04 
 
 SOS 
 
 306 
 
 307 
 
 308 
 
 309 
 
 810 
 
 ail 
 
 818 
 
 813 
 
 814 
 
 815 
 
 
 
 Lbs. 
 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 
 
 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 lOI 
 
 30-2-240 
 
 11,308 
 
 9.716 
 
 1164 
 
 3.14 
 
 30-59 
 
 6.5 
 
 46.45 
 
 12.58 
 
 323-31 
 
 4020 
 
 3-60 
 
 34.97 
 
 102 
 
 30-4-240 
 
 13.853 
 
 9.268 
 
 1495 
 
 3.13 
 
 29.07 
 
 8 
 
 .5 
 
 58.49 
 
 12.27 
 
 418. 19 
 
 5396 
 
 3 
 
 58 
 
 33 
 
 13 
 
 103 
 
 30-5-240 
 
 15.187 
 
 9 034 
 
 1681 
 
 3-07 
 
 27.79 
 
 8 
 
 .9 
 
 61.95 
 
 11.33 
 
 472.12 
 
 6022 
 
 3 
 
 56 
 
 32 
 
 17 
 
 103a 
 
 30-5-240 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 104 
 
 40-2-240 
 
 11,786 
 
 9.632 
 
 1224 
 
 2-95 
 
 28.40 
 
 6 
 
 5 
 
 61 . 12 
 
 14.72 
 
 353-97 
 
 3343 
 
 3 
 
 46 
 
 33 
 
 30 
 
 105 
 
 40-4-240 
 
 15.467 
 
 8.984 
 
 1722 
 
 3-12 
 
 28.06 
 
 8 
 
 5 
 
 79.69 
 
 14.45 
 
 471.67 
 
 4465 
 
 3 
 
 87 
 
 34 
 
 77 
 
 106 
 
 50-2-240 
 
 13.129 
 
 9 396 
 
 1397 
 
 3.01 
 
 28.31 
 
 6 
 
 J_ 
 
 77.24 
 
 16.65 
 
 386.63 
 
 2865 
 
 _3. 
 
