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LIBRARY
ENGINEERING LIBRARY
HIGH STEAM-PRESSURES IN
LOCOMOTIVE SERVICE.
BY
WILLIAM F. M. GOSS,
DEAN OF THE COLLEGE OF ENGINEERING, UNIVERSITY OF ILLINOIS, URBANA,
LATE DEAN OF THE SCHOOLS OF ENGINEERING, PURDUE
UNIVERSITY, LAFAYETTE, INDIANA.
WASHINGTON, D. C. :
Published by the Carnegie Institution of Washington.
1907.
HIGH STEAM-PRESSURES IN
LOCOMOTIVE SERVICE.
BY
WILLIAM F. M. GOSS,
DEAN OF THE COLLEGE OF ENGINEERING, UNIVERSITY OF ILLINOIS, URBANA,
LATE DEAN OF THE SCHOOLS OF ENGINEERING, PURDUE
UNIVERSITY, LAFAYETTE, INDIANA.
WASHINGTON, D. C. :
Published by the Carnegie Institution of Washington.
1907.
CARNEGIE INSTITUTION OF WASHINGTON.
PUBLICATION No. 66.
ENGINEERING LiBRARY
PRESS OF GIBSON BROTHERS,
WASHINGTON, D. C.
CONTENTS.
Introduction — A Summary of Conclusions
I. The Research and the Means Employed in its Advancement i
II. Difficulties in Operating under High Steam-Pressures 6
III. Boiler Performance 8
IV. Engine Performance .... 25
V. Machine Friction and Performance at the Draw-Bar 42
VI. Boiler Pressure as a Factor in Economical Operation 49
VII. Boiler Capacity as a Factor in Economical Operation 53
VIII. Conclusions Concerning Boiler Pressure -vs. Boiler Capacity as a Means of In-
creasing the Efficiency of a Locomotive 56
APPENDIX I. The Locomotive Experimented Upon 62
APPENDIX II. Methods and Data Derived from Tests 78
APPENDIX III. Data Concerning Weight of Locomotive Boilers 122
APPENDIX IV. Typical Indicator Cards 125
in
981087
INTRODUCTION.
A SUMMARY OF CONCLUSIONS.
The results of the study concerning the value of high steam-pressures in
locomotive service, the details of which are presented by succeeding pages,
may be summarized as follows :
1. The results apply only to practice involving single-expansion locomo-
tives using saturated steam. Pressures specified are to be accepted as run-
ning pressures. They are not necessarily those at which safety valves open.
2. Tests have been made to determine the performance of a typical
locomotive when operating under a variety of conditions with reference to
speed, power, and steam-pressure. The results of one hundred such tests
have been made of record.
3. The steam consumption under normal conditions of running has been
established as follows:
Boiler pressure 120 pounds, steam per indicated horsepower hour 29. i pounds.
Boiler pressure 140 pounds, steam per indicated horsepower hour 27.7 pounds.
Boiler pressure 160 pounds, steam per indicated horsepower hour 26.6 pounds.
Boiler pressure 180 pounds, steam per indicated horsepower hour 26.0 pounds.
Boiler pressure 200 pounds, steam per indicated horsepower hour 25.5 pounds.
Boiler pressure 220 pounds, steam per indicated horsepower hour 25. i pounds.
Boiler pressure 240 pounds, steam per indicated horsepower hour 24 . 7 pounds.
4. The results show that the higher the pressure, the smaller the pos-
sible gain resulting from a given increment of pressure. An increase of
pressure from 160 to 200 pounds results in a saving of i.i pounds of steam
per horsepower hour, while a similar change from 200 pounds to 240 pounds
improves the performance only to the extent of 0.8 pound per horsepower
hour.
5. The coal consumption under normal conditions of running has been
established as follows :
Boiler pressure 1 20 pounds, coal per indicated horsepower hour 4 . oo pounds.
Boiler pressure 140 pounds, coal per indicated horsepower hour 3.77 pounds.
Boiler pressure 160 pounds, coal per indicated horsepower hour 3.59 pounds.
Boiler pressure 1 80 pounds, coal per indicated horsepower hour 3 . 50 pounds.
Boiler pressure 200 pounds, coal per indicated horsepower hour 3 . 43 pounds.
Boiler pressure 220 pounds, coal per indicated horsepower hour 3.37 pounds
Boiler pressure 240 pounds, coal per indicated horsepower hour 3.31 pounds.
6 HIGH STEAM -PRESSURES IN LOCOMOTIVE SERVICE.
6. An increase of pressure from 160 to 200 pounds results in a saving of
o.i 6 pound of coal per horsepower hour, while a similar change from 200
to 240 results in a saving of but 0.12 pound.
7. Under service conditions, the improvement in performance with in-
crease of pressure will depend upon the degree of perfection attending the
maintenance of the locomotive. The values quoted in the preceding para-
graphs assume a high order of maintenance. If this is lacking, it may
easily happen that the saving which is anticipated through the adoption
of higher pressures will entirely disappear.
8. The difficulties to be met in the maintenance both of boiler and cylin-
ders increase with increase of pressure.
9. The results supply an accurate measure by which to determine the
advantage of increasing the capacity of a boiler. For the development of
a given power, any increase in boiler- capacity brings its return in improved
performance without adding to the cost of maintenance or opening any
new avenues for incidental losses. As a means to improvement, it is more
certain than that which is offered by increase of pressure.
10. As the scale of pressure is ascended, an opportunity to further increase
the weight of a locomotive should in many cases find expression in the design
of a boiler of increased capacity rather than in one for higher pressures.
11. Assuming 180 pounds pressure to have been accepted as standard,
and assuming the maintenance to be of the highest order, it will be found
good practice to utilize any allowable increase in weight by providing a
larger boiler rather than by providing a stronger boiler to permit higher
pressures.
12. Wherever the maintenance is not of the highest order, the standard
running pressure should be below 180 pounds.
13. Wherever the water which must be used in boilers contains foaming
or scale-making admixtures, best results are likely to be secured by fixing
the running pressure below the limit of 180 pounds.
14. A simple locomotive using saturated steam will render good and
efficient service when the running pressure is as low as 160 pounds; under
most favorable conditions, no argument is to be found in the economic
performance of the engine which can justify the use of pressures greater
than 200 pounds.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
I. THE RESEARCH AND THE MEANS EMPLOYED IN ITS
ADVANCEMENT.
1. STEAM-PRESSURES IN LOCOMOTIVE SERVICE. — For many years past
there has been a gradual but nevertheless a steady increase in the pressure of
steam employed in American locomotive service. Between 1860 and 1870 a
pressure of 100 pounds per square inch was common. Before 1890 practice
had carried the limit beyond 150 pounds. At the present time 200 pounds is
most common, but an occasional resort to pressures above this limit suggests
a disposition to exceed it.
High steam-pressure does not necessarily imply high power. It is but
one of the factors upon which power depends. The forces which are set up
by the action of the engine are as much dependent upon cylinder volume as
upon boiler-pressure, and when the pressure is once determined the cylinders
may be designed for any power. The limit in any case is to be found when
the boiler can no longer generate sufficient steam to supply them. The rela-
tion between pressure and power is therefore only an indirect one. But any-
thing which makes the boiler of a locomotive more efficient in the generation
of steam, or the engines more economical in their use of steam, will permit an
extension in the limit of power. If, for example, it can be shown that higher
steam-pressure promotes economy in the use of steam, higher steam-pressure
at once becomes an indirect means for increasing power. The fact to be
emphasized is that an argument in favor of higher steam-pressures must
concern itself with the effects produced upon the economic performance of
the boiler or engine.
2. PREPARATIONS FOR AN EXPERIMENTAL STUDY. — In view of the facts
stated, and with the hope of ascertaining a logical basis from which to deter-
mine what the pressure should be for a simple locomotive, using saturated
steam, it was long ago determined to undertake an experimental study of
the problem upon the testing plant of Purdue University. A few experi-
ments involving the use of different steam-pressures in locomotive service
were made at Purdue as early as 1895, but as the boiler of the locomotive
then upon the testing-plant was not capable of withstanding pressures greater
2 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
than 150 pounds, these early tests were limited in their scope.* The matter
was, however, regarded as of such importance that in designing a new loco-
motive for use upon the plant, a pressure of 250 pounds was specified — a
limit which then was and still is considerably in advance of practice. Thus
equipped, an elaborate investigation was outlined, involving a series of tests
under six different pressures, representing a sufficient number of different
speeds and cut-offs to define the performance of the locomotive under a
great range of conditions. But the expense of operating the locomotive
under very high steam-pressures proved to be so great that the limited
funds which could be devoted to the operations of the laboratory, in com-
bination with the demands of students which could be most easily satisfied
by work under lower pressures, made it impracticable for a time to proceed
with the work. A grant from the Carnegie Institution of Washington was
announced late in the fall of 1903. The first test in the Carnegie series was
run February 15, 1904, and the last August 7, 1905. A registering counter
attached to the locomotive shows that between these dates the locomotive
drivers made 3,113,333 revolutions, which is equivalent to 14,072 miles.
3. THE TESTS. — The tests outlined included a series of runs for which the
average pressure was to be, respectively, 240, 220, 200, 180, 160, and 120
pounds, a range which extends far below and well above pressures which are
common in present practice. It was planned to have the tests of each series
sufficiently numerous to define completely the performance of the engine
when operated under a number of different speeds and when using steam in
the cylinders under several degrees of expansion. So far as practicable,
each test was to be of sufficient duration to permit the efficiency of engine
and boiler to be accurately determined, but where this could not be done
cards were to be taken. A precise statement of the conditions under which,
in the development of this plan, the tests were actually run is set forth
diagrammatically in figs, i to 6 accompanying, in which vertical distances
represent speed and horizontal distances the point of cut-off as determined
by the notch occupied by the latch of the reverse lever, counting from the
center forward. Bach complete circle in these diagrams represents an
efficiency test, and each dotted circle, a shorter test under conditions involv-
ing the development of power in excess of that which could be constantly
sustained. The numerals within the circles refer to the line numbers of the
tabulated data (Appendix II).
4. The locomotive upon which the tests were made is that regularly em-
ployed in the laboratory of Purdue University, where it is known as Schenec-
tady No. 2. It is described and illustrated in Appendix I, where there are also
* Results of these tests will be found published in Locomotive Performance, John
Wiley & Sons.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 3
shown several views of the testing-plant upon which the locomotive was
operated.
5. THE DATA. — While it is one important purpose of these pages to dis-
cuss and summarize the results of experiments, a most interesting and
promising field for study is supplied by the unembellished numerical data.
These deal with conditions and results which best serve to disclose the effect
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of different steam-pressures upon locomotive performance. There may be
drawn from them, also, other series of facts, each telling its own story of cause
and effect. The complete exhibit of data from tests, together with a descrip-
tion of the manner in which derived results have been calculated, is presented
as Appendix II. The exhibit includes three duplicate tests, the designating
numbers of which are followed by the subscript a. The results of those tests
4 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
to which the subscript applies are regarded as less reliable than others only
in reference to certain details, the record of which has been omitted from
the tables. All values which are given in Appendix II may be accepted
as equally reliable.
All tests at 180 pounds boiler-pressure were run by the use of fuel of a
quality not standard to the tests, consequently all data which in any way
depend upon the coal consumption for these particular tests are omitted from
the record, not that the results are unreliable, but because they are not com-
parable with others given.
Except in those cases where incompleteness of record has necessitated some
omissions, derived data are presented covering all of those relationships which
have commonly been included in reports previously issued from the Purdue
laboratory. Some of the facts given are not directly employed in the analysis
showing the value of high-pressures, "but their presence in the record makes
the complete exhibit available as a means to a more general study of the
conditions affecting locomotive performance.
6. AN ALTERNATIVE FOR HIGHER STEAM-PRESSURES. — Previous publica-
tions from the Purdue laboratory have shown the possibility under certain
conditions of finding a substitute for very high boiler-pressures in the adop-
tion of a boiler of larger capacity, the pressure remaining unchanged. If,
for example, in designing a new locomotive, it is found possible to allow an
increase of weight in the boiler, as compared with that of some older type of
machine, it becomes a question as to whether this possible increase in weight
should be utilized by providing for a high-pressure or for an increase in the
extent of heating surface. The results of tests (Appendix II), supplemented
by facts concerning the weight of boilers designed for different pressures
and for different capacities (Appendix III), supply the data necessary for
an analysis of this question. Such an analysis is presented elsewhere.
7. ACKNOWLEDGMENTS. — The research as a whole is the outgrowth of
several different influences. Purdue University has contributed for a period
of nearly two years the use of its testing-plant and its experimental locomo-
tive. The university has furnished all supplies of oil and waste used during
term time, has contributed the full time of one attendant who is the regular
staff -fireman of the plant, and has also granted large liberties to those mem-
bers of its instructional staff who are especially interested in the problems
of the locomotive laboratory. As the work progressed and it became evi-
dent that some reconstruction of the locomotive boiler was needed, the uni-
versity did not hesitate to meet the expense amounting to nearly $1,000,
of putting the engine through heavy repairs. In this work they received
generous assistance in the matter of transportation from the Lake Erie and
Western Railroad Company and in the matter of shop facilities from the
Pennsylvania Railroad Company.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 5
Acknowledgment is especially due to Edward B. Reynolds, who, when
assistant professor in experimental engineering, gave his time unstintingly
to the advancement of the work; also, to Mr. Louis B. Bndsley, who, as
instructor in the locomotive laboratory, has had charge of the running of
the tests. Many students of the university have given their assistance as
observers during the tests, and some have found a more extensive part in
the preparation of theses involving certain groups of the tests.
All coal needed was donated. That which was used during the spring of
1904, amounting to 130 tons, was given by the Cleveland, Cincinnati, Chicago
and St. Louis Railroad Company. The remainder, 528 tons, a fuel of the
highest quality, was supplied by the agent of C. Jutte & Co., of Pittsburg, at
the cost of freight from North Bend, Indiana.
The American Locomotive Company has conducted a careful and somewhat
laborious examination of its records that there might be made available for the
research information concerning the weights of locomotive boilers designed for
various pressures and for various capacities.