 61 
 
 33 
 
 96 
 
 107 
 
 30-2-200 
 
 8.312 
 
 10.242 
 
 812 
 
 2.90 
 
 29.64 
 
 6 
 
 5 
 
 46-38 
 
 16.54 
 
 234.06 
 
 2910 
 
 3 
 
 47 
 
 35 
 
 51 
 
 108 
 
 30-4-200 
 
 10,815 
 
 9.802 
 
 1103 
 
 2.88 
 
 28.21 
 
 8 
 
 5 
 
 60.37 
 
 15.74 
 
 323.07 
 
 4037 
 
 3 
 
 41 
 
 33 
 
 48 
 
 109 
 
 30-6-200 
 
 13.571 
 
 9-318 
 
 1457 
 
 2.82 
 
 26.26 
 
 9 
 
 3 
 
 66.86 
 
 12.94 
 
 450.11 
 
 5559 
 
 3 
 
 24 
 
 30 
 
 15 
 
 no 
 
 40-2-200 
 
 9,007 
 
 10. 121 
 
 890 
 
 2.87 
 
 29. 10 
 
 6 
 
 5 
 
 61.42 
 
 19.84 
 
 248.16 
 
 2331 
 
 3 
 
 59 
 
 36 
 
 30 
 
 III 
 
 40-4-260 
 
 12,865 
 
 9.442 
 
 1363 
 
 ^.92 
 
 27.58 
 
 8 
 
 5 
 
 81.29 
 
 17.43 
 
 385.22 
 
 3579 
 
 3 
 
 54 
 
 33 
 
 40 
 
 Ilia 
 
 40-4-200 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 112 
 
 40-6-200 
 
 15,622 
 
 8.957 
 
 1744 
 
 2.96 
 
 26.54 
 
 9 
 
 3 
 
 89.82 
 
 15.26 
 
 498.81 
 
 4584 
 
 3 
 
 50 
 
 31 
 
 33 
 
 113 
 
 50-4-200 
 
 12,803 
 
 9-453 
 
 1355 
 
 2.78 
 
 26.27 
 
 8 
 
 J_ 
 
 96.99 
 
 19.90 
 
 390.47 
 
 3039 
 
 _J_ 
 
 M 
 
 32 
 
 80 
 
 114 
 
 20-2-160 
 
 5.929 
 
 10. 911 
 
 414 
 
 2.48 
 
 35.55 
 
 6 
 
 5 
 
 30.67 
 
 18-39 
 
 136.10 
 
 2559 
 
 3 
 
 04 
 
 43 
 
 56 
 
 115 
 
 20-4-160 
 
 7,070 
 
 10.462 
 
 676 
 
 2.91 
 
 30-45 
 
 8 
 
 5 
 
 40.08 
 
 17.26 
 
 192.07 
 
 3611 
 
 3 
 
 52 
 
 36 
 
 81 
 
 116 
 
 20-6-160 
 
 8,969 
 
 10. 128 
 
 885 
 
 2-95 
 
 29.88 
 
 9 
 
 3 
 
 44.02 
 
 14.66 
 
 256.14 
 
 4802 
 
 3 
 
 45 
 
 35 
 
 01 
 
 117 
 
 26-8-160 
 
 10,811 
 
 9.803 
 
 1103 
 
 3.01 
 
 29.49 
 
 8 
 
 4 
 
 39-83 
 
 10.86 
 
 326.88 
 
 6115 
 
 3 
 
 37 
 
 33 
 
 08 
 
 118 
 
 30-2-160 
 
 6,421 
 
 10.824 
 
 463 
 
 2.42 
 
 33-53 
 
 6 
 
 5 
 
 46.24 
 
 24.14 
 
 145-29 
 
 1811 
 
 3 
 
 19 
 
 44 
 
 91 
 
 119 
 
 30-4-160 
 
 8.443 
 
 10.220 
 
 826 
 
 2.89 
 
 29-58 
 
 8 
 
 5 
 
 60.06 
 
 21 .04 
 
 225-33 
 
 2830 
 
 3 
 
 67 
 
 37 
 
 47 
 
 120 
 
 30-6-160 
 
 11,156 
 
 9-743 
 
 "45 
 
 2.96 
 
 28.81 
 
 9 
 
 3 
 
 66.01 
 
 17.04 
 
 321-35 
 
 4019 
 
 3 
 
 56 
 
 34 
 
 72 
 
 121 
 
 30-8-160 
 
 13.363 
 
 9.354 
 
 1429 
 
 2-97 
 
 27-74 
 
 8 
 
 4 
 
 59-69 
 
 12.39 
 
 422.13 
 
 5272 
 
 3 
 
 39 
 
 31 
 
 66 
 
 122 
 
 40-2-160 
 
 6,886 
 
 10 . 760 
 
 500 
 
 2.36 
 
 32-56 
 
 6 
 
 5 
 
 62.72 
 
 29.66 
 
 148.74 
 
 1362 
 
 3 
 
 36 
 
 46 
 
 30 
 
 123 
 
 40-4-160 
 
 9.587 
 
 10.019 
 
 957 
 
 2.79 
 
 27-93 
 
 8 
 
 5 
 
 80.94 
 
 23.58 
 
 262.34 
 
 2447 
 
 3 
 
 65 
 
 36 
 
 54 
 
 124 
 
 40-6-160 
 
 12,011 
 
 9.592 
 
 1252 
 
 2.91 
 
 27-95 
 
 9 
 
 3 
 
 88.21 
 
 20.52 
 
 341-59 
 
 3199 
 
 3 
 
 67 
 
 35 
 
 17 
 
 125 
 
 40-8-160 
 
 15,944 
 
 8.900 
 
 1792 
 
 2-99 
 
 26.63 
 
 8 
 
 4 
 
 79-68 
 
 13-31 
 
 519-02 
 
 4857 
 
 3 
 
 45 
 
 30 
 
 72 
 
 126 
 
 50-2-160 
 
 6,688 
 
 10.784 
 
 486 
 
 2.70 
 
 37-10 
 
 6 
 
 5 
 
 76.78 
 
 42.60 
 
 103.46 
 
 778 
 
 4 
 
 70 
 
 64 
 
 62 
 
 127 
 
 50-4-160 
 
 9,882 
 
 9.967 
 
 992 
 
 2.89 
 
 28.81 
 
 8 
 
 5 
 
 100 . 30 
 
 29.24 
 
 242.75 
 
 1827 
 
 4 
 
 09 
 
 40 
 
 71 
 
 128 
 
 50-6-160 
 
 16,344 
 
 8.830 
 
 1851 
 
 3-56 
 
 31-43 
 
 9 
 
 3_ 
 
 110.04 
 
 21 . 16 
 
 409.99 
 
 3076 
 
 _1 
 
 31 
 
 39 
 
 87 
 
 129 
 
 30-4-120 
 
 5.649 
 
 10.712 
 
 527 
 
 3-23 
 
 34-60 
 
 8 
 
 5 
 
 60.37 
 
 36.97 
 
 102.93 
 
 1287 
 
 5 
 
 12 
 
 54 
 
 89 
 
 130 
 
 30-8-120 
 
 9.924 
 
 9.960 
 
 996 
 
 2.97 
 
 29.60 
 
 8 
 
 4 
 
 60.13 
 
 17-93 
 
 275.14 
 
 3412 
 
 3 
 
 62 
 
 36 
 
 07 
 
 131 
 
 30-10-120 
 
 11,766 
 
 9.637 
 
 1221 
 
 2.98 
 
 28.72 
 
 6 
 
 9 
 
 48-65 
 
 11.87 
 
 361.07 
 
 4546 
 
 3 
 
 38 
 
 32 
 
 59 
 
 132 
 
 30-14-120 
 
 15.296 
 
 g.014 
 
 1697 
 
 3-28 
 
 29.56 
 
 3 
 
 
 
 21.28 
 
 4. II 
 
 496.21 
 
 6208 
 
 3 
 
 42 
 
 30 
 
 83 
 
 133 
 
 40-4-120 
 
 5,989 
 
 10.652 
 
 562 
 
 3-15 
 
 33-54 
 
 8 
 
 5 
 
 80.32 
 
 44.97 
 
 98.26 
 
 922 
 
 5 
 
 72 
 
 60 
 
 96 
 
 134 
 
 40-8-120 
 
 11,074 
 
 9.757 
 
 "35 
 
 2.96 
 
 28.93 
 
 8 
 
 4 
 
 79-39 
 
 20.74 
 
 303-50 
 
 2851 
 
 3 
 
 74 
 
 36 
 
 49 
 
 135 
 
 J.0-I2-I20 
 
 15,925 
 
 8.904 
 
 1789 
 
 3-27 
 
 29.09 
 
 5 
 
 
 
 47-27 
 
 8.63 
 
 500.30 
 
 4698 
 
 3 
 
 58 
 
 31 
 
 83 
 
 136 50-8-120 
 
 12,159 
 
 9-566 
 
 1271 
 
 3-09 
 
 29-53 
 
 8 
 
 4 
 
 99-51 
 
 24.17 
 
 312.29 
 
 2339 
 
 4 
 
 07 
 
 38 
 
 94 
 
APPENDIX III. 
 
 TESTS UNDER INTERMITTENT CONDITIONS OF RUNNING, METHODS, AND DATA. 
 
 50. The Conditions under which Tests Were Run. — Nine intermittent tests 
 were made, two each under a boiler-pressure of 240, 200, 160, and 120 pounds, 
 respectively, and one duplicate. The plan of the tests involved the operation 
 of the locomotive under each pressure, according to two definite schedules 
 governing periods of running and periods of standing. Grouped by schedules, 
 therefore, the tests may be arranged in two series. The schedule of the first 
 of these series provides six periods of running and five periods of standing, 
 the duration of the running time being one-half the duration of the test. 
 Tests of this series will, therefore, be hereafter referred to as half-time tests. 
 The schedule of the second series provides four periods of running and three 
 of standing, the total duration of the running time being equal to one-fourth 
 the total duration of the test. Tests of this series will hereafter be referred 
 to as one-quarter time tests. A period of 120 minutes at the beginning of 
 the test was used to start the fire and to bring the pressure of the boiler to the 
 required standard. Graphical schedules showing the exact program of run- 
 ning are presented as figs. 61 and 62. These give the time of occurrence and 
 the duration of the running and standing periods. They also show the speed, 
 the position of the reverse-lever, and the dry-pipe pressure. 
 
 51. A Summary of the Observed and Calculated Data is presented by tables 
 28 to 36. An explanation of the several items comprising these tables is as 
 follows : 
 
 Table 28. — Generai, Conditions. 
 
 Column I . Test number. 
 
 Column 2. Laboratory symbol. — The first term of this symbol defines the 
 proportion of the running time to the total time of the test, and the last three 
 represent the speed, the position of cut-ofF, and the boiler-pressure, respec- 
 tively. Thus, ^(30-3-240) designates a half-time test at a boiler-pressure 
 of 240 pounds, speed 30 miles per hour, and cut-off third notch from center 
 forward. 
 
 Column 3. Date of test. 
 
 Column 4. Duration of period when engine is starting and stopping. — ^This 
 item includes the time during which the locomotive is in the process of starting 
 and stopping and the preliminary running at slow speed at the beginning of 
 the test. 
 
 Column 5. Duration of periods when engine is running at speed. 
 
 Column 6. Duration of periods when engine is standing. 
 
 Column 7. Duration of period before starting, during which fire was burning 
 
 and steam-pressure was being raised. 
 
 129 
 
I30 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Column 8. Total duration of period after starting engine.— This item includes 
 the total time from the starting of the engine to the conclusion of the test. 
 
 Column 8a. Total duration of test. — ^This item includes the total time from 
 the time the fire was started to the conclusion of the test. 
 
 Column g. Temperature of the laboratory, °F.— The values given are the 
 average of observations taken at 20-minute intervals. 
 
 Column 10. Barometer-pressure, pounds per square inch. 
 
 Column II. Boiler-pressure when the engine is starting and stopping. — ^The 
 values given are the average of observations taken at 2 -minute intervals. 
 
 Column 1 2 . Boiler-pressure when the engine is running at speed. — ^The values 
 given are the average of observations taken at 5-minute intervals. 
 
 Column 13. Dry-pipe pressure when engine is starting and stopping. — ^The 
 values given are the average of observations taken at 2 -minute intervals. 
 
 Table 29. — Speed and Water. 
 
 Cohunn 14. Temperature of steam, when engine is starting and stopping. — 
 The values of this column represent the average of observations taken at 
 2-minute intervals. The thermometer used was placed in the left branch- 
 pipe at a point immediately adjoining the connection to steam-header. 
 
 Column 15. Temperature of steam when engine is running at speed. — ^The 
 values in this column are averages of observations at 5-minute intervals. 
 
 Column 16. Degrees superheat when engine is running at speed. — ^The values 
 in this column are obtained by subtracting the temperature corresponding to 
 the pressure shown in column 12, from the average observed temperature 
 when the engine is running at speed (column 15). 
 
 Column 17. Speed, revolutions per minute when engine is starting and stop- 
 ping. — The values in this column are averages of the engine register made at 
 2-minute intervals. 
 
 Colum,n 18. Speed, miles per hour, when engine is starting and stopping, 
 
 , column 17 X 60 
 
 equals . 
 
 292.31 
 Colum,n 19. Revolutions per minute when engine is running under constant 
 conditions. — The values in this column are averages of readings at 5-minute 
 intervals. 
 
 Column 20. Speed, miles per hour, when engine is running at speed, equals 
 column 19 X 60 
 292.31 
 Column 2 1 . Miles equivalent to total revolutions equals 
 
 column 17 X column 4 -|- column 19 X column 5 
 292 .3E 
 Column 22. Temperature of feed-water. — ^The values of this column are 
 averages of observations made at lo-minute intervals. 
 
 Column 23. Water delivered to the boiler when engine is starting and stopping 
 equals the total amount of water weighed to the injectors duriag conditions 
 of starting, stopping, and standing, less the loss due to injector overflow, 
 during this time. 
 
 Column 24. Water delivered to the boiler when engine is running at speed 
 equals the total amount of water weighed to the injectors during the time the 
 engine is running at speed less the injector overflow during this period. 
 Column 25. Total water delivered to the boiler equals column 23-l-column 24. 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 131 
 
 Tabi,e 30. — -Water, Coal, and Draft. 
 
 Column 26. Water used by the engine when the engine is starting and stopping 
 equals column 23 minus the steam lost by the calorimeter, the aspirator, 
 and at the thermometer-plugs during the total time of starting, stopping, 
 and standing. 
 
 Column 27. Water used by the engine when engine is running at speed equals 
 column 24 minus the steam lost by the calorimeter, the aspirator, and at the 
 thermometer-plugs during the total time during which the engine is running 
 at speed. 
 
 Column 28. Total water used by the engine equals column 26 + column 27. 
 
 Column 29. Dry coal fired when engine is starting and stopping. 
 
 Column 30. Dry coal fired when engine is running at speed. 
 
 Column 3 1 . Total dry coal used from, time of starting the engine equals column 
 29 -|- column 30. 
 
 Column 32. Dry coal used to raise steam,- pressure. — Both coal and wood were 
 used in "firing up." The values in this column include both coal and wood, 
 the latter being expressed in terms of coal under the assumption that its 
 heating value equals one-fourth that of coal. 
 
 Column 33. Front-end cinders, pounds. 
 
 Column 34. Stack cinders, pounds. 
 
 Column 35. Dry ash, pounds. 
 
 Column 36. Draft in front-end, inches of water. — ^The values in this column 
 are averages of readings taken at 2 and 5 minute intervals. The average is 
 based on the relative time of the two periods of running, starting, and stopping, 
 and running at speed. 
 
 Column 37. Temperature of escaping gases. — The values in this column are 
 averages of observations at 5-minute intervals. 
 
 Table 31. — Boiler and Engine Performance. 
 
 Column 38. Equivalent evaporation per hour from and at 212° F. 
 
 Column 39. Equivalent evaporation from, and at 212° F. per square foot of 
 ■water and superheating surface per hour equals column 38 divided by 12 16. 
 
 Column 40. Equivalent evaporation from and at 212° F. per pound of dry 
 coal equals column 38 X column 8 -^ column 31 X 60. 
 
 Column /^i. Average indicated horse-power when engine is starting and 
 stopping. 
 
 Colum,n 42. Average indicated horse-power when engine is running at speed. 
 
 Column 43. Total average indicated horse-power equals 
 
 column 41 X column 4 + column 42 X column 5 
 column 4 -|- column 5 
 
 Column 44. Draw-bar pull when engine is starting and stopping. — The values 
 in this column are averages of observations made at 2-minute intervals. 
 
 Column 45. Draw-bar pull when engine is running at speed. — The values in 
 this column are averages of observations made at 5-minute intervals. 
 
 Column 46. Draw-bar horse-power when engine is starting and stopping 
 equals 0.000547 X column 17 X column 44. 
 
 Column 47. Draw-bar horse-power when engine is running at speed equals 
 0.000547 X column 45 X column 19. 
 
 Column 48. Average draw-bar horse-power equals 
 
 column 46 X column 4 -\- column 47 X column 5 
 column 4 + column 5. 
 
132 SUPBRHEATSD STEAM IN LOCOMOTIVE SERVICE. 
 
 TABI.E 32. — Engine and Locomotive Performance. 
 
 Column 49. Steam per indicated horse- power per hour when engine is running 
 at speed equals column 27 X 60 divided by column 42 X column 5. 
 
 Column 50. Steam, per indicated horse-power per hour for total time equals 
 column 28 X 60 divided by (column 4 + column 5) X column 43. 
 
 Column 51. Equivalent steam from and at 212° F. per draw-bar horse-power 
 per hour when engine is running at speed. 
 
 Column 52. Equivalent steam from and at 212° F. per draw-bar horse-power 
 per hour for total time. 
 
 Column 53. Dry coal per draw-bar horse-power per hour when engine is 
 running at speed equals column 30 X 60 divided by column 5 X column 47. 
 
 Column 54. Dry coal per draw-bar horse-power for total time equals column 
 31 X 60 divided by column 48 X (column 4 + column 5). 
 
 Column 55. Dry coal per draw-bar horse-power per hour for total time, 
 including coal used to start fire in boiler, equals (column 31 + column 32) X 
 60 divided by column 48 X (column 4 + column 5). 
 
 Table 33. — Chemicai, Analysis of Smoke-box Gases. 
 
 Columns 56, 57, 58, and 59. Gas analysis was made with the Orsat appara- 
 tus. The method of drawing the sample was the same as described in Appen- 
 dix II . The values given are the average of observations taken during the time 
 when the engine was running only. 
 
 Column 60. Dry gas per pound of carbon consumed = 
 
 11CO2 + 802-F 7(C0 + N) 
 
 3(C02 -t- CO) 
 Column 61. Dry gas per pound of combustible fired = column 60 X per cent 
 of carbon in combustible (based on combustible consumed) -r- 100. 
 
 Column 62. Air per pound of carbon consumed= ;-— ^^-^ 
 
 ^ ^ ' o.33(C02 + CO) 
 
 Column 63. Air per pound of combustible fired = column 62 X per cent of 
 carbon in combustible (based on combustible consumed) -e- 100. 
 
 Column 64. Ratio of air supplied to theoretical requirements = — ^r- 
 
 ' ^^ ^ N-3.78XO2 
 
 Table 34. — Chemical Analysis of Coal. 
 
 proximate analysis. 
 
 Column 65. Moisture, per cent. 
 Column 66. Volatile m.atter, per cent. 
 Colum/n 67. Fixed carbon, per cent. 
 Column 68. Ash, per cent. 
 
 ultimate analysis. 
 
 Column 69. Carbon, per cent. 
 Column 70. Hydrogen, per cent. 
 Column 7 1 . Nitrogen, per cent. 
 Column 72. Oxygen, per cent. 
 Column 73. Sulphur, per cent. 
 Column 74. Ash, per cent. 
 
superheated steam in locomotive service. 133 
 
 Table 35. — Calorikc Values. 
 
 The values of this table are those reported by the Fuel Testing Laboratory 
 of the Technologic Branch of the United States Geological Survey, to which 
 laboratory sealed samples were delivered. 
 
 Column 75. Per cent of combustible in front-end cinders. 
 
 Column 76. Per cent of combustible in stack cinders. 
 
 Column 77. Per cent of combustible in refuse from ash-pan. 
 
 Column 78. Calonfic value per pound of dry coal, B. t. u. 
 
 Column 79. Calorific value per pound of combustible, B. t. u. 
 
 Column 80. Calorific value per pound of front-end cinders, B. t. u. 
 
 Column 81. Calorific value per pound of stack cinders, B. t. u. 
 
 Column 82. Calorific value per pound of refuse from, ash-pan, B. t. u. 
 
 Table 36. — Heat-Balance. 
 
 Column 83. Calorific value per pound of combustible, B. t. u. 
 Column 84. B. t. u. absorbed by boiler per pound of combustible. 
 Column 85. B. t. u. lost per pound of combustible due to water in coal = 
 
 — < (212 — t) + r -\- c {T — 212) >■ 
 
 where t = temperature of laboratory. 
 
 a = per cent of moisture referred to combustible. 
 r = 965.8. 
 
 c = specific heat of steam at constant pressure. 
 T = temperature of the smoke-box gases. 
 Column 86. B. t. u. lost per pound of combustible by water formed from 
 hydrogen in coal = per cent of hydrogen referred to combustible -=- 100 X 9 
 [(212 — column 9) -}- 965.8 -f 0.48 X (column 37 — 212)]. 
 