Under the grant of the Carnegie Institution of Washington, the staff of
attendants available for work at the Purdue laboratory has been increased, and
assistants who could serve as observers and computers have been employed in
such numbers as would permit the continuous operation of the plant. The
time of these and the cost of supplies or fixtures in excess of those normally
furnished by the university, when not otherwise available, have been charged
against the grant.
Finally, after the full account of the experiments had been put in type,
several distinguished engineers, in response to the author's request, read
and criticized the proof sheets. The attention thus bestowed by men whose
routine responsibilities allow them little time for such a service, constitutes
a valuable contribution to the completed work. Those who have given this
assistance are Mr. George M. Basford, Mr. A. W. Gibbs, Mr. T. A. Lawes,
Mr. C. J. Mellin, Mr. B. D. Nelson, Professor Edward C. Schmidt, Mr. C. A.
Seley, and Mr. H. H. Vaughan.
II. DIFFICULTIES IN OPERATING UNDER HIGH-PRESSURES.
8. THE WORK WITH THE EXPERIMENTAL LOCOMOTIVE has shown that
those difficulties which in locomotive operation are usually ascribed to bad
water increase rapidly as the pressure is increased. The water-supply of the
Purdue laboratory contains a considerable amount of magnesia and carbonate
of lime. When used in boilers carrying low pressure there is no great diffi-
culty in washing out practically all sediment. The boiler of the first experi-
mental locomotive, Schenectady No. i, which carried but 140 pounds and was
run at a pressure of 130 pounds, after serving in the work of the laboratory
for a period of six years, left the testing-plant with a boiler which was prac-
tically clean. Throughout its period of service this boiler rarely required
the attention of a boiler-maker to keep it tight. Water from the same source
was ordinarily used in the boiler of Schenectady No. 2, which carried a pres-
sure of 200 pounds or more. It was early found that this boiler operating
under the higher pressure frequently required the attention of a boiler-
maker. After having been operated for no more than 30,000 miles, cracks
developed in the side-sheets, making it impossible to keep the boiler tight,
and new side-sheets were applied. In operating under pressures as high as
240 pounds, the temperature of the water delivered by the injector was so
high that scale was deposited in the check-valve, in the delivery-pipe, and
in the delivery-tube of the injector. Under this pressure, with the water
normal to the laboratory, the injectors often failed after they had been in
action for a period of two hours. The interruptions of tests through failure
of the injector, and through the starting of leaks at stay-bolts, as the tests
proceeded, became so annoying that, as a last resort, a new source of water-
supply was found in the return tank of the university heating-plant. This
gave practically distilled water, and its use greatly assisted in running the
tests at 240 pounds pressure.
Probably some of the difficulties experienced in operating under very high
steam-pressures were due to the experimental character of the plant, and
would not appear after practice had, by a gradual process of approach, be-
come committed to the use of such pressures, but the results are clear in their
indication that the problem of boiler maintenance, especially in bad-water
districts, will become more complicated as pressures are further increased.
Since, taking the country over, there are few localities where locomotives
can be furnished with pure water, the conclusion stated should be accepted
as rather far-reaching in its effect.
6
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 7
The tests developed no serious difficulties in the lubrication of valves and
pistons under pressures as high as 240 pounds, though this could not be done
with a grade of oil previously employed.
With increase of pressure any incidental leakage, either of the boiler or from
cylinders, becomes more serious in its effect upon performance. In advancing
the work of the laboratory, every effort was made to prevent loss from such
causes, and tests were frequently thrown out and repeated because of the
development of leaks of steam around piston and valve rods, or of water from
the boiler. Notwithstanding the care taken, it was impossible under the
higher pressures to prevent all leakage, and the best that can be said for the
data under these conditions is that they represent results which are as free
as practicable from irregularities arising from the causes referred to; that
is, so far as leakage may affect performance, the results of the laboratory
tests may safely be accepted as a record of maximum performance.
In concluding this brief review of the difficulties encountered in the operation
of locomotives under very high steam-pressures, the reader is reminded that
an increase of pressure is an embellishment to which each detail in the design
of the whole machine must give a proper response. A locomotive which is to
operate under such pressure will need to be more carefully designed and more
perfectly maintained than a similar locomotive designed for lower pressure,
and much of that which is crude and imperfect, but nevertheless serviceable
in the operation of locomotives using a lower pressure, must give way to a
more perfect practice in the presence of the higher pressure.
III. BOILER PERFORMANCE.
9. THE PERFORMANCE OF THE BOILER, as disclosed by the tests, is given in
detail in columns 15 to 55 (Appendix II), and certain facts which are of
importance in the present study are presented herewith in the form of dia-
grams (figs. 7 to 33). All of the results entered upon data sheets and repre-
sented in the diagrams were obtained by the use of a single grade of coal
(Youghiogheny) , which in all cases was fired by the same man. A number
of tests were run with other coals, but in such cases the boiler performance
has been omitted from the final record.
10. EVAPORATIVE EFFICIENCY AS AFFECTED BY THE RATE OF EVAPORA-
TION.— The pounds of water evaporated per pound of coal, plotted in terms
of the rate of evaporation, is shown for each of the several pressures by
figs. 7 to ii. Through the plotted points of each diagram a mean line has
been drawn, the equation of which is given upon the diagram. For example,
upon fig. 7, the equation is
E= 11.04 — 0.221 H
where E is the number of pounds of water evaporated from and at 212° per
pound of coal, and H is the number of pounds of water evaporated from and
at 212°, per foot of heating surface per hour. The area of heating surface
employed is based upon the interior surface of the fire box and the exterior
surface of the tubes. The diagrams will show that the points are not always
sufficient in themselves to determine the location of a mean line, hence cer-
tain conventions have been adopted to define the slope and position of such
lines. These and the reasons underlying them may be described as follows :
The only difference in the running conditions applying to the tests of each
series is that of pressure, and as the terms employed in plotting the several
diagrams are the same, it is evident that the differences in performance repre-
sented by the several diagrams (7 to 1 1) are only such as may result from the
difference in pressure. Since the quantities are in terms of equivalent evap-
oration, the differences can not be great. Accepting this view, it was first
sought to determine the slope of the lines for the several groups. This was
done by plotting upon a single sheet all of the points, eight in number, avail-
able for the series at 240 pounds, together with eight points selected as fairly
representative from each of the other series, making forty points in all. The
result is shown in fig. 12. Points thus plotted were divided into two groups,
one representing the lower rates of combustion, and the other representing the
higher rates, the points being so chosen that each group contained four points
from each of the several series. The ordinates and abscissae for points of each
group were then determined, and the several values thus obtained averaged.
The final results were then plotted, giving the points shown by the circles
inclosing a cross (fig. 12).
8
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 9
The equation from the line drawn through these points is
£= 11.305 — 0.221 H
The line thus found (fig. 12) may fairly be assumed to represent the slope of the
mean line of any number of points which for purposes of comparison may be
selected from the larger group. Points thus chosen are plotted in figs. 7
to 1 1, which represent results at boiler pressures of 240, 220, 200, 160, and 120
pounds, respectively.
In determining, therefore, the location of the mean line, figs. 7 to 1 1, inclusive,
the abscissae and ordinates of all the points of each diagram were averaged and
the results plotted. This mean point appears upon each diagram as a circle
inclosing a cross. Through this derived point a line is drawn having the
slope already found; that is, the mean line of fig. 12.
An examination of the diagrams (figs. 7 to n) will show that with one
exception the mean lines located in the manner described well represent the
experimental points, but certain individual points, especially some of those
obtained under the higher steam-pressures, are remote from the line. With
reference to such points it should be said that the experimental data upon
which they are based is believed to be as reliable as that which underlies other
points which may fall upon the line. Inconsistencies are not due to faults in
testing, but to variations in the condition of the fire. Under the high rates
of combustion common in locomotive service it is practically impossible to
duplicate the conditions at the grate from day to day; e. g., in fig. 7, test 5
was run as a check on 5a; also, tests i and i a were run under identical conditions,
a repetition being necessary through a defect in the engine, which, however,
did not interfere with the accuracy of the boiler work. The results for tests 5
and 5a are somewhat diverging; those for i and ia are practically coincident.
The results obtained under a pressure of 220 pounds (fig. 8) are not well
represented by a line of the same slope with the others, though such a line is
drawn and its equation is given on the diagram. This is assumed to represent
the general law, notwithstanding the fact that the individual points suggest a
slope similar to that of the dotted line shown.
ii. EFFECT OF CHANGES IN STEAM-PRESSURE UPON THE EVAPORATIVE
EFFICIENCY OF THE BOILER. — The generation of steam at a pressure of 120
pounds involves a temperature of ths water which is 50° less than that which
must be dealt with in generating steam at a pressure of 240 pounds, and in
general it has been assumed that any increase in boiler-pressure necessarily
results in some loss of evaporative efficiency. It has been known that for
the small ranges of pressure common in stationary practice this difference
is not great, but the facts have not been established with reference to loco-
motive performance or for ranges as great as those covered by the experi-
ments under consideration in any service.
10
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
The performance of the boiler experimented upon under a range of pressure
varying from 240 to 120 pounds may be seen by comparing the mean curves
already developed (figs. 7 to 12). Such a comparison is presented by fig. 13.
This diagram shows that the lowest efficiency is obtained with the highest
pressure and that with one exception the lines representing performance
under different pressures fall in order, inversely with the pressure. The
exception is to be found in the line representing performance at 120 pounds
pressure. This line falls low, a condition which may be explained by the
fact that the spark and cinder losses for these tests are known to have been
excessive. The mean line located from 40 points representing all pressures
(fig. 12) will represent any of the lines of fig. 13 with an error not greater
than o . 2 pound.
The results clearly define four general facts, which may be stated as follows :
1. The evaporative efficiency of a locomotive boiler is but slightly
affected by changes in pressure.
2. Changes in steam-pressure between the limits of 1 20 pounds and 240
pounds will produce an effect upon the efficiency of the boiler which will
be less than 0.5 pound of water per pound of coal.
3. The equation E= 11.305 —0.221 H represents the evaporative
efficiency of the boiler of locomotive Schenectady No. 2 when fired with
Youghiogheny coal for all pressures between the limits of 1 20 pounds and
240 pounds with an average error for any pressure which does not exceed
2.1 per cent.
10 II la I3 14-
FIG. 7.— Water evaporated per pound of coal.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
II
:::::::::::
I 23456789IOIII2I3I4
FIG. 8. — Water evaporated per pound of coal.
FIG. 9. — Water evaporated per pound of coal.
12
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
3 4- 5 6 7 8 9 10 II 12 13 14-
FIG. 10. — Water evaporated per pound of coal.
1234
FIG
5 6 7 8 9 10 II ia 13 14
11. — Water evaported per pound of coal.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
I 2 3 4 5 6 7 8 9 10 II 12 13 14
FIG. 12. — Evaporation per pound of coal under all conditions of pressure.
7 8 9 10 II 12 13
FIG. 13. — Evaporation per pound of coal under different conditions of pressure.
14 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
12. SMOKE-BOX TEMPERATURES. — The temperatures of the smoke-box
gases were read from a high-grade mercurial thermometer. Numerical
values will be found in column 36 (Appendix II) of the data. In all cases
the temperature of the smoke-box increases as the rate of evaporation is
increased, this relation being well shown by figs. 14 to 18, inclusive. In
locating the lines which are drawn upon these figures, the average of all points
was first obtained and entered as a cross within a circle. Through this
derived point a straight line was then drawn, its slope being determined
from an inspection of the points. An inspection of the diagrams will show
them to be very similar for all pressures. All have the same slope, and, if
superimposed, they would fall very closely together. Thus, they show that
when the rate of evaporation is 9 pounds per foot of heating surface per hour,
the smoke-box temperature for all pressures is between the limits of 700°
and 730° F. There are but four results for a pressure of 240 pounds, in com-
parison with eight or more for other pressures. If the results from the tests
at 240 pounds pressure be omitted it will be found that those remaining, which
represent a range of pressure from 220 pounds to 120 pounds, are nearly
identical. This is best shown by the equations of the curves in question,
which are given in table i.
TABLE i . — Smoke box temperatures under different pressures.
Boilct -pressure. Equations.
220 pounds ! T = 496 3 -t- 25 66 H
200 pounds T = 49 1 0+25. 66 H
160 pounds T = 487 7 + 25 66 H
1 20 jxiunds T = 478 9 + 25 66 H
Average T = 488.5 + 25.66 H
The average of the several equations represents the average of any of the
several groups of results obtained under different pressures, with an error
which in no case exceeds 10° F., or 2 per cent.
Again, the equations show that the effect of increasing the pressure from
120 pounds to 220 pounds is to increase the smoke-box temperature 17°;
that is, an increase of pressure of nearly 100 per cent results in an increase
of smoke-box temperature of approximately 3.5 per cent.
In the preceding statements is to be found an explanation of the constancy
in the evaporative efficiency of the boiler under different steam-pressures.
The fact seems to be that the water in the boiler is about as effective in absorb-
ing the heat of the gases when its temperature is 400° (240 pounds pressure)
as when its temperature is but 350° (120 pounds pressure).
-7i : '- * _r_ - - " - .-. - : L . : .".".-.
: •--- -
4
II 12 (3 Wl
i a
i6
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
10 II 12 13 14-
— Smoke-box temperature.
2 3 4- 5 6 7 8 9 10 II 12 13 14
FIG. 17. — Smoke-box temperature.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
I 2 3 A- 5 6 7 8 9 10 II 12. 13 14
FIG. 18. — Smoke-box temperature.