 Column 87. B. t. u. lost per pound of combustible due to escaping gases = 
 column 61 X 0.24 (column 37 — column 9). 
 
 Column 88. B. t. u. lost per pound of combustible due to incomplete combustion=^ 
 
 _ _ per cent of carbon in combustible 10150 
 
 ^\J X 
 
 100 (CO2 + CO) 
 
 Colum,n 89. B. t. u. lost per pound of comiustible due to front-end cinders = 
 100 X column 33 X column 80 ~- column 31 X (100 — column 74). 
 
 Column 90. B. t. u. lost per pound of combustible due to stack cinders = 
 100 X column 34 X column 81 -^ column 31 -^ (100 — column 74). 
 
 Column 91. B. t. u. lost per pound of combustible due to refuse in ash = 
 100 X column 35 X column 82 -r- column 31 X (100 — column 74). 
 
 Column 92. B. t. u. lost per pound of combustible unaccounted for = column 
 83 — column 84 — column 85 — column 86 — column 87 — column 88 — col- 
 umn 89 — column 90 — column 91. 
 
134 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 28. — General conditions {intermittent tests). 
 
 
 Designation of test. 
 
 Duration of periods. 
 
 
 .a 
 
 Boiler-pressure 
 by gage. 
 
 •1 
 
 
 
 
 b 
 
 a 
 
 
 
 s§ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 bo 
 
 .a 
 
 c 
 
 g 
 
 
 lU 
 
 
 
 
 u 
 
 to 
 
 a 
 
 si 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Date. 
 
 t. 
 
 " n 
 .Sn 
 
 1 
 .2-S 
 
 a ^ 
 
 1 
 
 ■s 
 
 V 
 
 c 
 
 a 
 
 1 
 
 "3 
 
 
 1 
 •0 
 
 a 
 0, 
 
 .Bg 
 
 g 
 
 .a-g 
 
 k3 
 
 
 
 
 h 
 
 
 bo 
 
 a 
 
 
 
 2 
 
 u 
 
 w g 
 
 
 
 
 
 
 v." 
 
 □ 
 
 a 
 
 r. 
 
 
 _ 
 
 S 
 
 g 
 
 n ^ 
 
 tj 
 
 •a" 
 
 
 
 
 
 
 
 
 
 d 
 
 a 
 
 
 
 
 
 
 
 
 
 
 
 u 
 
 
 
 ^ 
 
 tf 
 
 e 
 
 
 c 
 
 
 
 
 ^ 
 
 P 
 
 P 
 
 « 
 
 H 
 
 t- 
 
 fH 
 
 pa 
 
 fi 
 
 p 
 
 R 
 
 1 
 
 8 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 8a 
 
 9 
 
 10 
 
 11 
 
 18 
 
 13 
 
 
 
 
 Min. 
 
 Min. 
 
 Min. 
 
 M«. 
 
 Min. 
 
 Min. 
 
 op 
 
 Lbs. 
 
 
 
 
 20I 
 
 i(30-3-240) 
 
 July 19 
 
 100 
 
 I. SO 
 
 I, SO 
 
 120 
 
 400 
 
 S20 
 
 86.2 
 
 14-39 
 
 194.6 
 
 232-5 
 
 91.6 
 
 202 
 
 1(30-3-240) 
 
 July 23 
 
 80 
 
 80 
 
 240 
 
 120 
 
 400 
 
 ,S20 
 
 88.1 
 
 14.42 
 
 195-0 
 
 236-7 
 
 86 
 
 7 
 
 203 
 
 i(30-5-200) 
 
 July 18 
 
 100 
 
 I, SO 
 
 I. SO 
 
 120 
 
 400 
 
 ,520 
 
 8,S.4 
 
 14.47 
 
 183-5 
 
 200.3 
 
 8,S 
 
 7 
 
 204 
 
 1(30-5-200) 
 
 July 16 
 
 80 
 
 80 
 
 240 
 
 120 
 
 400 
 
 .S20 
 
 84.0 
 
 14.40 
 
 158.4 
 
 199.7 
 
 73 
 
 S 
 
 205 
 
 4(30-7-160) 
 
 July 9 
 
 100 
 
 I, SO 
 
 I, SO 
 
 120 
 
 400 
 
 ,S20 
 
 87-7 
 
 14-37 
 
 171-3 
 
 160.6 
 
 64 
 
 9 
 
 205a 
 
 i(3o-7-i6o) 
 
 July 10 
 
 100 
 
 I. SO 
 
 I. SO 
 
 120 
 
 400 
 
 520 
 
 85.6 
 
 14-35 
 
 161 .4 
 
 160. I 
 
 70 
 
 I 
 
 206 
 
 i(30-7-i6o) 
 
 July 13 
 
 80 
 
 80 
 
 240 
 
 120 
 
 400 
 
 ,S20 
 
 82.4 
 
 14.41 
 
 141. 8 
 
 159-7 
 
 65 
 
 4 
 
 207 
 
 i(30-io-i2o) 
 
 July II 
 
 100 
 
 I. SO 
 
 150 
 
 120 
 
 400 
 
 520 
 
 79.6 
 
 14-31 
 
 126.5 
 
 119. 7 
 
 65 
 
 6 
 
 208 
 
 i(3O-I0-I20) 
 
 July 12 
 
 80 
 
 80 
 
 240 
 
 120 
 
 400 
 
 520 
 
 81. 1 
 
 14-43 
 
 "7-9 
 
 121 . 1 
 
 64 
 
 8 
 
 Table 29. — speed and water {intermittent tests). 
 
 
 Sff 
 
 a 
 
 
 Speed 
 
 
 g 
 
 
 
 
 •5-9 
 % 0, 
 
 n 
 
 
 when en- 
 
 Speed when 
 
 3 
 
 
 "Water delivered to 
 
 Designation of test. 
 
 at 
 
 ^^ 
 
 «1 
 
 1) a; 
 
 starting 
 and 
 
 running 
 at speed. 
 
 M 
 
 ■s 
 
 3 
 
 boiler and presumably 
 evaporated. 
 
 
 'o-S 
 
 3.S 
 
 IS"" 
 
 r^2 
 
 stopping. 
 
 
 ■2-2 
 s 
 
 > ° 
 
 '3 ^. 
 
 
 No. 
 
 Laboratory 
 
 u 
 
 "0. 
 
 3 
 
 s 
 
 
 u 
 
 V 
 
 p. 
 
 % 
 
 .a* 
 
 gag, 
 
 
 
 symbol. 
 
 S-9 
 
 s.a 
 
 
 II 
 
 "a 
 
 II 
 
 V 
 
 Q, 
 
 "^.Q 
 0)-" 
 
 2 
 fi, 
 
 
 B 5 
 
 
 
 
 
 ay 
 
 S 
 
 & 
 
 
 1 
 
 1 
 
 ^ 
 
 s 
 
 a 
 
 
 p 
 
 1 
 
 1 
 
 8 
 
 14 
 
 16 
 
 16 
 
 17 
 
 18 
 
 10 
 
 80 
 
 81 
 
 88 
 
 83 
 
 84 
 
 85 
 
 
 
 
 
 
 
 
 
 
 
 "F. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 20I 
 
 ^(30-3-240) 
 
 477-3 
 
 535-3 
 
 135-4 
 
 67-5 
 
 13-9 
 
 146. 1 
 
 30.0 
 
 98.1 
 
 69. I 
 
 11,377 
 
 24,422 
 
 35,799 
 
 202 
 
 i(30-3-24o) 
 
 446.9 
 
 537 
 
 9 
 
 136.5 
 
 64 
 
 9 
 
 13 
 
 3 
 
 146 
 
 6 
 
 ,30.1 
 
 57-9 
 
 69 -5 
 
 9,890 
 
 13,137 
 
 23,027 
 
 203 
 
 4(30-5-200) 
 
 476.4 
 
 533 
 
 I 
 
 145-3 
 
 66 
 
 4 
 
 13 
 
 6 
 
 145 
 
 8 
 
 .30.0 
 
 97-5 
 
 70.0 
 
 9,501 
 
 24,962 
 
 34,463 
 
 204 
 
 i(30-5-2oo) 
 
 462 .0 
 
 527 
 
 4 
 
 139.8 
 
 69 
 
 5 
 
 14 
 
 3 
 
 153 
 
 6 
 
 31-6 
 
 61. 1 
 
 69-9 
 
 9,376 
 
 13,648 
 
 23,024 
 
 205 
 
 i(3o-7-i6o) 
 
 467-9 
 
 519 
 
 4 
 
 148.8 
 
 77 
 
 8 
 
 16 
 
 
 
 144 
 
 6 
 
 29.7 
 
 lOI .0 
 
 70.6 
 
 9,302 
 
 25,312 
 
 34,614 
 
 2050 
 
 4(30-7-160) 
 
 459-6 
 
 519 
 
 8 
 
 149-5 
 
 67 
 
 2 
 
 13 
 
 8 
 
 148 
 
 7 
 
 30 . 5 
 
 99-3 
 
 6g.o 
 
 9,174 
 
 24,397 
 
 33,571 
 
 206 
 
 i(3o-7-i6o) 
 
 466.2 
 
 525 
 
 5 
 
 155-3 
 
 68 
 
 2 
 
 14 
 
 
 
 147 
 
 5 
 
 ,30.3 
 
 59-1 
 
 68.1 
 
 9,088 
 
 13,548 
 
 22,636 
 
 207 
 
 4(30-10-120) 
 
 456.6 
 
 509 
 
 I 
 
 159-7 
 
 72 
 
 4 
 
 H 
 
 9 
 
 146 
 
 6 
 
 .30.1 
 
 100.3 
 
 68.0 
 
 10,196 
 
 24,146 
 
 34,342 
 
 208 
 
 1(30-10-120) 
 
 452-4 
 
 506 
 
 3 
 
 156.0 
 
 68. 
 
 14 
 
 
 
 152 
 
 9 
 
 31-4 
 
 60.5 
 
 69-9 
 
 8,878 
 
 13,450 
 
 22,328 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 135 
 
 Table 30. — Water, coal, and draft {intermittent tests). 
 
 Designation of test. 
 
 Water used by engine. 
 
 Dry coal fired. 
 
 ^ 
 
 s 
 
 
 u 
 
 IS 
 
 
 .13 
 
 
 
 
 
 bo 
 
 bo 
 
 a 
 
 
 t 
 
 bo 
 
 ■o 
 
 
 
 t 
 
 c 
 
 
 
 u 
 
 
 ^r. 
 
 
 m 
 
 
 «'!il 
 
 c 
 
 
 
 a . 
 
 1Sg 
 
 2. 
 
 
 m bi 
 rn.S 
 
 S 
 
 11 
 
 t\ 
 
 i 
 
 b 
 1 
 
 % 
 
 ^ 
 
 
 •ss 
 
 No. 
 
 Laboratory 
 symbol. 
 
 (U 
 
 .Si 
 
 
 
 .|l 
 
 n 
 
 ^1 
 
 
 
 S 
 
 u 
 
 V 
 
 1 
 
 
 kS 
 
 
 
 g'a 
 
 
 
 s-^ 
 
 0) 
 
 -I 
 
 « 
 
 s 
 
 01 
 
 
 -S.S 
 
 s 
 
 
 
 c 
 
 e: 
 
 . 
 
 a «* 
 
 c 
 
 
 
 4-1 
 
 M 
 
 19 
 
 4.1 
 
 a 
 
 
 
 $ 
 
 u 
 
 
 
 4; 
 
 
 t 
 H 
 
 a 
 
 I 
 
 a 
 
 a 
 
 
 
 H 
 
 1 
 
 a 
 
 86 
 
 aT 
 
 as 
 
 29 
 
 30 
 
 31 
 
 3a 
 
 33 
 
 34 
 
 35 
 
 36 
 
 31 
 
 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 L6j. 
 
 L6i. 
 
 Lbs. 
 
 I.6J-. 
 
 L6i. 
 
 Lbs. 
 
 Lbs. 
 
 
 °F. 
 
 201 
 
 4(30-3-240) 
 
 10,980 
 
 24,120 
 
 35,100 
 
 169.S 
 
 3271 
 
 4966 
 
 659 
 
 183 
 
 62 
 
 447 
 
 2.61 
 
 666.4 
 
 202 
 
 1(30-3-240) 
 
 9,362 
 
 12,942 
 
 22,304 
 
 1461 
 
 2019 
 
 3480 
 
 661 
 
 160 
 
 35 
 
 461 
 
 2-59 
 
 725-3 
 
 203 
 
 4(30-5-200) 
 
 9,100 
 
 24,611 
 
 33,711 
 
 1.340 
 
 .3015 
 
 4355 
 
 645 
 
 159 
 
 58 
 
 331 
 
 2.70 
 
 664.5 
 
 204 
 
 1(30-5-200) 
 
 8,909 
 
 13.471 
 
 22,380 
 
 15 19 
 
 1771 
 
 3290 
 
 526 
 
 146 
 
 37 
 
 294 
 
 2.84 
 
 667.7 
 
 205 
 
 4(30-7-160) 
 
 8,891 
 
 25,022 
 
 33,913 
 
 1 162 
 
 .3427 
 
 4589 
 
 533 
 
 205 
 
 53 
 
 371 
 
 3-30 
 
 662.8 
 
 2osa 
 
 4(30-7-160) 
 
 8,798 
 
 24.113 
 
 32.911 
 
 I054 
 
 .H4I 
 
 4495 
 
 553 
 
 175 
 
 59 
 
 415 
 
 2.7b 
 
 661.2 
 
 206 
 
 1(30-7-160) 
 
 8,712 
 
 13.375 
 
 22,087 
 
 1275 
 
 1638 
 
 2913 
 
 499 
 
 115 
 
 29 
 
 339 
 
 2-43 
 
 648.5 
 
 207 
 
 4(30-10-120) 
 
 9,793 
 
 23,951 
 
 33,744 
 
 1242 
 
 3263 
 
 4505 
 
 441 
 
 208 
 
 55 
 
 410 
 
 2.73 
 
 637 -2 
 
 208 
 
 1(30-10-120) 
 
 8,450 
 
 13,345 
 
 21,795 
 
 1268 
 
 i8io|3078i 421 
 
 179 
 
 32 
 
 350 
 
 2.81 
 
 632.7 
 
 Table 31. — Boiler and engine performance (intermittent tests). 
 
 Designation of test. 
 
 Equivalent 
 evaporation. 
 
 ] Average indicated 
 horse-power. 
 
 CS 
 .till 
 
 a 
 
 t 
 
 a . 
 
 .5 
 
 1 
 
 g 
 
 
 Si 
 
 a 
 
 d 
 bo 
 C 
 
 1 
 
 e 
 
 a 
 
 cS 
 
 1 
 
 R 
 
 1 Average draw-bar 
 horse-power. 
 
 No. 
 
 Laboratory 
 symbol. 
 
 
 
 bo 
 .S 
 
 v ^ 
 J3 
 
 ^ 
 
 4 
 
 J 
 
 •0 
 'o 
 
 
 P. 
 u 
 
 Ibi 
 
 (0 Pi 
 
 c 
 
 0/ 
 
 bo 
 
 a 
 ■5 
 
 -a-g 
 .11 
 its 
 
 g 
 
 C 
 
 bo 
 
 'i. 
 