13. DRAFT (Appendix II, columns 33 to 36). — The term "draft," as
herein employed, represents a reduction of pressure as compared with that
of the atmosphere expressed in inches of water. The draft was observed at
three different points between the ash-pan and the stack. These were the
smoke-box in front of the diaphragm, the smoke -box back of the diaphragm,
and the fire-box. At each of these points connection was made with a U-tube
containing water. The results for each different steam-pressure are given in
figs. 19 to 23. In these figures the solid points represent the draft in the
smoke-box in front of the diaphragm, the crosses the draft behind the dia-
phragm, and the circles the draft in the fire-box. Expressing the results in
other terms, it appears that vertical distances between the highest curve and
the intermediate represent the resistance of the diaphragm; vertical dis-
tances between the intermediate and the lowest curve the resistance of the
tubes, and vertical distances between the lowest curve and the axis the resist-
ance of the ash-pan, the grate, and the fire upon it. Values under this curve
are a close approach to the effective draft. In general, draft values vary
greatly with the conditions at the grate. A thin, clean fire results in com-
paratively low draft values throughout the system, while a thick fire, or one
which is choked by clinkers, leads to the reverse results. It is for this reason
that individual points representing draft sometimes vary widely from the
mean of all results. By comparing the several curves (figs. 19 to 23) it will
be seen that the draft is not much affected by changes in pressure. For
i8
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
example, when the rate of evaporation is 10 pounds per foot of heating-
surface per hour, the draft in front of the diaphragm is approximately 4
inches for all pressures. There is, in fact, no reason why the draft should
vary materially with changes in pressure.
12345
7 8 9 10
12 13 14
FIG. 19. — Draft.
I 2 3 A 5 6 7 8 9 10 II 12 13 14-
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
10 II 12 13 14-
I 2 3 4- 5 6 T 8 9 10 II 12 13 14
FIG. 22. — Draft.
20
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
I 2 3 4- 5 6 7 8 9 10 II IZ 13 14-
FIG. 23. — Draft.
14. COMPOSITION OF SMOKE-BOX GASES (Appendix II, columns 4910 52). —
As previous experiments had shown irregularities in the evaporative effi-
ciency of boilers of locomotives, it was early decided to proceed with care
in determining the composition of the smoke-box gases. It seemed probable
that if the composition of these were known for each test, variations in the
evaporative efficiency of the boiler might be explained. To this end, there-
fore, each step in the process was carefully considered, and the work of
sampling and analyzing the gases was assigned to a chemist of experience who
had no other duties to perform.
The gases were drawn from the smoke-box over mercury, a period of from
a half hour to an hour and a half being employed in securing the sample.
The sampling-tube was of copper and of small diameter. Its length was suffi-
cient to extend to the center of the smoke-box, and gas was admitted to it
by small perforations at the extreme end only. This tube could be drawn in
and out through a stuffing-box to permit the sample to be taken either from
the center of the smoke-box or from any location between that point and the
shell. In securing the sample it was the practice to move the tube system-
atically at regular intervals of time. By these means it was assumed that
abnormal results due to fluctuations in the condition of the fire would be
entirely avoided.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
The results, notwithstanding all precautions, have not proven entirely
satisfactory. That is, where the evaporative performance is abnormal, they
do not permit the assignment of a definite cause. The defects are doubtless
due to faulty sampling, though it is not clear in what manner the sampling
may be improved in connection with locomotive work. They do, however,
entirely justify certain general conclusions. They show that the amount of
excess air (figs. 24 to 28) admitted to the furnace is never great, and in most
cases it is very small — -far below the limits which are thought desirable in
stationary practice. They show, also, that the excess air diminishes as the
rate of combustion increases. It is apparent, therefore, that the loss in
efficiency arising from excess air is under normal conditions smaller than in
most other classes of service. Moreover, while the supply of air appears
limited, it is significant that the losses from imperfect combustion, as shown
by the presence of CO, are also small (figs. 29 to 33), the actual amount vary-
ing irregularly between limits which are very narrow.
!iZi[;IEMZI£!3lEMiI3£!^^
I 2 34- 5 6 7 8 9 10 II 12 13 14-
FIG 24. — Excess air.
50
40
30
20
10
::u..::::::;::::::::;:::
""!?":""Jj"""': •""""" "r •""'""" :;;":i!;31"?"f':: :" "'""•:•••:::••";•:::: "•"":!":::!
kU!M&
I 2 3 4 5 6 7 8 9 10 II 12 13 14
FIG. 25. — Excess air.
22
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
60
-40
30
20
10
38
i
\w\tm
I 2 3 4. 5 6 .7 8 9 10 II 12 13
FIG. 26. — Excess air.
50
40
30
I 2 3 4 5 6 7 8 9 10 II 12 13 14-
FIG. 27. — Excess air.
I ffi IHI HII mi «E p M «l lit ill
I 2
FIG. 28. — Excess air.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
3 A 5 6 7 8 9 10 II 12 13 14-
FIG. 29 — Per cent of carbon monoxide in the smoke-box.
I 2 3 A- 5 6 7 8 9 10 II 12 13 14
FIG. 30. — Per cent of carbon monoxide in the smoke-box.
2 3 -4 5 6 7 8 9 10 M IE 13 14-
FIG. 31. — Per cent of carbon monoxide in the smoke-box.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
10 II 12 13 14
FIG. 32. — Per cent of carbon monoxide in the smoke-box.
234-5678 9 JO
FIG. 33. — Per cent of carbon monoxide in the smoke-box.
12 13 14
15. THE QUALITY OF STEAM (Appendix II, column 21) was uniformly high
under all conditions of pressure, the average for all tests being 99.08. The
quality declined slightly with increase of pressure, but in no case does the
moisture exceed 1.35 per cent.
IV. ENGINE PERFORMANCE.
1 6. INDICATOR-CARDS. — The form of the cards as taken is shown by figs. 34
to 39. In comparing these figures it will be well to remember that the springs
used in the indicators were changed from time to time as the pressure under
which the locomotive operated was changed. One result of this practice is
that the apparent height of the cards does not change materially with changes
in pressure. To aid in estimating the significance of the cards upon each
diagram, a scale of the spring employed is presented therewith.
Each pair of indicator-cards shown by full lines represent conditions under
which an efficiency test was run. Those shown have been selected as repre-
sentative of the average conditions of the test and in all cases are for the right
side of the engine. The data of the test represented by any pair of cards will
be found in Appendix II.
The indicator-cards shown by dotted outline upon the diagrams represent
conditions for which it was found impracticable to continuously operate the
engine, the capacity of the boiler being insufficient to supply steam to meet
the demands of the cylinders. Short runs, however, were possible, and it was
during such runs that the cards in question were obtained. By their use it is
possible to extend comparisons involving the effect upon the form of the cards
of changes in speed and cut-off.
As the small scale at which the cards (figs. 34 to 39) are reproduced makes
them insufficient for some purposes of analysis, certain of them, representing
typical conditions, reproduced at full size are presented as Appendix IV.
17. THE MEAN EFFECTIVE PRESSURE for the several tests as arranged from
all cards taken is shown by figs. 40 to 45 (Appendix II, columns 101 to 105).
The values within the full-lined rectangles represent efficiency tests; those
within the dotted-lined rectangles, conditions involving the consumption of
steam in excess of that which the boiler could continuously supply. Each
figure discloses the entire range of action under which it is found practicable
continuously to operate the locomotive at the pressure given. A review of the
several figures will show the extent to which the possible range of cut-off
under a full open throttle is reduced with each increment of pressure. For
example, under 1 20 pounds pressure it is possible to operate at 30 miles with
the reverse lever in the fourteenth notch from the center, while at 240 pounds
the longest cut-off under similar conditions of speed is represented by the
fourth notch of the reverse lever. It is of interest to note, also, that within
the range of the experiments each change in the position of the reverse lever
results in a change in power which is nearly proportional to the extent of the
movement of the reverse lever. The effect upon the mean effective pressure
of changes in speed is well shown by each of the several diagrams.
25
26
50
40
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
4 y 37 54 41 49 57_
CUTOFF, PE.RCENT OF STROKE
240 UBS.
REVERSE LEVER NOTCH FROM CENTEJJ FORWARD
FIG. 34.
4^
40
60
30i (/)
CUT OFF, PERCENT OF STROKE
Z20 LBS.
•:% LEVER NOTCH
6 8
Z7
FIG. 35.
34 4J
CUT OFF, PERCENT OF STROKE
|) ZOO LBS f200
REVERSE. LEVER NOTCH FROM CENTEJJ FORWARD
8
FIG. 36.
id
•J 150
100
1 Z50
|
I 100
501
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
14 ZO 27 3» 41 49 57
.2-
CUT OFF. PERCENT OF STROKE
180 LBS.
REVERSE LEVER NOTCH FROM CENTER FORWARD
27
10
FIG. 37.
IP
-8-
60i
Cur OFF, PERCENT OF STROKE
160 LBS.
REVERSE LEVER NOTCH_FROM CENTER FORWARD
28
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
6 a
FIG. 40. — Mean effective pressure.
10
12
14-
FIG. 41. — Mean effective pressure.
effect! ve^pressure.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
29
FIG. 43. — Mean effective pressure.
20
FIG. 44. — Mean effective pressure.
FIG. 45. — Mean effective pressure.
30 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
1 8. THE INDICATED HORSEPOWER for the several tests is shown by figs.
46 to 51 (columns 106 to no, Appendix II). It will be seen that the range
for all pressures falls between the limits of 134 and 610 horsepower. It
appears from the results that with the coal used during the tests the normal
power of the locomotive tested, when run at speed, is between 450 and 500
horsepower. The development of more than 500 horsepower was always
attended by unusual efforts on the part of the fireman. By reference to fig.
46 it will be seen that the power of the engine, under a pressure of 240 pounds,
was readily developed with the reverse lever in the second and fourth notches,
while under 120 pounds pressure (fig. 51) either a high speed or a much
longer cut-off must be employed before this condition is reached. All this,
of course, grows out of the fact that in experiments involving a wide range of
pressure the cylinder volume remained constant. It is significant that the
only two tests giving a horsepower in excess of 600 were run at 180 and 200
pounds, respectively. It will hereafter be shown that the operation of the
engine under these pressures was more efficient than under conditions of
pressure which were either lower or higher. Remembering that the figures
(46 to 51) disclose the entire range for which it was practicable to operate
the engine under a full throttle, it will be seen at a glance that the higher
pressures do not serve to increase the output of power.
19. THE STEAM PER INDICATED HORSEPOWER PER HOUR is shown by figs.
52 to 57 (column in, Appendix II). The high efficiency which is implied
by these results, and the narrow range which they represent, taken in connec-
tion with the comprehensive character of the running conditions involved,
are matters of more than ordinary importance. For example, it appears
from fig. 52 that at a pressure of 240 pounds the engine experimented upon,
when working under a fully open throttle, gave a horsepower hour in return
for the consumption of less than 24 pounds of steam, and under any condition
of speed or cut-off for which it was found possible to operate the engine
under a wide open throttle the consumption never exceeded 26.3 pounds.
At lower pressures, involving the possibility of a wider choice in the 'condi-
tion of operating, the range is somewhat increased. Thus, at 120 pounds
pressure (fig. 57) the minimum value is 27.5 and the maximum 33 . 8, a range
which, while greater than that just referred to, is nevertheless extremely
narrow as compared with the range incident to the operation of other classes
of engines.
The most efficient point of cut-off for the lowest pressure is evidently that
secured when the reverse lever is in the eighth notch, which is equal to 35 per
cent of the stroke. At 200 pounds pressure the most efficient cut-off is that
represented by the sixth notch, or 27 per cent of the stroke, and the data do
not disclose that a shorter cut-off than this under a full-open throttle is profit-
able for the engine experimented upon, even though the pressures be raised to
240 pounds.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
6 8
FIG. 46. — Indicated horsepower.
10
12
14
30
20
A 6 8 10
FIG. 47. — Indicated horsepower.
14-
The effect of speed on steam consumption is readily seen by comparing
values in vertical columns upon the several diagrams. In all cases the best
results are obtained at a speed either of 20 or 40 miles an hour ; for all pres-
sures above 160 pounds, the most efficient speed is 40 miles. The law of the
change of efficiency with changes in speed has been discussed and the reasons
underlying pointed out elsewhere.*
The least steam consumption for each speed under the several different
pressures employed is set forth in fig. 58. The values of the figure are of
interest. They do not, however, constitute a satisfactory base upon which
to form comparisons.
* Locomotive Performance, published by Messrs. John Wiley & Sons.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE-
20
10 12
14-
FIG. 50. — Indicated horsepower.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
33
FIG. 51. — Indicated horsepower.
A 6 8 10
FIG. 52. — Steam per indicated horsepower hour.
14-
FIG. 53. — Steam per indicated horsepower hour.
34
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
,
50
I
3;;: •••••••«•••«••;;;; ;;••••• ••••!!!!!![!
»:::;»••• sjrawira ter*KT." »•::""»:"":
» i::::::i :.::i:.:i:.:.ii.:! •! i..:!::.::-.::.:.: L.:::^::::::.:! iiii :::i:i!:i:i
20
8
10 12 IA
FIG. 54. — Steam per indicated horsepower hour.
FIG. 55. — Steam per indicated horsepower hour.
20
<* 6 8 10
FIG. 56 — Steam per indicated horsepower hour
12 14
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
35
FIG. 57. — Steam per indicated horsepower hour
50
4
3
20
AVERAGE.
Iipjii! gpiiiji
::.;.:::: i::!::::::::
I!.. '::f::::-r.:r. :" ;: : .•!::".•...::•:::.:••
::::.; : = ::M: .,::::.. : •--::: :!•.:::::«.!-;::•::•:::::.; :•-.»•,>, ta:
120
160
180
200
220
240
FIG. 58. — Least steam for each of the several speeds at different pressures.
20. STEAM CONSUMPTION UNDER DIFFERENT PRESSURES. — The shaded
zone upon fig. 59 represents the range of performance as it appears from all
tests run under the several pressures employed. For purposes of comparison
it is desirable to define the effect of pressure on performance by a line, and to
this end an attempt has been made to reduce the zone of performance to a
representative line. In preparing to draw such a line, the average perform-
ance of all tests at each of the different pressures was obtained and plotted,
the results being shown by the circles on fig. 59. Points thus obtained can
be regarded as fairly representing the performance of the engine under the
several pressures only so far as the tests run for each different pressure may
be assumed to fairly represent the range of speed and cut-off under which the
engine would ordinarily operate. The best result for each different pressure,
as obtained by averaging the best results for each speed at constant pressure,
is given upon the diagram in the form of a light cross. These points may be
regarded as furnishing a satisfactory basis of comparison in so far as it may
3 6 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
be assumed that when the speed has been determined an engine in service
will always operate under conditions of highest efficiency. Again, the left-
hand edge of the shaded zone represents a comparison based on maximum
performance at whatever speed or cut-off. In addition to the points already
described, there is located upon the diagram (fig. 59) a curve showing the
performance of a perfect engine,* with which the plotted points derived
from the data of tests may be compared. Guided by this curve, representing
the performance of a perfect engine, a line A B has been drawn proportional
thereto, and so placed as to fairly represent the circular points derived from
the experiments. It is proposed to accept this line as representing the steam
consumption of the experimental engine under the several pressures em-
ployed. It is to be noted that it is not the minimum performance nor the
maximum, but it is a close approach to that performance which is suggested
by an average of all results derived" from all tests which were run. Since its
form is based upon a curve of perfect performance it has a logical basis,
and since it does no violence to the experimental data its use seems justifiable.
5 10 15 20 25 30 35 40 4-5 50 55
FIG. 59. — Steam consumption under different pressures
*This curve represents the performance of an engine working on Carnot's cycle, the
initial temperature being that of steam at the several pressures stated, and the final tem-
perature being that of steam at 1.3 pounds above atmospheric pressure. This latter value
is the assumed pressure of exhaust in locomotive service. •
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
37
2 1 . COAL, CONSUMPTION. — The results of certain of the tests which were run
before the adoption of a standard coal have not been carried out for purposes
of comparison, which fact accounts for the blanks appearing in column 113 of
the data. An exhibit of all data which is comparable is set forth by figs. 60 to
64. These values, especially if confined to the tests run with the reverse lever
in the second, fourth, and sixth notches, show but slight variation in the coal
consumed per horsepower hour either with changes of speed or with changes
in pressure. The fact, also, that the record shows but 3 out of 46 tests repre-
senting a great variety of running conditions, for which the consumption
exceeds 4 pounds, argues well for the efficiency of the locomotive in ordinary
service.
• • :
14-
FIG. 60. — Coal per indicated horsepower hour.
FIG. 61. — Coal per indicated horsepower hour.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
FIG. 62. — Coal per indicated horsepower hour
FIG. 63. — Coal per indicated horsepower hour
20
::•.:::::::; :::::;:•••::>••:•••: :::::::::::::::::::::::: :•••::•••:•••: :::::• : :•••::•••::•:: I:::::::::::::::::::::
„
hh! I : i I h •
A 6 8 10 12
FIG. 64. — Coal per indicated horsepower hour.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 39
22. PERFORMANCE UNDER DIFFERENT PRESSURES, A LOGICAL BASIS FOR
COMPARISON. — The record of coal consumption, as set forth in the preceding
paragraph, is that actually obtained from the several tests run. It has already
been shown that this performance is affected by variations in the evaporative
efficiency of the boiler, due doubtless to irregularities in firing, but which are
in fact unaccounted for. One of the purposes of the discussion which occu-
pies the preceding chapter has been to reduce the values actually resulting
from the tests to a summarized statement which may be accepted as a general
definition of performance, assuming all irregularities to have been eliminated.
Such a summarized statement is that which is shown by fig. 12. It is also
expressed by the equation
E = 11.305 — 0.221 H
It is now proposed to determine the coal consumption per indicated horse-
power, assuming the boiler efficiency to have been in all cases that which is
expressed by this equation.
It appears, also, from the data that the steam consumed by the cylinders
varies for each different pressure with changes in speed and cut-off, and it has
been sought in the preceding paragraphs to summarize the facts derived from
the experiments into a single expression. This appears in the form of the
curve A B, fig. 59, which is to be accepted as representing the performance of
the cylinders under different pressures without reference to speed or cut-off.
Combining this general statement expressing cylinder performance with that
already obtained covering boiler performance, it should be possible to secure
an accurate measure of the coal consumption per indicated horsepower hour,
for each different pressure which will represent the results of all tests at that
pressure.
The steps in this process are set forth by table 2, in which —
Column i gives the several pressures embraced by the experiments.
Column 2 gives the steam consumption per indicated horsepower hour for
each of these several pressures as taken from the curve A B, fig. 59.
Column 3 gives the number of thermal units in each pound of steam at the
several pressures, assuming the feed-water in all cases to have had a tempera-
ture of 60° F. The values of this column show at a glance the rate of change
in the amount of heat required to supply steam at the different pressures
embraced by the experiments.
Column 4 gives the pounds of water from and at 212° F. per indicated horse-
power hour. It equals column 2 X column 3 -^ 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 tests is 440 horsepower, and that this unit of power
is delivered under all pressures, the corresponding rate of evaporation may
be found by multiplying this value by those of column 4 and dividing by the
area of heating surface; that is, the rate of evaporation = 440 X column 4
H- 1322. The equivalent pounds of water per pound of coal is found by
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
substituting the rates of evaporation found for H in the equation, E = 1 1 . 305
— o. 221 H.
Column 6 gives the pounds of coal per indicated horsepower per hour and
equals column 4-=- column 5.
Column 7 gives the pounds of coal saved per horsepower hour for each 20-
pound increment in steam-pressure.
Column 8 gives the percentage saving in coal for each 20- pound increment
in steam-pressure.
TABLE 2. — Engine performance under different pressures.
Boiler
pres-
sure.
Steam per in-
dicated horse-
power per
hour. Values
from curve.
B. t. u. given
to 1 pound
steam feed-water.
(Temp. = 60°.)
Equivalent
pounds of
water per
indicated
horse-power
hour.
Equivalent
pounds of
water per
pound of dry
coal.
Pounds of
coal per indi-
cated horse-
power hour.
Coal saving for each
increment.
Lbs.
Per cent.
1
3
3
4.
5
6
7
8
240
24.7
1176.6
30.09
9. 10
3-31
.06
1.8
22O
25-1
1174.4
30-52
9.06
3-37
.06
1.8
2OO
25-5
1172.0
30.94
9-°3
3-43
.07
2.0
1 80
26.0
1169.5
31.48
8.99
3-50
.09
2-5
1 6O
26.6
II66.8
32.14
8.94
3-59
.18
4.8
140
27.7
1163.8
33.38
8.85
3-77
•23
5-8
120
29. I
1160.5
34-97
8.73
4.00
The values of table 2, especially those of columns 2 and 6, are of more
than ordinary significance. They represent logical conclusions based upon
the results of all tests. Comparisons between them will show the extent to
which the performance of a locomotive will be modified by changes in the
steam-pressure under which it is operated. They show in the matter of steam
consumption (column 2) that —
Increasing pressure from 160 to 180 pounds reduces the steam consump-
tion 0.6 pound, or 2.3 per cent.
Increasing pressure from 1 80 to 200 pounds reduces the steam consump-
tion 0.5 pound, or 1.9 per cent.
Increasing pressure from 200 to 220 pounds reduces the steam consump-
tion 0.4 pound, or 1.6 per cent.
Increasing pressure from 220 to 240 pounds reduces the steam consump-
tion 0.4 pound, or 1.6 per cent.
In the matter of coal consumption (column 6) they show that —
Increasing pressure from 160 to 180 pounds reduces the coal consump-
tion 0.9 pound, or 2.5 per cent.
Increasing pressure from 180 to 203 pounds reduces the coal consump-
tion 0.7 pound, or 2.0 per cent.
Increasing pressure from 200 to 220 pounds reduces the coal consump-
tion 0.6 pound, or 1.8 per cent.
Increasing pressure from 220 to 240 pounds reduces the coal consump-
tion 0.6 pound, or 1.8 percent.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 41
These values are from actual tests. Those who are inclined to insist upon
basing their conclusions upon observed data will perhaps find in them a satisfac-
tory conclusion of the whole investigation. The results show how slight is
the gain to be derived from any increment of pressure when the basis of the
increments is above 160 pounds. But they do not in fact tell the whole
story. In order to secure such results from a single locomotive it was neces-
sary to employ a machine designed for the highest pressure experimented
upon. Obviously, for the tests at lower pressure, the locomotive was need-
lessly heavy for its dimensions. If for the tests under each of the lower
pressures the excess weight could have been utilized in providing a boiler of
greater heating-surface, the difference in performance with each increment
of pressure would have been less than that to which attention has already
been called. It is for this reason that the results already quoted, while
significant and concise in their meaning, are nevertheless to be accepted as
insufficient when regarded as a relative measure of the value of different
steam-pressures. An extension of the discussion leading to a more general
view of the matter will be found set forth in Chapters VI to VIII.
V. MACHINE FRICTION AND PERFORMANCE AT DRAW-BAR.
23. THE CYLINDERS vs. THE DRAW-BAR AS A BASE FROM WHICH TO ESTI-
MATE PERFORMANCE. — In the later paragraphs of the preceding chapter
results are given disclosing the performance of boiler and engine as based
upon cylinder performance. This is a correct basis from which to proceed
in discussing the relative advantage of different steam-pressures, for the proc-
ess of the cylinders represents the last of the thermodynamic changes by
which the heat of the fuel is transformed into work. The cylinders are in
fact one step nearer the problem in question than the draw-bar, which for
many purposes is properly regarded a better basis from which to determine
the performance of a locomotive. This being the case, the purpose of the
present chapter will be entirely served if attention is called to a few of the
more significant facts which center in the output of power at the draw-bar,
leaving the general discussion as to the relative value of different steam-
pressures to be continued in the chapters which follow.
24. MACHINE FRICTION. — This is the difference between work done in the
engine cylinders and that which appears at the draw-bar. The facts for all
tests will be found presented in the data (columns 141 to 143). The machine
friction expressed in terms of mean effective pressure is best presented by
figs. 65 to 70. With reference to these values it should be noted that machine
friction when expressed in terms of mean effective pressure will be greater for
a locomotive designed for high boiler-pressures than for another of equal power
designed for lower pressure, since with the higher steam-pressure the cylin-
ders are relatively smaller.
25. A GENERAL STATEMENT CONCERNING FRICTIONAL LOSSES. — It is
difficult to summarize the facts concerning engine friction. This is not due
to defects in the experimental process underlying the data, but to the fact
that the frictional resistance of the machinery of the locomotive varies greatly
from day to day.* Evidence of this is accessible even to the casual observer.
During any given test it is likely that an axle-box or a crank-pin may run
warm, while during another test under identical conditions of power the
same part will remain perfectly cool. In reviewing the data (figs. 65 to 70)
it should be remembered that the tests were not run in any predetermined
order. Upon the diagram two adjacent results may represent tests between
the running of which an interval of many months may have elapsed. This
fact, together with the statement already made concerning variations in
the frictional resistance of the machinery, is sufficient to account for the
apparent irregularities presented.
*A general discussion of this question with data will be found in Locomotive Per-
formance.
42
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
43
40
Fio. 65. — Friction mean effective pressure.
FIG 67. — Friction mean effective pressure.
44
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
50
4-0
i:::::^:..:::.;;-':; H Hi
FIG. 68. — Friction mean effective pressure.
FIG. 69. — Friction mean effective pressure
IA
FIG. 70. — Friction mean effective pressure.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
45
These statements make evident the difficulties to be encountered in attempt-
ing to derive an expression in simple form for engine friction. That the fric-
tion varies but slightly with increase in steam-pressure, the cylinder diameters
remaining unchanged, is to be seen by fig. 71, giving all of the results obtained
at different speeds and steam-pressures with the reverse lever in the fourth
notch. Comparisons involving different positions of the reverse lever suggest
120
160
180
200
220
24O
FIG. 71. — Friction mean effective pressure fourth notch.
50
40
30
ao
;::::::::.- :::::::: :::::-:- •:::::::: <""'::::
8
10
12
14
FIG. 72. — Corrected friction, mean effective pressure applicable to all pressures.
that changes in cut-off are most effective in modifying engine friction. Acting
upon this suggestion, all results have been plotted in terms of cut-off. The
results do not, of course, fall in line, but they take such positions as readily to
suggest the form of a curve which in an approximate way may be employed
to represent them. From such a curve the values set forth in fig. 72 have
46 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE-
been derived. It is proposed to accept these values as an approximate
measure of the frictional loss for locomotive Schenectady No. 2 under all
pressures. They are probably a little low for pressures above 200 pounds,
and are perhaps somewhat high for pressures below this limit. It can not
be assumed that they apply to any other locomotive than that which was
involved by the experiments. The machine friction as expressed in pounds
pull at the draw-bar may be found for any test by multiplying the mean
effective pressure for that test by the constant 88. 75.
26. STEAM PER DYNAMOMETER HORSEPOWER PER HOUR. — Values covering
this factor are set forth in column 144 of the data. They express the com-
bined efficiency of the cylinders and machinery of the locomotive. They
disclose the fact that there are few conditions of running for which the loco-
motive requires more than 30 pounds of steam per dynamometer horsepower
hour, and the consumption may fall below 27 pounds. While differences in
performance for all pressures above 200 pounds are not great, the steam con-
sumption is much greater when the pressure is as low as 120 pounds. The
data show, also, that for best results the cut-off must be lengthened as the
pressure is decreased. The facts as disclosed by the data are as follows:
For 240 pounds pressure the best cut-off is approximately the second
notch, 14 per cent.
For 220 pounds pressure the best cut-off is approximately the fourth
notch, 19 per cent.
For 1 80 pounds pressure the best cut-off is approximately the eighth
notch, 33 per cent.
For 1 20 pounds pressure the best cut-off is approximately the twelfth or
fourteenth notch, 47 per cent or 56 per cent.
It should be noted, however, that this summarized statement but imper-
fectly represents the full exhibit of data which, in this as in similar cases, will
generally prove the most satisfactory source of information.
27. COAL PER DYNAMOMETER HORSEPOWER PER HOUR. — This factor
(column 145) represents the combined performance of the boiler, the cylin-
ders, and the machinery of a locomotive. It connects the energy developed
in the boiler by the combustion of fuel with that which is developed at
the draw-bar. In all cases where data are given the fuel consumed was of
the same quality; hence all results are comparable. The data sheets are
blank for all tests at 180 pounds pressure, since for these tests a different
quality of fuel was used. The results may be easily reviewed by reference
to figs. 73 to 77. Under a pressure of 240 pounds the range is between 3.35
and 5.01, while at a pressure of 160 pounds the range is between 3.79 and 4.78,
results which are of interest from at least two points of view. First, because
of the small difference in performances resulting from a relatively large
change in pressure, and, second, because of the significance of the values
quoted when accepted as a measure of locomotive performance. It is doubt-
ful if any other type of steam-engine exhausting into the atmosphere can be
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
47
depended upon to deliver power from the periphery of its wheel in return
for the expenditure of so small an amount of fuel.