 Hi 
 
 bo 
 
 a 
 
 a 
 g 
 
 tn'6 
 ." a> 
 
 |l 
 bo+J 
 
 n cii 
 
 a, 
 
 "3 
 
 1 
 
 1 
 
 3 
 
 38 
 
 39 
 
 40 
 
 41 
 
 4a 
 
 43 
 
 44 
 
 45 
 
 46 
 
 47 
 
 48 
 
 201 
 
 202 
 
 203 
 
 204 
 
 205 
 
 2050 
 
 206 
 
 207 
 
 208 
 
 4(30-3-240) 
 
 1(30-3-240) 
 
 4(30-5-200) 
 
 1(30-5-200) 
 
 4(30-7-160) 
 
 4(30-7-160) 
 
 1(30-7-160) 
 
 4(30-10-120) 
 
 1(30-10-120) 
 
 6899 
 4405 
 6641 
 4410 
 6637 
 6438 
 4346 
 6577 
 4256 
 
 5 
 3 
 5 
 3 
 5 
 5 
 3 
 5 
 3 
 
 67 
 62 
 
 46 
 62 
 46 
 29 
 57 
 41 
 50 
 
 9 
 8 
 10 
 8 
 9 
 9 
 9 
 9 
 9 
 
 262 
 438 
 165 
 936 
 642 
 
 548 
 947 
 637 
 219 
 
 181.98 
 156.50 
 173-67 
 169.52 
 
 173-53 
 165.08 
 162.20 
 185.26 
 160 . 30 
 
 410.48 
 421 .00 
 446.63 
 455-93 
 437-21 
 426-39 
 425-83 
 391-69 
 406 . 80 
 
 319 
 
 288 
 
 337 
 
 312 
 
 331 
 321 
 
 294 
 309 
 283 
 
 08 
 81 
 44 
 72 
 74 
 86 
 01 
 10 
 60 
 
 4243 
 4066 
 
 4414 
 4243 
 3923 
 4136 
 4245 
 4470 
 4333 
 
 4148 
 4363 
 4736 
 ;6oi 
 +670 
 4541 
 4557 
 4333 
 4406 
 
 156.70 
 144.36 
 160.30 
 161.23 
 166.88 
 151-83 
 158.40 
 177-05 
 161 .26 
 
 331-59 
 349-89 
 377-70 
 386.59 
 369.28 
 369.28 
 367.58 
 347-54 
 368.50 
 
 261 
 
 247 
 290 
 
 273 
 288 
 282 
 262 
 
 279 
 264 
 
 63 
 12 
 
 72 
 91 
 32 
 30 
 
 99 
 
 34 
 88 
 
136 
 
 SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 32. — Engine and locomotive performance {intermittent tests). 
 
 Designation of test. 
 
 Steam per I. H. P. 
 per hour. 
 
 Equivalent steam 
 perD. H. P. per hour 
 
 Dry coal 
 
 per D. H. P. per hour. 
 
 
 
 When 
 
 
 When 
 
 
 When 
 
 
 Including 
 
 No. 
 
 Laboratory 
 
 engine is 
 
 For total 
 
 engine is 
 
 For total 
 
 engine is 
 
 For total 
 
 coal used to 
 
 symboL 
 
 running 
 
 time. 
 
 running 
 
 time. 
 
 running 
 
 time. 
 
 raise steam- 
 
 
 
 at speed. 
 
 
 at speed. 
 
 
 at speed. 
 
 
 pressure. 
 
 1 
 
 » 
 
 49 
 
 50 
 
 51 
 
 53 
 
 53 
 
 54 
 
 55 
 
 201 
 
 i(3o-3-24o) 
 
 23-50 
 
 26.40 
 
 37.62 
 
 40.96 
 
 3-95 
 
 4-55 
 
 5-16 
 
 202 
 
 1(30-3-240) 
 
 23-05 
 
 28.97 
 
 35 
 
 85 
 
 42 
 
 55 
 
 4 
 
 33 
 
 5-28 
 
 6.28 
 
 203 
 
 K30-5-ZO0) 
 
 22.04 
 
 23.98 
 
 33 
 
 67 
 
 35 
 
 40 
 
 3 
 
 19 
 
 3.60 
 
 4-13 
 
 204 
 
 i(30-5-20o) 
 
 22 . 16 
 
 26.85 
 
 33 
 
 66 
 
 39 
 
 00 
 
 3 
 
 44 
 
 4-50 
 
 5-23 
 
 205 
 
 i(30-7-i6o) 
 
 22.89 
 
 24-54 
 
 34 
 
 7« 
 
 35 
 
 68 
 
 3 
 
 71 
 
 3-83 
 
 4.26 
 
 205a 
 
 i(30-7-i6o) 
 
 22.63 
 
 24-55 
 
 33 
 
 59 
 
 35 
 
 39 
 
 3 
 
 73 
 
 3.82 
 
 4.29 
 
 206 
 
 i(30-7-i6o) 
 
 23-56 
 
 28.24 
 
 35 
 
 21 
 
 39 
 
 90 
 
 3 
 
 34 
 
 4-15 
 
 4.87 
 
 207 
 
 4(30-10-160) 
 
 24.47 
 
 26.21 
 
 35 
 
 40 
 
 36 
 
 68 
 
 3 
 
 76 
 
 3-87 
 
 4-25 
 
 208 
 
 i(30-io-i6o) 
 
 24.60 
 
 28.89 
 
 34 
 
 So 
 
 3« 
 
 «9 
 
 3 
 
 68 
 
 4-36 
 
 4-95 
 
 Table 33. — Chemical analysis of smoke-box gases {intermittent tests). 
 
 Designation of test. 
 
 
 Gas analysis. 
 
 
 Weight of — 
 
 
 
 
 
 
 
 
 
 
 
 Ratio of 
 
 
 
 
 
 
 
 
 
 
 
 air sup- 
 
 
 
 
 
 
 
 
 Dry gas 
 
 
 
 plied to 
 
 
 
 
 
 
 
 per 
 pound 
 
 per 
 
 Air per 
 
 Air per 
 
 theoreti- 
 
 No. 
 
 Laboratory 
 symbol. 
 
 C02. 
 
 0.. 
 
 CO. 
 
 N2. 
 
 pound 
 of 
 
 pound 
 of 
 
 pound of 
 com- 
 
 cal re- 
 quire- 
 
 
 
 
 
 
 
 carbon. 
 
 com- 
 bustible 
 
 carbon. 
 
 bustible. 
 
 ment. 
 
 1 
 
 8 
 
 56 
 
 57 
 
 58 
 
 69 
 
 60 
 
 61 
 
 63 
 
 63 
 
 64 
 
 
 
 P.ct. 
 
 P. ct. 
 
 P. ct. 
 
 P. ct. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 Lbs. 
 
 
 20I 
 
 4(30-3-240) 
 
 14.91 
 
 2.81 
 
 0.86 
 
 81.42 
 
 16. 12 
 
 11.72 
 
 15-65 
 
 11.38 
 
 I -15 
 
 202 
 
 1(30-3-240) 
 
 14.94 
 
 2.. 56 
 
 .70 
 
 81.80 
 
 16.25 
 
 10.57 
 
 15 
 
 85 
 
 10.30 
 
 I -15 
 
 203 
 
 i(30-5-200) 
 
 13-19 
 
 5-48 
 
 -45 
 
 80.88 
 
 18.53 
 
 13-34 
 
 17 
 
 97 
 
 12.93 
 
 1.32 
 
 204 
 
 i(3O-5-200) 
 
 12.48 
 
 6.00 
 
 .46 
 
 81.06 
 
 19-47 
 
 13.09 
 
 18 
 
 98 
 
 12.76 
 
 1-39 
 
 205 
 
 K30-7-I60) 
 
 12.08 
 
 6-95 
 
 -23 
 
 80.74 
 
 20.45 
 
 15.06 
 
 19 
 
 87 
 
 14-65 
 
 I-51 
 
 2050 
 
 K30-7-I60) 
 
 12.50 
 
 6.70 
 
 -15 
 
 80.65 
 
 19.94 
 
 14-50 
 
 19 
 
 32 
 
 14.06 
 
 1.46 
 
 206 
 
 : (30-7-160) 
 
 13-43 
 
 5-01 
 
 -33 
 
 81.23 
 
 18.14 
 
 11-77 
 
 17 
 
 89 
 
 II .61 
 
 1-30 
 
 207 
 
 J(30-I0-I20) 
 
 11.86 
 
 7.18 
 
 -19 
 
 80.77 
 
 20.87 
 
 15-09 
 
 20 
 
 31 
 
 14.70 
 
 1-50 
 
 208 
 
 i(30-I0-I20) 
 
 11.64 
 
 6.95 
 
 -14 
 
 81.27 
 
 21.32 
 
 13.82 
 
 20 
 
 91 
 
 13-57 
 
 1.48 
 
SUPERHEATED STEAM IN LOCOMOTIVE SERVICE. 
 