28. CORRECTED RESULTS. — The values representing coal and steam con-
sumption, which have thus far been referred to as performance at the draw-
bar, are those actually observed. A close comparison of these will some-
times fail to give consistent results because of irregularities in boiler perform-
ance or in the frictional resistance of the machinery growing out of causes
already discussed.
In table 22 values are presented from which all such discrepancies ha^ e been
eliminated. They are those which would have been obtained if the evapo-
rative efficiency for all tests had been that indicated by the equation,
£=11.305 — 0.221 H
and the machine friction for all cases had been that shown by figure 72.
Column 156 giving the corrected coal per dynamometer horsepower, and col-
umn 157 the corrected steam per dynamometer horsepower, may be accepted
as representing the best information derived from the entire research.
50
40
30
A 6 8 10
FIG. 73. — Coal per dynamometer horsepower hour.
12
14-
FIG. 74. — Coal per dynamometer horsepower hour
48
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
12 14
FIG. 75. — Coal per dynamometer horsepower hour.
IHIIIIIIlii; ;:;i;ii!!i;jj
50
40
30
20
$
ill
a -4 6 8 10 iz
FIG. 76. — Coal per dynamometer horsepower hour.
14
a 4 6 a 10 12
FIG. 77. — Coal per dynamometer horsepower hour.
VI. BOILER-PRESSURE AS A FACTOR IN ECONOMICAL OPERATION.
29. The amount of steam consumed by the locomotive per unit power
developed, when operated under various pressures between the limits of 1 20
pounds and 240 pounds, has already been defined (fig. 59). Basing conclu-
sions on results thus disclosed, it is now proposed to determine the increase in
efficiency which may be secured through the adoption of higher pressure for
any given increase in the weight of the boiler and its related parts. That this
may be done, it is essential to determine the relation between boilers of a given
size when designed for different pressures.
30. WEIGHT OF LOCOMOTIVE AS AFFECTED BY STEAM-PRESSURE. — The
parts of a locomotive which are affected by changes in steam-pressure, assum-
ing the power to remain constant, are the boiler and certain portions of the
engine. The boiler to be adapted to a higher steam-pressure requires thicker
plates, heavier riveting, and stronger staying, all tendingto augment its weight.
The effect of the change upon the engine, however, is to make it lighter, for
since with increased pressure, cylinders, pistons, and valves become smaller,
their weight will generally diminish. Asa basis for exact values, defining their
relationship, lines were laid down for a boiler of the following dimensions : *
Diameter of first ring, inches 63
Number of 2-inch tubes 258
Length of tubes, feet 14
Total heating-surface, square feet 2024
Length of grate, inches 90
Width of grate, inches 60
Area of grate, feet 37-5
Boiler-pressure, pounds 190
Four designs were made, adapted to four different pressures, respectively,
from which designs weights were calculated, with results shown by table 3.
TABLE 3. — Weight of those parts of a locomotive which are affected by changes in
boilei -pressure.
Boiler
pres-
sure.
Weight of boiler.
Weight of cylinders,
valves, and pistons.
Weight of water.
Weight of all parts
affected by changes
in pressure.
1
2
3
4
5
Lbs.
Lbs.
Lbs.
Lbs.
1 60
30679
12580
16349
59608
190
32913
12240
. 16536
61689
22O
36076
11990
I666I
64727
250
3^953
11620
16848
67421
* These and other determinations involve weights of boilers which were supplied by the
courtesy of the American Locomotive Company. (See Appendix III.)
49
50 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
The weight of the cylinders, valves, and pistons which would bemused with a
boiler having 2024 feet of heating-surface in making up a representative loco-
motive carrying the different pressures designated is set forth in column 3.
The weight of water when the boiler is filled to the second gage appears as
column 4. The weight of steam is negligible. The total weight of all parts of
the locomotive directly affected by the changes in pressure are given as column
5, and the values of this column have, for the purpose of interpolation, been
plotted in terms of steam-pressure, with results set forth by fig. 78.
250
150
50,000 60.000 70,000
FIG. 78. — Weight of boiler as affected by changes in pressure.
With these data it is proposed to show the extent to which the performance
of a typical locomotive using saturated steam may be improved by increasing
the pressure carried within its boiler. For convenience, six different pressures
having values between 120 pounds and 220 pounds will be utilized as bases
from which to assume an increase of pressure. The increase of pressure from
each base will be such as may be possible upon the allowance of definite incre-
ments in the weight of those portions of the locomotive affected by pressure,
and in like manner the improvement in performance will be expressed as a per
cent of that which is normal to the base. The results of the process outlined
are presented in table 4. An explanation of the columns of this table,
which are not self-evident, is as follows:
Column 3. Weight of those parts of a typical locomotive affected by changes in
steam- pressure, including water in boiler. — The values of this column, for each
of the several pressures stated in column 2, are taken directly from the dia-
gram of fig. 78, the basis of which has already been explained.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
Column 5. New boiler-pressure obtainable by utilizing the increase of weight in
making a stronger boiler. — The values in this column for each of the several
weights stated in column 4 were taken from the diagram of fig. 78.
Column 6. Steam per indicated horsepower per hour at the pressures given in
column 2.— Values for this column are taken directly from the curve of fig. 59.
Column 7. Steam per indicated horsepower per hour at the new pressures given
in column 5. — These values, also, were taken directly from the diagram (fig. 59) .
TABLE 4. — Total saving when a possible increase of weight is utilized as a means o/ j|
increasing boiler-pressure.
~a
<u
91 «)
in +•>
t! c
Jrt ^
C W ,-H
|ll
|l-=
B M-M a
p|i
fig
ao &fl
(_,
o 2^ J- "^
rt fl
"^ c3 >•
05 *n ^ w
3 a
•M
'
ic G
I*"*
SPl
ls«
l^'r
•s£i!
•0
<*H
'3
F
I
0(1) £
.£ > >> ^
to^i
0, *-
"o^'a
5*^
60 01 IH _j |
.So.
"o
1
^.Q M
*" ° 2
^ 1
S >>0 "
^~* rt
s ^
UJ
&i">
>|J S
1.2
bi
o
° |"S 9-
° oj n
G&"CN'
o,aan
<n gH°J
^•d
>
a
a
— fj -4-> £«
I**! 5 B
*^ s *^
c S3 S
g ai £
*> 3 n'S'3
O y Q
B
*ti ^ flj ^
S(U
2 ^ ^
C > (/i C5
o en g ^ o
2^ ^ .2
«— i
o
9
'S^te'S
0) r- ^
*3 S 9
S O In 6
^0^*0
S O ^ O* rt
^ *o *•*-•
•3
R
O
jj CS 0)^3
t> «S "Si
^ ?2 .5 S
•4-1 Pi & 3
•*-* Qi C O
•« fj .*^ o> -2
c £« 2
o
M
«
F
^
(0
w
Q
hH
H
1
2
3
4
5
6
7
8
9
10
Per c/.
Lfo.
L6j
L6^.
L6^.
LJ*.
Lbs.
Per c*.
Per ct.
Perct
r
1 2O
55560
58340
150
29. i
27.1
6.87
1.67
8-54
140
57390
60260
171
27.7
26.3
5-05
1.23
6.28
r J
160
59220
62180
192
26.6
25-7
3-39
.82
4.21
5 1
1 80
61050
64100
213
26.0
25.2
3.08
•75
3.83
200
62880
66020
234
25-5
24.8
2-75
.67
3-42
L
220
64710
67940
255
25-1
24-5
2-39
• 58
2.97
r
120
55560
61 120
181
29. i
26.0
10.65
2-59
13 24
j
I4O
57390
63130
203
27.7
25-4
8.31
2 .02
10.33
1 60
59220
65140
225
26.6
25.0
6. 02
I .46
7.48
L
I 80
61050
67150
247
26.0
24.6
5.38
I-3I
6 69
r
I 2O
55560
63890
2U
29. i
25-3
13.06
3-17
16.23
15 •{
I4O
57390
66000
234
27.7
24.8
10.46
2-51
13.00
L
1 6O
59220
68100
257
26.6
24-5
7.90
I .92
9.82
20
120
55560
66670
24I
29. i
24.7
15.12
3.67
18.79
Column 8. Direct saving in steam consumption, resulting from an increased
weight equal to the per cent shown in column i.— Values of this column are equal
to 100 times those of column 6 minus those of column 7 divided by those of
column 6.
Column 9. Indirect saving due to reduced rates of evaporation, per cent. — As-
suming the locomotive to work at the same power at whatever pressure it may
carry, the saving in steam resulting from the increased pressure set forth in
column 8 diminishes the demand upon the boiler, and, as the efficiency of the
boiler increases as the rate of evaporation is reduced, there results an indirect
saving with each increase of pressure. The relation between the evaporative
efficiency of the boiler and the rate of evaporation has already been defined
52 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
(fig. 1 2) . Assuming the normal rate of evaporation for the boiler under initial
conditions to be 10, then a reduction of i per cent in the rate of evaporation
will effect an increase in the evaporative efficiency of 0.243 per cent. The
values in column 9, therefore, are those of column 8 multiplied by the con-
stant 0.243.
Column 10. Total saving. — The total saving is the sum of columns 8 and 9.
The significance of this table may best be appreciated by the following
examples :
By line i of the table it appears that the base is 120 pounds (column 2).
The parts of the typical locomotive designed for this pressure, which are
affected by changes in steam-pressure, weigh 55,560 pounds (column 3). If,
now, in designing a new lot of locomotives, it becomes possible to increase
this weight by 5 per cent (column i), the weight of these parts for the new
locomotive may be 58,340 pounds (column 4). This weight, if put into a
boiler of the same capacity, will allow the pressure to be increased from 1 20
pounds (column 2) to 150 pounds (column 5), and as a result its steam con-
sumption per horsepower hour will fall from 29.1 pounds (column 6) to 27.1
pounds (column 7), or 6.87 per cent (column 8). But the saving of 6.87
per cent in steam consumption diminishes the demand which is made upon
the boiler for steam, and at the lower rate of evaporation the boiler becomes
i . 67 per cent (column 9) more efficient, giving a total gain as a result of the
change in pressure of 8.58 per cent (column 10). In a similar manner each
line of the table presents a measure of the improvement to be expected from
some definite increase of pressure.
A study of the analysis which has preceded will show that the values of
column 10 may be accepted as fairly representing the increase in efficiency
which may be secured in return for a given increase in steam-pressure, or, as is
more clearly shown by table 4, in return for a given increase in the weight of
those parts of the locomotive affected by increase of pressure.
While the comparison is based on improved efficiency, it will, of course, be
understood that , at the limit, the saving shown may be converted into a cor-
responding increase of power. It would have been possible by assuming con-
stant efficiency to have shown the improvement in terms of increase of power.
VII. BOILER CAPACITY AS A FACTOR IN ECONOMICAL
OPERATIONS.
31. In the preceding chapter there is considered the advantage to be de-
rived through the utilization of any possible increase in the weight of a loco-
motive, as a means by which to secure an increase of pressure. It is the pur-
pose of this chapter to consider the benefit which may be derived by utilizing
similar increments in weight to secure an increase in boiler capacity, the
pressure remaining constant. The weights of boilers and related parts
involved by such a comparison have been ascertained from considerations
similar to those which controlled in the preceding case. A boiler of the
dimensions already given (paragraph 30), designed for 190 pounds, was made
the starting-point from which values were ascertained for boilers of different
capacities designed to carry 160 pounds pressure. The characteristics of the
several boilers thus designed are set forth in table 5.
TABLE 5. — Characteristics of four boilers designed for 160 pounds pressure and different
capacities.
Weight of
parts of
Diam-
eter of
boiler.
Number
of 2-
inch
tubes.
Length
of
tubes.
Length
of
grate.
Width
of
grate.
Area
of
grate.
Area
of
heating
surface.
Weight
of
boiler.
Weight
of water
in boiler.
locomotive
which are
affected by
changes in
heating-
surface.
1
3
3
4
5
6
7
8
9
10
In.
Ft.
In.
In.
Sq. ft.
Sq. ft.
Lbs.
Lbs.
Lbs.
63
258
14
90
60
37-4
2O24
30,679
16,349
47,028
69
326
J4
IO2
65
46. i
2538
36,321
19,344
55,665
67
338
16
I O2
65
46. i
3013
41,013
20,092
61,105
70
396
16
96
75
50.0
3498
42,894
21,965
64,859
The steam-pressure being constant, the dimensions and consequently the
weight of the cylinders and related parts for the development of a given power
remain unchanged. It is obvious, also, that since the only change in the
locomotive is in the size of its boiler, the cylinder performance will be the
same for locomotives having boilers of different size. The saving which will
result from the employment of boilers of greater capacity will be only that
which results from the diminished rate of evaporation per unit area of heating-
surface. The relation of evaporative efficiency and rate of evaporation has
already been defined (fig. 12), so that both factors in the problem now are
53
54
HIGH STEAM-PRESSURES JN LOCOMOTIVE SERVICE.
known, namely, the increase in weight necessary for a given increase in capac-
ity and the effect of any increase in capacity in improving the evaporative
efficiency. By means of relations thus established values have been deter-
mined which are presented as table 6. An explanation of those columns
of this table which are not self-evident, is as follows :
TABI,E 6. — Saving -when a possible increase of weight is utilized as a means of increasing
heating-surface.
Increase of
Weight of
parts of a
Heating-
surface of
heating-sur-
face ob-
Saving in
Increase
of
weight.
Boiler-
pressures
selected
as bases.
typical
locomotive
(boiler, cylin-
ders, valves,
Allowable
increase of
weight.
typical
locomotives
whose
weights
tainable by
utilizing in-
crease of
weight in
Increase of
heating-
surface.
evaporative
performance
due to
reduced
pistons, and
are given in
making a
rate.
water).
column 3.
larger boiler.
1
3
3
4
5
G
7
8
Per ct.
Lfo.
Lbs.
Lbs.
S<f. //.
Sg. ft.
Per cent.
Per cent.
r
120
55560
2778
2OOO
234-7
n-73
2.85
140
5739°
2869
2OOO
242.5
12 . 12
2-95
5]
1 6O
59220
2961
2OOO
250.1
12.50
3-04
<
I 80
61050
3052
2OOO
257-7
12.88
3-13
i
200
62880
3144
2OOO
265-3
13.26
3.22
I
22O
64710
3235
2OOO
272.9
13.64
3-31
r
I2O
5556o
5556
2OOO
469.4
23-47
5-70
TO i
140
57390
5739
2OOO
484.9
24.24
5.89
1U <
1 6O
59220
5922
2OOO
500.4
25.02
6.08
I
1 80
61050
6105
2OOO
5I5.9
25.79
6.27
(
I2O
5556o
8334
2OOO
704.2
35-21
8-55
15 \
I4O
57390
8608
2OOO
727-3
36-36
8.84
I
1 6O
59220
8883
2OOO
750.6
37-53
9. 12
20
120
5556o
11112
2OOO
939-0
46.95
I I .41
Column 3 is the weight of boiler, the contained water, and the cylinders,
pistons, and valves. While the cylinders, pistons, and valves do not change
for any given pressure, their weights are included to make the values com-
parable with those employed in the analysis of the preceding chapter. They
are in fact identical with the values of column 3, table 4.
Column 4. Allowable increase in weight. — The values of this column are the
percentages indicated by column i of the values of column 3.
Column 6. Increase of heating-surface. — Values for this column have been
obtained by plotting weight of affected parts in terms of heating-surface
(columns 10 and 7, table 5). The results appear as fig. yg. From a repre-
sentative line drawn through points thus obtained showing the relation be-
tween the weight of the boiler and water, and the number of square feet of
heating-surface, it can be shown that an increase of 10,000 pounds in the
weight of boiler and affected parts permits an increase of 845 square feet in
heating-surface. Therefore, in table 6, column 6 equals column 4 multiplied
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 55
by 0.0845. This relation was obtained from data of a boiler designed for 160
pounds pressure and is assumed to be approximately true for boilers of other
pressures.
Column 7. Increase of heating-surface, per cent, is column 6 multiplied by 100
divided by column 5. It also shows the per cent reduction in the rate of
evaporation.
Column 8. Saving in evaporative performance due to reduced rate, per cent. —
Values in this column have been obtained from those of the preceding
column by means of a relationship already established controlling evaporative
efficiency of boiler and rate of combustion (fig. 12). This relation is such that
a reduction of i per cent in the rate of combustion increases the evaporative
efficiency 0.243 per cent. Values of column 8 are, therefore, those of column
7 multiplied by this factor.
3000
2000
45,000 55,000 65,000
FIG. 79. — Weight of boiler as affected by changes in heating-surface.
The significance of table 6 will be understood from the following illustration,
based upon the first line of the table. Assuming an existing locomotive operat-
ing under a pressure of 120 pounds (column 2) to have a boiler containing 2000
feet of heating surface (column 5) weighing with the contained water 55,560
pounds (column 3), an increase of 5 per cent (column i) or 2778 pounds
(column 4), will permit an extension in heating surface of 234.7 square feet
(column 6) which, compared with its original surface is an increase of 11.73
per cent (column 7). This increase in the extent of heating-surface, assum-
ing the power developed to remain unchanged, will result in an improvement
in the performance of the boiler of 2.86 per cent (column 8) . The facts under-
lying the analysis are primarily the results of tests.
VIII. CONCLUSIONS CONCERNING BOILER-PRESSURE VERSUS
BOILER CAPACITY AS A MEANS OF INCREASING THE
EFFICIENCY OF A SINGLE-EXPANSION LOCOMOTIVE.
32. In the preceding chapters an analysis has been given showing the saving
which may result in locomotive service, first, by increasing the pressure, the
boiler capacity remaining unchanged, and, second, by increasing the heating-
surface, the pressure remaining unchanged. A summary of the conclusions of
these chapters is presented as figs. 80 to 85, in which the full line represents
the gain through increase of boiler-pressure and the dotted line the correspond-
ing gain through increase of boiler capacity. The values for these diagrams
are taken directly from tables 4 and 6. It will be seen that starting with pres-
sures which are comparatively low, the most pronounced results are those to
be derived from increments of pressure. With each rise in pressure, however,
the chance for gain through further increase diminishes. With a starting-
point as high as 180 pounds, the saving through increased pressure is but
slightly greater than that which may result through increased boiler capacity.
The fact should be emphasized that the conclusions above described are
based upon data which lead back to the question of coal consumption. The
gains which are referred to are measured in terms of coal which may be saved
in the development of a given amount of power. It will be remembered that
conditions which permit a saving in coal will, by the sacrifice of such saving,
open the way for the development of greater power, but the question as defined
is one concerning economy in the use of fuel. It is this question only with
which the diagrams (figs. 80 to 85) deal.
There are other measures which may be applied to the performance of a
locomotive which, if employed in the present case, would show some difference
in real values of the two curves (figs. 80 to 85). The indefinite character of
these measures prevents them being directly applied as corrections to the
results already deduced, but their effect may be pointed out. Thus, the extent
to which an increase of pressure will improve performance has been defined,
but the definition assumes freedom from leakage. If, therefore, leakage is
allowed to exist, the result defined is not secured. Moreover, an increase of
pressure increases the chance of loss through leakage, so that, to secure the
advantage which has been defined, there must be some increase in the amount
of attention bestowed, and this, in whatever form it may appear, means
expense, the effect of which is to reduce the net gain which it is possible to
derive through increase of pressure. Again, in parts of the country where the
water-supply is bad, any increase of pressure will involve increased expense in
56
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
57
the more careful and more extensive treatment of feed-water, or in the
increased cost of boiler repairs, or in detentions arising from failure of injector,
or from all of these sources combined. The effect of such expense is to reduce
the net gain which it is possible to derive through increase of pressure. These
statements call attention to the fact that the gains which have been defined
as resulting from increase of pressure (figs. 80 to 85) are to be regarded as
the maximum gross; as maximum because they are based upon results
derived from a locomotive which was at all times maintained in the highest
possible condition, and as gross because on the road conditions are likely
to be introduced which will necessitate deductions therefrom.
10 15
FIG. 80.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a stronger boiler to permit a higher pressure.
The line B represents the saving in fuel when an allowable increase in weight is
utilized in making a larger boiler to give increased capacity.
The relation which has been established showing the gain to be derived
through increased boiler capacity is subject to but few qualifying conditions.
It rests upon the fact that for the development of a given power a large boiler
will work at a lower rate of evaporation per unit area of heating-surface than
a smaller one. The saving which results from diminishing the rate of evapora-
tion is sure; whether the boiler is clean or foul, tight or leaky, or whether the
feed-water is good or bad, the reduced rate of evaporation will bring its sure
return in the form of increased efficiency. An increase in the size of a boiler
will involve some increase in the cost of maintenance, but such increase is
slight and of a sort which has not been regarded in the discussion involving
boilers designed for higher pressures.
58 HIGH STEAM-PRESSURES IN- LOCOMOTIVE SERVICE.
Keeping in mind the fact that as applied to conditions of service the line
A is likely to be less stable in its position than B, the facts set forth by figs. 80
to 85 may be briefly reviewed.
Basing comparisons upon an initial pressure of 120 pounds (fig. 80), a 5 per
cent increase in weight, when utilized in securing a stronger boiler, will im-
prove the efficiency 8.5 per cent, while if utilized in securing a larger boiler the
improvement will be a trifle less than 3 per cent. Arguing from this base, the
advantage to be derived from an increase of pressure is great. If, however,
the increase in weight exceeds 10 per cent, the curve A ceases to diverge from
0 5 10 15 20
FIG. 81.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a stronger boiler to permit a higher pressure.
The line B represents the saving in fuel when an allowable increase in weight is
utilized in making a larger boiler to give increased capacity.
B and if both curves are sufficiently extended, they will meet, all of which is
proof of the fact that the rate of gain is greatest for relatively small incre-
ments of weight.
Basing comparisons upon an initial pressure of 140 pounds (fig. 81), the
relative advantage of increasing the pressure diminishes, though on the basis
of a 5 per cent increase in weight it is still double that to be obtained by
increasing the capacity.
Basing comparisons upon an initial pressure of 160 pounds (fig. 82), the ad-
vantage to be gained by increasing the pressure over that which may be had by
increasing the capacity is very small, so small in fact that a slight droop in the
curve of increased pressure (A) would cause it to 'disappear. As the curve B
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
59
may be regarded as fixed, while A, through imperfect maintenance of boiler
or engine, may fall, the argument is not strong in favor of increasing pressure
beyond the limit of 160 pounds.
Basing comparisons upon an initial pressure of 180 pounds (fig. 83), the
advantage under ideal conditions of increasing the pressure, as compared with
that resulting from increasing the capacity, has a maximum value of approxi-
mately one-half of i per cent. In view of the incidental losses upon the road
the practical value of the advantage is nil. The curves A and B, fig. 83, con-
stitute therefore no argument in favor of increasing pressure beyond the limit
of 1 80 pounds.
10 15
FIG. 82.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a stronger boiler to permit a higher pressure.
The line B represents the saving in fuel when an allowable increase in weight is
utilized in making a larger boiler to give increased capacity.
Basing comparisons upon an initial pressure of 200 pounds (fig. 84), it
appears that under ideal conditions either the pressure or the capacity may be
increased with equal advantage which in effect is a strong argument in favor
of increased capacity rather than of higher pressure.
Basing comparisons upon a pressure of 220 pounds (fig. 85), it appears that
even under ideal conditions of maintenance the gain in efficiency resulting
from an increase of pressure is less than that resulting from an increase of
capacity. In view of this fact, no possible excuse can be found for increasing
pressure above the limit of 220 pounds.
6o
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a stronger boiler to permit a higher pressure.
The line B represents the saving in fuel when an allowable increase in weight is
utilized in making a larger boiler to give increased capacity.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a stronger boiler to permit a higher pressure.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a larger boiler to give increased capacity.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
61
10
20
FIG. 85.
The line A represents the saving in fuel when an allowable increase in weight is
utilized in making a stronger boiler to permit a higher pressure.
The line B represents the saving in fuel when an allowable increase in weight is
utilized in making a larger boiler to give increased capacity.
APPENDIX I.
THE LOCOMOTIVE EXPERIMENTED UPON.
33. LOCOMOTIVE SCHENECTADY No. 2 was ordered of the Schenectady
Locomotive Works in 1897. In selecting a second locomotive which should
serve the purposes of the Purdue testing-plant, it was decided to have the
boiler of substantially the same capacity as that of the locomotive previously
employed in the laboratory and which in later years has been known as
Schenectady No. i. In some other respects the new locomotive differed
from its predecessor. Its boiler was designed to operate under pressures as
high as 250 pounds, a limit which was then 25 per cent higher than the
maximum employed in practice. Horizontal seams are butt- jointed with
welt strips inside and out, and are sextuple-riveted. The design of its
cylinders and saddle is such as readily to permit the conversion of the simple
engine into a two-cylinder compound. The driving-wheels of the new
locomotive are of larger diameter than those of Schenectady No. i .
FIG. 86. — Outline elevation of locomotive
The securing of so fine a locomotive especially designed for its work by the
university was made possible through the generous interest shown by the
Schenectady Locomotive Works. Various other manufacturers, also, con-
tributed to the general result. Chief among these should be named the Beth-
lehem Steel Company, of South Bethlehem, Pennsylvania, which company
contributed the hollow-forged, nickel-steel driving-axles and crank-pins ; the
American Steel Casting Company, of Thurlow, Pennsylvania, castings for the
main frame, driving-wheel centers, crossheads, pistons, rock-shaft, driving-
box saddles, and various smaller castings ; the Ashton Valve Manufacturing
Company, of Boston, safety valves; the Detroit Lubricator Company, of
Detroit, cylinder lubricator ; the Williams Sellers Company, of Philadelphia,
injectors; and the Keasby & Mattison Company, of Ambler, Pennsylvania,
magnesia boiler-covering.
62
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 63
The principal characteristics of the locomotive are as follows :
Type 4-4-0
Total weight, pounds 109,000
Weight on four drivers, pounds 61,000
Valves: Type, Richardson balanced.
Maximum travel, inches 6
Outside lap, inches i£
Inside lap, inches o
Ports :
Length, inches 12.0
Width of steam port, inches 1.5
Width of exhaust port, inches 3.0
Total wheel base, feet 23
Rigid wheel base, feet 8.5
Cylinders :
Diameter, inches 16
Stroke, inches 24
Drivers, diameter front tire, inches 69 . 25
Boilers (style, extended wagon-top) :
Diameter of front end, inches 52
Number of tubes 200
Gage of tube 12
Diameter of tube, inches 2
Length of tube, feet 11.5
Length of fire-box, inches 72 . 06
Width of fire-box, inches 34. 25
Depth of fire-box, inches 79 . oo
Heating-surface in fire-box, square feet 126.0
Heating surface in tubes, water side, square feet 1196.00
Heating surface in tubes, fire side, square feet 1086.00
Total heating surface including water side of tubes, square feet 1322 .00
Total heating surface including fire side of tubes, square feet. . 1212 .00
Total heating surface, value accepted for use in all calculations 1322 . oo
Ratio of total heating surface based on water side of tubes to
that based on fire side of tubes i .091
Grate area, square feet 17 . oo
Thickness of crown-sheet, inches •£$
Thickness of tube sheet, inches T9*
Thickness of side and back-sheets, inches
Diameter of stay-bolts, inches
Diameter of radial stays, inches
Driving-axle journals:
Diameter, inches 7i
Length, inches 8£
34. WORK WITH SCHENECTADY No. 2. — The locomotive as delivered in
November, 1897, was equipped with 2o-inch cylinders which were bushed to
1 6-inch, and as soon as practicable thereafter was regularly operated in the
routine work of the. laboratory. As data accumulated it was discovered that
the performance of the new engine was less satisfactory than that of the old.