 137 
 
 Table 34. — Clumical analysis uf coal (iiitcnniltcnl 
 
 tcsls). 
 
 Designation of test. 
 
 Proximate analysis 
 (coal as fired). 
 
 Ultimate analysis 
 (dry coal). 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Moist- 
 ure. 
 
 Volatile 
 matter. 
 
 Fixed 
 carbon. 
 
 Ash. 
 
 Carbon 
 
 Hydro- 
 gen. 
 
 Nitro- 
 gen. 
 
 Oxy- i 
 gen. p 
 
 ul- 
 lur. 
 
 73 
 
 92 
 
 1 
 
 Asli. 
 
 74 
 
 7.67 
 
 1 
 
 2 
 
 65 
 
 32 
 
 86 
 
 67 
 
 68 
 
 69 
 
 ■.0 
 
 71 
 
 73 
 6.49 
 
 201 
 
 4(30-3-240) 
 
 1.84 
 
 16 
 
 58-47 
 
 7-53 
 
 78.61 
 
 5 03 
 
 1.28 
 
 202 
 
 1(30-3-240) 
 
 1.84 
 
 32 
 
 55 
 
 58 
 
 03 
 
 7 
 
 58 
 
 78 
 
 51 
 
 5 
 
 03 
 
 
 61 
 
 6 14 
 
 98 
 
 7 
 
 73 
 
 203 
 
 4(30-5-200) 
 
 2.90 
 
 30 
 
 71 
 
 58 
 
 75 
 
 7 
 
 64 
 
 76 
 
 06 
 
 5 
 
 II 
 
 
 29 
 
 8.69 
 
 98 
 
 7 
 
 87 
 
 204 
 
 1(30-5-200) 
 
 2.19 
 
 31 
 
 96 
 
 58 
 
 73 
 
 7 
 
 12 
 
 78 
 
 41 
 
 5 
 
 13 
 
 
 70 
 
 6 
 
 53 
 
 94 
 
 / 
 
 28 
 
 205 
 
 4(30-7-160) 
 
 I 59 32 
 
 52 
 
 56 
 
 23 9 
 
 66 
 
 77 
 
 31 
 
 4 
 
 qo 
 
 
 49 
 
 5 
 
 -|2 I 
 
 06 
 
 9 
 
 82 
 
 205a 
 
 4(30-7-160) 
 
 1-59 32 
 
 58 
 
 57 
 
 20 « 
 
 63 
 
 78 
 
 20 
 
 5 
 
 00 
 
 
 58 
 
 5 
 
 29 I 
 
 16 
 
 8 
 
 77 
 
 206 
 
 1(30-7-160) 
 
 2.56 i3' 
 
 55 
 
 58 
 
 50 |7 
 
 39 
 
 78 
 
 05 
 
 5 
 
 00 
 
 
 60 
 
 6 
 
 60 I 
 
 16 
 
 7 
 
 59 
 
 207 
 
 4(30-10-120) 
 
 1-65 131 
 
 53 
 
 58 
 
 21 '8 
 
 61 
 
 77 
 
 i8 
 
 5 
 
 06 
 
 
 54 
 
 6 
 
 34 I 
 
 13 
 
 8 
 
 75 
 
 208 
 
 i(30-io-i2o) 
 
 2.20 |3i 
 
 86 
 
 58.43 |7-5i 
 
 78 
 
 45 
 
 5 
 
 06 
 
 
 67 
 
 5 
 
 96 I 
 
 18 
 
 7 
 
 68 
 
 Table 35. — Calorific values {inter yniitent tests). 
 
 Designation of test. 
 
 Per cent combustible in — 
 
 Calorific value in B. t. u. per pound of — 
 
 No. 
 
 Laboratory 
 symbol. 
 
 Front- 
 end 
 cinders. 
 
 Stack 
 cinders. 
 
 Refuse 
 
 from 
 
 ash-pan. 
 
 Dry 
 coal. 
 
 Com- 
 bustible. 
 
 Front- 
 end 
 cinders. 
 
 Stack 
 cinders. 
 
 Refuse 
 
 from 
 
 ash-pan. 
 
 1 
 
 a 
 
 76 
 
 76 
 
 77 
 
 78 
 
 79 
 
 80 
 
 81 
 
 83 
 
 201 
 
 202 
 
 203 
 
 204 
 
 205 
 
 205a 
 
 206 
 
 207 
 
 208 
 
 4(30-3-240) 
 1(30-3-240) 
 4(30-5-200) 
 1(30-5-200) 
 4(30-7-160) 
 4(30-7-160) 
 1(30-7-160) 
 4(30-10-120) 
 1(30-10-120) 
 
 81 
 73 
 69 
 77 
 72 
 75 
 71 
 69 
 70 
 
 94 
 80 
 16 
 22 
 35 
 77 
 19 
 89 
 36 
 
 61 
 65 
 58 
 65 
 55 
 58 
 57 
 61 
 61 
 
 77 
 60 
 
 19 
 47 
 36 
 25 
 75 
 05 
 84 
 
 51 
 57 
 38 
 52 
 45 
 39 
 56 
 39 
 54 
 
 22 
 17 
 46 
 56 
 65 
 99 
 79 
 85 
 70 
 
 14,119 
 14,063 
 14,062 
 ■4,057 
 13,791 
 13.910 
 14,192 
 13.948 
 14,196 
 
 15,291 
 15,240 
 15,262 
 15,161 
 15,323 
 15,247 
 15,357 
 15,280 
 
 15.377 
 
 ",578 
 
 10,294 
 
 9.576 
 
 11,021 
 
 10,223 
 
 10,664 
 
 10,051 
 
 9,918 
 
 9.961 
 
 8676 
 9164 
 8127 
 9126 
 7803 
 8280 
 S113 
 
 8555 
 8660 
 
 7502 
 8374 
 5633 
 6687 
 5862 
 8318 
 5818 
 
 5837 
 8012 
 
138 
 
 SUPURHBATBD STEAM IN LOCOMOTIVE SERVICE. 
 
 Table 36. — Heat balance {intermittent tests). 
 
 Designation of test. 
 
 3 
 
 ■SI 
 
 E- 
 
 h^ 
 
 bS 
 
 S« 
 
 B'S 
 
 E • 
 
 E-i 
 
 ^ 
 
 
 
 3 
 
 
 rt 
 
 ^8 
 
 •-£ 
 
 8'§ 
 
 
 
 2 
 a; 
 
 o.E 
 
 •s_S 
 
 si 
 
 Z^ 
 
 
 
 
 
 1 
 
 0^ 
 
 a 
 
 '0 4,_- 
 
 w 
 •0 
 
 
 "2 s 
 
 
 
 
 ^1 
 
 
 
 8 
 
 !r ii 
 
 a £ 
 
 ns rt 
 
 fl « 
 
 
 a 
 
 tir^ 
 
 3 2 
 
 dp 
 
 
 
 
 
 &| 
 
 « 
 
 3 g 
 
 P u 
 
 §s 
 
 0, 
 
 go 
 
 gS 
 
 g| 
 
 gg 
 
 
 
 
 •a !» 
 
 oS 
 
 ''o d 
 
 A 
 
 P,4J 
 
 P."^ 
 
 P<n 
 
 ac 
 
 a° 
 
 
 
 
 uS 
 
 u 
 
 t- +j'" 
 
 h OJ 
 
 •- ni 
 
 u u 
 
 h 
 
 M 
 
 ^ cd 
 
 No. 
 