In seeking a cause for this result, it was found that the inside of the bushings
was pitted by the tear of the tool which bored them and that the cylinder-
covers were roughly turned. It was thought that these causes might have
operated to increase cylinder condensation. The inside of the bushings and
the surfaces of the cylinder heads were, therefore, carefully polished, but as
the results were not all that had been anticipated, the 2o-inch bushed cylin-
ders, with their comparatively large clearance, were finally removed and new
1 6-inch cylinders applied in their place. Meantime, also, there were occa-
64 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
sional difficulties in the leakage of steam from the live steam ports to the
exhaust ports in the joint between the cylinders and saddles. Since after
each change it was necessary to allow considerable time for the natural
processes of the laboratory to yield data from which to judge of its effect,
progress in advancing the more substantial investigations was necessarily
slow. Meantime, however, several incidental investigations of some impor-
tance were undertaken, such as an elaborate test of fuels,* a test of a
new form of valve gear for locomotives, tests to determine the proportion
of straight and tapered stacks, f and tests of a locomotive stoker.
With problems of the sort already described requiring attention, and with
only sufficient money available to permit the operation of the testing-plant for
purposes of instruction, a study of the effect of high-pressures made little
progress. It was not until 1904 that the grant was received from the Carnegie
Institution of Washington which made it possible for the work to be under-
taken in a manner insuring its speedy conclusion. Thus aided, an organiza-
tion was effected, assuring the continuous operation of the laboratory, and
work was undertaken in earnest. During the following summer it became
necessary to send the locomotive to the shops of the Pennsylvania Railroad
Company at Indianapolis, where new side-sheets were applied to the fire-box
of the boiler, it having been found difficult to keep the old ones absolutely tight
in the presence of small cracks which had developed. At the beginning of the
succeeding school year the work under the auspices of the Carnegie Institution
of Washington was renewed, and continued throughout the school year. As in
June, some tests still remained to be run, the work was continued into the
summer, the last test having been run August 7, 1905.
35. PHOTOGRAPHS AND DRAWINGS. — Locomotive Schenectady No. 2, as it
appeared when delivered to the University, is shown by fig. 86, a series of
illustrations from photographs showing the engine as mounted in the labora-
tory by figs. 87 to 93, and line drawings of its most essential details by figs.
94 to 117.
*Testsof Coal for Locomotives, Proceedings of the Western Railway Club, Dec., 1898.
t Tests of Locomotive Stacks, American Engineer for the year 1902.
FIG. 88. — A center
Valves controlling water circulation in friction brakes, the traction dyna-
mometer and scale case..,
LFiG. 89. — The locomotive from the rear
FIG. 90. — The cylinder and the indicator motion.
FIG. 91. — Locomotive driving wheels and their supporting wheels.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
66
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
FIG. 96. — Cylinders, compound.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
FIG. 97. — Piston and rod.
FIG. 98. — Crosshead.
68
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
FIG. 99. — Yoke and guides.
— 61!—
^ — 8"-*
K/i"R
-8"—
iff
-Up...
|R
"•— ~ _ m
I"1"
"nsr
«o
'~r —
s
— —
7^
— r
-f-
-->--
— 7f-*
-?¥•
IQ'3
«— 5"-*
7 2"
1 A
I*V
FIG. 100. — Axle and crank pins.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
69
FIG. 101. — Eccentric
B SECTION A-B
FIG. 102. — Eccentric strap.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
f
4
1 i i • i [ • i
! (I
j-b*.*.
'T T '
4n
• *
<M
i
a
*,
<
*
^
^f
~-i«
«o
(•) (j)
' ?
•sV&
c!) j
^*5/
FIG. 103. — Eccentric blade.
FIG. 104. — Link and block.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE-
531
FIG. 105. — Valve rod.
FIG. 106. — Rocker and rocker box.
FIG. 107. — Valve yoke.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
HALF PLAN OF TOP HALF PLAN OF BOTTOM
FiG. 108. — Slide valve.
FIG. 109. — Reverse shaft.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
73
FIG. 110. — Reverse lever
FIG. 111. — Throttle lever.
74
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
1
-^
J
i «
i
i
i
i
i
i
Is.
f
!
i
i
•
1
'%f*
FIG. 112. — Dry pipe.
FIG. 113. — Steam piping.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
75
FIG. 114. — Exhaust pipe and tip.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
FIG. 116. — Cylinder heads.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
77
^..|/0\...^;^7Tgy
APPENDIX II.
METHODS, AND DATA DERIVED FROM TESTS.
36. THE TESTS. — All tests, the results of which are herewith presented,
have been run under a full open throttle. Six different pressures have been
employed, namely, 120, 160, 180, 200, 220, and 240 pounds by gage. At
each of these pressures tests have been run at a speed of 20, 30, 40, and 50
miles, and under all conditions of pressure, save that of 240 pounds, tests
have been run at 60 miles an hour. For each speed and pressure, where
practicable, tests have been run at two or more different cut-offs. The plan
of the tests has, therefore, involved three variables, namely, pressure, speed,
and cut-off. The purpose of the plan has been to define the performance
of the engine when running under a wide-open throttle, and within limits
which were found practicable with reference to each of the three variables
named.
Much has already been made of record concerning the methods of testing
upon the Purdue locomotive testing-plant, making an elaborate description
unnecessary in this connection.* Great pains were always taken to avoid
all occasions for correcting observed data. Leaks, either of water or steam,
were not permitted. In anticipation of a test, the engine was always warmed
by a considerable period of preliminary running. As a check upon the work
as it proceeded, observations were plotted as taken. Observers were em-
ployed as follows :
To keep running log and time and to read the smoke-box draft gages i
To take indicator-cards, to read the dry-pipe pressure, the back -pressure, the draft
in the fire-box, and to check time on the Bristol recording-gages 2
To control the speed by regulating the brake load i
To weigh feed-water 2
To weigh coal and to observe boiler-pressure and smoke-box temperature i
To read the dynamometer and the counter registering the continuous revolutions of
driving-axles i
To read the throttling calorimeter, the barometer, and the thermometer showing
laboratory temperature i
To weigh the injector overflow and to make a graphical running-log i
To operate the cinder-trap 2
To sample smoke-box gases i
37. OBSERVED AND CALCULATED DATA are presented in detail by tables 7
to 22. In these tables each horizontal line represents a test and the several
tests are grouped with respect to steam-pressure. The duplicate tests, ia,
3a, and 5a, the results of which appear in the tables, have been included
with the others chiefly for the purpose of securing as large a number of points
as practicable from which to define the boiler performance under a pressure
of 240 pounds. For convenience in presentation, the entire exhibit is sepa-
rated into different tables, an explanation of which follows.
* Locomotive Performance, John Wiley & Sons. Also, Tests of the Experimental
Locomotive of Purdue University, Proceedings of the American Society of Mechanical
Engineers.
78
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE- 79
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 the position of the reverse lever upon its
quadrant, expressed in notches forward of the center, and the third the steam-
pressure. Thus, the symbol for test No. i is 20-2-240, which indicates that
the test was run under a speed of 20 miles an hour, that the reverse lever was
in the second notch forward of the center, and that the boiler-pressure was 240
pounds.
Column 3. Date.— This column will be of service to those who wish to trace
the sequence of tests.
Column 4. Duration of test in minutes. — In general it was sought to have all
tests of such length as would permit the burning of not less than 250 pounds
of coal per foot of grate-surface, but it often happened, especially where
the conditions of a test were such as to tax the capacity of the boiler, that the
test was terminated because of some unexpected defect, such, for example, as a
hot axle-box or crank-pin, or the failure of an injector.
Column 5. Reverse lever, notch from center forward.
Column 6. Position of throttle. — This, for all tests under consideration, is
shown to have been wide open.
Column 7. Barometer-pressure, pounds per square inch.
Column 8. Boiler- pressure, determined by reference to a special gage so
attached that it could readily be calibrated. The value given is the average
of observations made at 5-minute intervals. The boiler-pressure was also
registered by a special Bristol recording-gage, the chart of which was timed to
make a complete revolution in 6 hours.
Column 9. Dry-pipe pressure was read from a gage attached to one of the
branch-pipes. The value given is the average of observations made at five-
minute intervals. Comparing the 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 the laboratory is the average of observations
taken at lo-minute intervals.
TABLE 8. — SPEED, WATER, AND STEAM.
Column 1 1 . Total revolutions is the difference between the initial and final
reading of the engine register. Readings from this register were taken at 10-
minute intervals. The speed was also indicated and registered by a Boyer
speed-recorder, the reading of which gives a ready means of noting fluctua-
tions of speed during any given test.
Column 12. Revolutions per minute = column n-f- column 4.
Column 13. Miles equivalent to total revolutions = column n X circumfer-
ence of drivers in feet -=- 5280 -— column 1 1 -f- 292.31.
Column 14. Miles per hour = column 13 X 60 -f- column 4.
Column 15. Temperature of feed-water, the average of readings in degrees
Fahrenheit at lo-minute intervals. The comparatively high temperature
represented by some of the values given in this column are due to the use of
distilled water obtained from the heating-plant.
80 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
Column 1 6. Water delivered to boiler is the total amount of water weighed to
injectors, less that lost by injector overflow. The apparatus by means of
which the feed-water was supplied and weighed consists of a circular tank 6
feet in diameter and 8 feet high, from which the injectors draw their supply.
This tank is fitted with a single water-glass by which the level of the water
within may be noted. Above this tank, a large weighing tank was mounted
on a pair of scales, arranged with a quick-opening valve and an overflow.
When in use, this tank was filled to overflowing and weighed, after which
it was emptied as needed, and when empty weighed again, thus giving the
exact weight of water used. A low-pressure Bristol recording gage connected
with a small pipe opening downward into the weighing tank, by registering
the difference in pressure as the tank was alternately filled and emptied,
served as a check upon the count of the observers. This gage was screened
and locked from those engaged in the weighing.
The locomotive having been brought to conditions of running prescribed for
a test, in anticipation of the start the" injectors were shut off, and the discharge
valves of the weighing-barrels closed. Upon signal, the height of the water
in the water-glass upon the boiler was noted by means of a graduated scale and
the level in the large tank was defined by means of a light thread tied about the
glass. As the test proceeded, the water level in the main tank was allowed to
stand below the thread. At the end of a test it was sought to have the level
of the water in the boiler the same as at the beginning. This was usually
accomplished within a small fraction of an inch, variations in height being
accounted for by allowing 36 pounds for each tenth of an inch difference in
level. The injectors were shut off either before or at the end of a test, after
which the main tank from which their supply is taken was filled to the thread
on the glass. The water which passed the weighing tank from the time the
test was started until the supply tank was filled to its original level represents
water delivered to the injectors.
Water lost at the overflow of the injectors was received by a small cali-
brated tank upon the subfloor of the laboratory, readings of which were taken
at the beginning and end of the test. Water thus accounted for, when
deducted from the total weight delivered to the injectors, gives the water
delivered to the boiler, as set forth in column 16.
Column 17. Water lost from boiler includes that discharged by the calo-
rimeter and, in some few cases, that which was estimated to have been lost
by incidental leaks which sometimes started during the progress of a test.
The calorimeter loss per hour was:
54 pounds when boiler-pressure was 240 pounds.
49 pounds when boiler-pressure was 220 pounds.
43 pounds when boiler-pressure was 200 pounds.
37 pounds when boiler-pressure was 180 pounds.
34 pounds when boiler-pressure was 160 pounds.
20 pounds when boiler-pressure was 120 pounds.
Column 1 8. Steam supplied to engine = column 16 — column 17.
Column 19. Water evaporated by boiler per hour= column 16 X 60-7- column 4.
Column 20. Steam supplied engine per hour — column 18 X 60 -T- column 4.
Column 21. Quality of steam in dome of boiler. — This was determined by a
throttling calorimeter, the orifice of which was 0.072 inch in diameter. The
calorimeter was attached close to the dome and was carefully wrapped as a
precaution against radiation.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
8l
TABLE 9. — COAL.
Column 22. Kind of coal. — During some of the work involved by the tests
under consideration, different samples of coal supplied by the Cleveland, Cin-
cinnati, Chicago and St. Louis (Big Four) Railroad Company were used.
The origin of this coal was not known to the laboratory authorities. The fact,
however, that the coal was donated and that the principal interest in the in-
vestigation concerned cylinder performance, seemed to justify its use. Later,
however, arrangements were made with the C. Jutte Company, under which
Youghiogheny coal was donated f. o. b. Cincinnati, and this coal was ex-
clusively used for all work which had not been done prior to September, 1904.
The coal thus secured is a bituminous coal of recognized quality. It is one of
the grades recommended by the committee of the American Society of Me-
chanical Engineers as a standard for boiler tests. While the records of the
laboratory are complete for all tests, that of the boiler is omitted for tests not
run with the Youghiogheny coal. All facts presented by the record are, there-
fore, entirely comparable. An analysis of the coal used is shown in table 6a.
TABLE 6a. — Coal analysis.
1
No. of
test.
3
Combined
moisture.
3
Ash.
4
Volatile
combustible.
5
Fixed carbon.
6
Sulphur.