 Laboratory 
 symbol. 
 
 
 
 m 
 
 
 
 &5 
 
 !lg 
 
 It 3 
 
 
 
 Si 
 
 
 
 
 •ill 
 
 3.1 
 
 cn 
 
 °3i 
 
 
 3 5 
 
 
 o-a 
 
 j-s 
 
 1n <U 
 ■•3 
 
 
 
 3 
 
 U (0 
 
 35 
 "1 
 
 s-^^ 
 ^&i 
 
 
 3'-g| 
 
 3S.S 
 -51 
 
 .g 
 
 35 
 
 '1 
 
 
 
 w 
 
 ri 
 
 m-° 
 
 H 
 
 w 
 
 m 
 
 «' 
 
 m-° 
 
 P5-° 
 
 w 
 
 1 
 
 2 
 
 83 
 
 84 
 
 85 
 
 86 
 
 87 
 
 ss 
 
 89 
 
 90 
 
 91 
 
 9a 
 
 201 
 
 4(30-3-240) 
 
 15.291 
 
 9,688 
 
 26 
 
 652 
 
 1632 
 
 471 
 
 463 
 
 117 
 
 730 
 
 1512 
 
 202 
 
 1(30-3-240) 
 
 15,240 
 
 8,831 
 
 27 
 
 655 
 
 1617 
 
 386 
 
 557 
 
 100 
 
 1202 
 
 1865 
 
 203 
 
 i (30-5-200) 
 
 15,262 
 
 10,656 
 
 41 
 
 654 
 
 1853 
 
 276 
 
 379 
 
 117 
 
 465 
 
 821 
 
 204 
 
 i(30-5-2oo) 
 
 15,161 
 
 9,308 
 
 31 
 
 654 
 
 1834 
 
 305 
 
 526 
 
 III 
 
 742 
 
 1650 
 
 205 
 
 i(30-7-i6o) 
 
 15,323 
 
 10,327 
 
 23 
 
 639 
 
 2080 
 
 162 
 
 524 
 
 100 
 
 599 
 
 869 
 
 205a 
 
 4(30-7-160) 
 
 15,247 
 
 10,046 
 
 23 
 
 644 
 
 2004 
 
 103 
 
 434 
 
 119 
 
 586 
 
 1278 
 
 206 
 
 i(30-7-i6o) 
 
 15,357 
 
 10,509 
 
 36 
 
 633 
 
 1600 
 
 205 
 
 650 
 
 87 
 
 1047 
 
 590 
 
 207 
 
 K30-10-120) 
 
 15,280 
 
 10,200 
 
 22 
 
 650 
 
 2019 
 
 135 
 
 502 
 
 114 
 
 582 
 
 1056 
 
 208 
 
 i(30-io-i2o) 
 
 15,377 
 
 9,644 
 
 31 
 
 641 
 
 1829 
 
 102 
 
 627 
 
 98 
 
 987 
 
 1318 
 
 
 PER CE 
 
 NT IN 1 
 
 ERMS 
 
 F B. T 
 
 . U. PE 
 
 R POUN 
 
 D OF C 
 
 0MB US 
 
 riBLE 
 
 
 
 201 
 
 4(30-3-240) 
 
 100 
 
 63.36 
 
 0.17 
 
 4.26 
 
 10.67 
 
 3.08 
 
 3 03 
 
 0.76 
 
 4 78 
 
 9.89 
 
 202 
 
 i(30-3-24o) 
 
 100 
 
 57 
 
 95 
 
 .18 
 
 4 
 
 30 
 
 10.61 
 
 2.53 
 
 3 
 
 65 
 
 -65 
 
 7 
 
 89 
 
 12.24 
 
 203 
 
 4(30-5-200) 
 
 100 
 
 69 
 
 82 
 
 ■27 
 
 4 
 
 28 
 
 12.14 
 
 I. 81 
 
 2 
 
 48 
 
 ■77 
 
 3 
 
 05 
 
 5^38 
 
 204 
 
 i(3o-4-2O0) 
 
 100 
 
 61 
 
 40 
 
 .20 
 
 4 
 
 31 
 
 12 . 10 
 
 2.01 
 
 3 
 
 47 
 
 -73 
 
 4 
 
 90 
 
 10.88 
 
 205 
 
 4(30-7-160) 
 
 100 
 
 67 
 
 39 
 
 •15 
 
 4 
 
 17 
 
 13-57 
 
 I .06 
 
 3 
 
 42 
 
 •65 
 
 3 
 
 91 
 
 5-68 
 
 2050 
 
 4(30-7-160) 
 
 ICO 
 
 65 
 
 95 
 
 •15 
 
 4 
 
 22 
 
 13-15 
 
 .68 
 
 2 
 
 85 
 
 •78 
 
 3 
 
 84 
 
 8.38 
 
 206 
 
 i(30-7-i6o) 
 
 100 
 
 68 
 
 43 
 
 •23 
 
 4 
 
 12 
 
 10.40 
 
 1-34 
 
 4 
 
 23 
 
 •57 
 
 6 
 
 82 
 
 3.86 
 
 207 
 
 4(30-10-120) 
 
 100 
 
 66 
 
 75 
 
 ■14 
 
 4 
 
 25 
 
 13.21 
 
 .88 
 
 3 
 
 29 
 
 ■75 
 
 3 
 
 81 
 
 6.92 
 
 208 
 
 }(30-IO-I20) 
 
 100 
 
 62 
 
 75 
 
 .20 
 
 4 
 
 17 
 
 II .90 
 
 .66 
 
 4 
 
 08 
 
 ■64 
 
 6 
 
 38 
 
 9.22 
 
APPENDIX IV. 
 
 AN EXHIBIT OF TYPICAL INDICATOR-CARDS. 
 All cards in this exhibit are reproduced at the size taken. 
 
 n 
 
 Eeverse Leveb Second Notch prom Center Fobwarb. 
 BorLBE PHESSURE 240 rOITNDS, SPEED 30 MtLES PEE HODB. 
 
140 
 
 Speed 40 Miles per Houb. 
 
 II 
 
 Speed 30 Miles feu Hour. 
 Boiler pressuhk 340 pounds, rkverse lever fourth notcii from center forward. 
 
 VI 
 
 Speed 40 Miles Per Hour. 
 Boiler treasure 300 pounds, reverse i.evkr fourth notch from center forward. 
 
Bevebse Lever Fourth Notch from Center Forward. 
 
 Reverse Lever Second Notch from Center Forward. 
 EorL:^p. i-REs-suKB 160 pounds, speed 30 jirLES per houb. 
 
142 
 
 Speed 20 Miles per Hour. 
 Boiler pekssure IGO pounds, reverse lever fourth notch prom center forward. 
 
XIV 
 
 Speed 20 Miles per Hour, 
 boilbk pressure 130 pounds, reverse lever eighth notch from center forward. 
 
 xvn 
 
 xvnr 
 
 Eeverse Lever Tenth Notch from Center Forward. 
 Boiler pressure 120 pounds, speed 30 miles per hour. 
 
144 
 
 XIX 
 
 XX 
 
 XXI 
 
 He VERSE Lbveb Second Notch from Center Forward. 
 
 BOILBIt PUBBSURE 300 POUNDS, SPEED 30 MILES PBB HOUK.