I
0.618
8.423
33-044
57-9I4
0.863
la
0.385
9-567
33-054
56.993
0.765
2
0-752
6.425
33-707
59-H5
0.901
3«
0.798
10.089
33-184
55-930
I . 170
5
0.562
7-454
33-628
58.357
0.925
50
0.926
8.711
32.936
57-426
0.862
8
0.612
7.140
33.266
58.981
0.876
ii
0.727
7.440
33-854
57-979
0.796
13
1 .060
7.028
33-989
57.922
0.900
J4
0.980
6.161
33-989
58-869
1 .022
15
0.853
7-779
33-580
57.787
0.946
16
1 .040
7.092
33.665
58 . 203
0-779
17
0.976
6.320
34.698
58.005
0.890
21
0.933
6-385
34.296
58-385
0-794
22
1 .050
7-950
34-385
56.615
0.909
24
1-057
6.986
33-745
58.211
0.859
29
0.992
6.845
34.160
58.002
0.879
30
1.718
7.170
34-503
57-609
0.879
32
0.773
6. 224
34-485
58.518
0.766
33
0.457
6.907
34.248
58.387
0.883
35
1.442
6.899
33-6i6
58.042
0.856
37
1-313
7.203
33-420
58 - 064
I .O2I
38
0.656
7.291
32-675
59-377
0.823
39
1 .019
6.274
34-I94
58.512
0.884
41
1.015
6.705
35 ,475
56-785
1.185
42
0.852
6.968
34.120
58.060
0.891
67
0.985
7.890
35-640
55.485
I .040
68
0.855
6.950
35-320
56-875
0.900
76
0.811
6.326
34.026
58.836
0.851
77
0.540
8.327
34.212
56.921
0.8II
81
0.709
6.711
34-431
58.139
0.853
87
0.850
8.010
35-520
55-615
1 .610
89
O.2I2
8.840
34.418
56.495
I.I50
92
I.OI5
9-370
34-450
55-I65
1-095
94
I . 100
7.410
35-500
55-945
I .227
82 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
Column 23. Dry coal fired. — By "dry coal" is meant the coal after incidental
or surface moisture has been removed. A shovelful of coal was taken from
each loaded barrow as it was delivered to the fireman, and placed in a galvanized-
iron pan. At the conclusion of the test, all lumps in the coal thus obtained
were broken tc'a fairly uniform size, after which the pile was thoroughly mixed
and one-half rejected. This process of reducing in size, mixing, and discarding
was continued until a sample of about 10 pounds weight was obtained, which
was placed in a galvanized pan of suitable size, weighed, and deposited in a
rack over the steam-pipes, where it was allowed to remain for not less than
8 hours. After this, it was again weighed. The loss in weight thus obtained
is assumed to be the amount of moisture present in the coal, and was entered
upon the log of the tests as a percentage record. The actual weighings of coal
for the test were corrected for the moisture thus accounted for. The results
appear in column 23.
Column 24. Dry ash. — In locomotive service, not all of the non-combustible
content of the fuel appears as ash iri the ash-pan. A proportion of the whole
amount of ash, varying with the strength of the draft and consequently with
the conditions under which the locomotive is operated, passes off by the stack.
In the practice of the laboratory, the fire was vigorously shaken immediately
before the beginning of a test and the ash-pan thoroughly cleaned. As the test
proceeded, refuse accumulated in the ash-pan and at the conclusion of the test
the fire was reduced by shaking to its original condition, after which the refuse
in the ash-pan was sprinkled and drawn off into large galvanized-iron pans.
Generally the whole amount was dried, and when dry was weighed. In some
cases, however, the refuse was sampled in the same manner as the coal and
weighed. The result in either case is set forth by column 24.
Column 25. Dry coal minus dry ash. — Judged by the manner in which the
data are obtained, the values of this column would in stationary practice con-
stitute the pounds of combustible fired. The fact that in locomotive service
it is impracticable to account for all the ash deprives the values of this column
of such significance. The values of column 25 are, therefore, not designated
as pounds of combustible, but are presented merely as a difference based upon
actual observations.
Column 26. Combustible by analysis. — The values of this column are ob-
tained by multiplying column 23 by the sum of the volatile combustible and
fixed carbon given in columns 4 and 5, respectively, in the table "Coal analysis"
of this appendix, in the explanation of column 22.
Column 27. Dry coal per hour = column 23 X 60 -j- column 4.
Column 28. Dry coal per square foot of qrate-surface per hour = col. 27-7-17.
Column 29. Dry coal per sq. ft. of heating-surface per hour— col. 27-7-1322.
Column 30. Coal per mile run — column 23 -*• column 13.
Column 3 1 . Cinders caught in front end. — At the conclusion of each test the
front door was opened and all cinders found therein shoveled into large gal-
vanized-iron pans and weighed. The record will not be found entirely con-
sistent, since the quantity of cinders collected is a function not only of the
draft but also of the duration of the test. As the front end becomes filled, a
smaller proportion of all solid matter going through the tubes remains therein.
The observed results are given as obtained.
Column 32. Sparks from the stack. — A measure of the volume of solid matter
discharged from the stack was obtained by the use of a sampling- tube above
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 83
the stack, in a manner which has been elsewhere described.* By means of a
suitably curved tube it is possible systematically to explore the issuing stream
of steam and gases and to entrap all solid matter which comes within the area
of the exploring-tube. From data thus obtained, an estimate has been made
of the spark losses per hour, with the results set forth in column 32.
TABLE 10. — DRAFT AND BOILER PERFORMANCE.
Column 33. Draft in front of diaphragm is expressed in inches of water and is
the average value of observations taken at 5 -minute intervals.
Column 34. Draft back of the diaphragm is expressed in inches of water
and is the average value of observations taken at 5 -minute intervals. The
difference between the values of column 33 and column 34 represents the
resistance of the diaphragm.
Column 35. Draft in fire-box is expressed in inches of water and is the average
of observations taken at 5-minute intervals. The connection with the fire-box
was by means of a hollow stay-bolt. The difference between the values of
column 34 and those of 35 should represent the resistance of the tubes.
Column 36. Smoke-box temperature. — The values of this column are the
average of observations taken by means of a high-grade thermometer at 10-
minute intervals.
Column 37. Water evaporated per square foot of heating-surface per hour. —
This is column 19 -f- 1322.
Column 38. Water evaporated per pound of dry coal= column 19 -f- column
27. This column gives the actual evaporation.
Column 39. Equivalent evaporation per hour — column 19 x column 43 -r-
965.8.
Column 40. Equivalent evaporation per square foot of heating-surface per
hour = column 39 -=- 1 3 2 2 .
Column 4 r . Equivalent evaporation per square foot of grate surface per hour =
column 39 -r- 17.
Column 42. Equivalent evaporation per pound of dry coal = column 39 -f-
column 27.
TABLE n. — BOILER PERFORMANCE (CONTINUED).
Column 43. B. t. u. taken up by each pound of water evaporated—- xr-\-
9-<?o-
Column 44. B. t. u. taken up by the boiler per minute = column 19 X column
43-=- 60.
Column 45. B. t. u. taken up by boiler per pound of dry coal = column 38 X
column 43.
Column 46. B. t. u. taken up by boiler per pound of combustible = column
45 X ioo-r-per cent of combustible as shown by analysis in table 6a, "Coal
Analysis," of this Appendix in the explanation of column 22.
Column 47. B. t. u. taken up by boiler for 100 B. t. u. in coal= column 45 X
i oo -T- column 55.
Column 48. Boiler horsepower = column 39 -=- 34.5.
* Locomotive Sparks, published by John Wiley & Sons; also, The Effect of High Rates
of Combustion upon the Efficiency of Locomotive Boilers, Proceedings of the New York
Railroad Club, September, 1896.
84 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 12.- — CHEMICAL RESULTS.
Columns 49 to 52. Composition of flue gases. — The sampling of flue gases was
accomplished by the use of a long copper tube passing through a suitable
fixture attached to the shell of the smoke-box. The sampling-tube entered
the smoke-box radially and was of sufficient length to extend to its center.
Gas entered the sampling-tube by small perforations near its inside end. The
arrangement was such that the penetration of the tube into the smoke-box
could be varied from nothing to 28 inches. In taking a sample, the tube was
systematically moved over a distance of 3 or 4 inches at a time and allowed to
remain in each position for a period of several minutes. In this manner each
sample was drawn from all points in the path of the tube. The samples were
in all cases drawn from the smoke-box over mercury and were analyzed by
means of an Orsat-Muncke apparatus. Every effort was made to secure
accuracy in this work. A skillful chemist gave his entire time to securing
samples of gas and coal and in analyzing the same. Notwithstanding the
precautions taken, the results do not serve any large purpose in explaining the
performance of the boiler. For example, among the results of the tests are
some showing abnormally high boiler performance, and others for which the
performance is low. It had been hoped that in some of these cases at least the
composition of the smoke-box gases would disclose the reason for abnormal
performance. It has been concluded, however, after an elaborate study of
the whole matter that no safe relation can be traced between the actual
evaporative performance of the boiler and the composition of the smoke-box
gases. Computations have been made, also, for a considerable number of the
tests, in the development of a heat balance, into the calculation of which the
composition of the smoke-box gases enters. Such computations, however,
developed a factor unaccounted for too large to justify the work. The defect
in the process of determining the composition of the gases lies probably in the
methods by which the sample is secured. The fact seems to be that no system
has yet been devised by which a sufficiently representative sample of gas can
be secured from the smoke-box of a locomotive into which gases of many dif-
ferent values are doubtless discharged, the movement of which is too rapid and
the course by which they proceed too direct to insure any considerable amount
of mixing in the smoke-box. The problem is one which merits further study.
Column 53. Air used per pound of carbon is calculated from an analysis of
the flue gases.
Column 54. Excess air.
Column 55. B.t.u. per pound of coal. — Values in this column are calculated
from the analysis of coal. From each sample of coal which had been sub-
mitted to the drying test a sample sufficient to fill a quart fruit jar was taken
for chemical purposes. This sample was employed in determining the volatile
combustible matter, fixed carbon and sulphur from which the result was de-
termined. (See explanation of column 22.)
TABLE 13. — EVENTS OP THE STROKE FROM INDICATOR-CARDS.
The indicator work received careful attention. In all cases two instru-
ments were used upon 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
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 85
drum of the indicators, permitting action from the shortest possible length of
cord. The drum motion was designed to give a card of 3.75 inches in length.
The design of the reducing-gear is shown by fig. 1 18. Cards were taken at 10-
minute intervals throughout the test. The results recorded are the average
for all cards.
86
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
FIG. 119. — Valve motion diagram.
The valve setting for the test is best shown
by the valve-motion diagram, fig. 119.
In reviewing the tabulated data, it will be
found that the position of the reverse lever does
not always define the events of the stroke. For
example, the cards may show considerable vari-
ation in cut-off for two tests which were run
with the same position of the reverse lever.
This results from the inertia effects acting
upon the valve and its gear and from differences
in the condition of lubrication, in combination
with lost motion in joints and strain in parts.
Columns 56 to 60. Admission.
Columns 61 to 65. Cut-off.
TABL'E 14.— EVENTS OF THE STROKE (CONTINUED).
Columns 66 to 70. Release.
Columns 71 to 75. Compression.
TABLE 15. — PRESSURES FROM INDICATOR-CARDS.
Columns 76 to 80. Initial.
Columns 8 1 to 85. At cut-off.
TABLE 1 6. — PRESSURES FROM INDICATOR-CARDS
(CONTINUED).
Columns 86 to 90. A t release.
Columns 91 to 95. At compression.
TABLE 17.- — PRESSURES FROM INDICATOR-CARDS
(CONTINUED).
Columns 96 to 100. Least back pressure.
Columns 101 to 105. Mean effective pressure.
TABLE 18. — ENGINE PERFORMANCE.
Columns 106 to 1 10. Indicated horsepower. —
The power was calculated by the use of a con-
stant based upon the accurately determined
dimensions of the engine and representing the
horsepower, assuming the engine to make one
revolution per minute in response to one pound
mean effective pressure. These horsepower con-
stants are as follows :
Horsepower constants:
Right side:
Head end 0.01222
Crank end 01186
Left side:
Head end » 0.01243
Crank end 01207
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
The power for each cylinder end was determined by multiplying the horse-
power constant by the average mean effective pressure for a test, columns 101
to 104, by the revolutions per minute, column 12.
Column in. Steam per indicated horsepower per hour by tank. — This is
column 20 -i- column 1 10.
Column 112. Steam per indicated horsepower per hour by indicator = (col-
umn 127 — column 132) X 60 x column 12 ^-column no.
Column 113. Coal per indicated horsepower per horsepower hour = column
27 -T- column no.
Co lumn 114. B. t. u. supplied engine per minute — column 20 X column
43 + 60.
Column 115. B. t. u. supplied engine per minute, assuming temperature of
feed to have been equal to temperature of exhaust = column 20 X (column
43 + ^—32 — 9) -r- 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 1 1 6. B. t. u. per indicated horsepower per minute = column 114-:-
column 1 10.
Column 117. B. t. u. per indicated horsepower per minute, on the assump-
tion that the temperature of the feed was equal to the temperature of exhaust —
column 115 -i- no.
TABLE 19. — 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
constants for volumes employed in determining the weight of steam shown by
indicator, as determined from accurate measurements, are as follows :
Piston displacement in cubic feet.
Right side:
Head end 2 . 8020
Crank end 2.7196
Left side:
Head end 2 . 8486
Crank end 2 . 7660
Cylinder clearance, per cent 0} piston displacement:
Right side:
Head end 7-44
Crank end 7-9$
Left side:
Head end 7-34
Crank end 7-63
The volumes for any point in the stroke was found by adding the per cent
of that portion of the whole stroke which. the piston had passed over to reach
the point in question (columns 56 to 75) to the per cent 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 76 to 95. The weight per unit volume cor-
responding to this pressure was found from Peabody's steam table.
Columns 118 to 122. Pounds of steam shown by indicator at cut-off. — The
values given are the average of those obtained from indicator-cards taken at
i o-minute intervals.
Columns 123 to 127. Pounds of steam shown by indicator at release. — The
values given are the average of those obtained from indicator- cards taken at
i o-minute intervals.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 20. — CYLINDER PERFORMANCE.
Columns 128 to 132. 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 133. Weight of steam per re-volution by tank = col. 18-7- col. u.
Column 134. Weight of mixture in cylinder per revolution — column 133 +
column 132.
Column 135. Per cent of mixture present as steam at cut-off = 100 X column
122 -7- column 134.
Column 136. Per cent of mixture present as steam at release = (100 X column
127) -7- column 134.
Column 137. Reevaporation per revolution = column 127 — column 122.
Column 138. Reevaporation per indicated horsepower per hour— column
137 X 60 X column 12 -T- column no.
TABLE 21. — PERFORMANCE OF THE LOCOMOTIVE AS A WHOLE.
Column 139. Draw-bar pull. — The values given are the average of observa-
tions made from a traction dynamometer at 5-minute intervals.
Column 140. Dynamometer horsepower. — To aid in calculating dynamometer
horsepower, a constant was employed representing the horsepower which
would be developed if the drivers were to revolve one revolution a minute and
the locomotive were to exert i -pound pull at the draw-bar. One factor in
such a determination is the circumference of the drivers, which by accurate
measurement was found to be 18.063 feet- Upon this basis, the dynamometer
horsepower constant is, K = 0.000547. The values in this column are, there-
fore, column 139 X column 12 x K.
Column 141. Machine friction in terms of mean effective pressure = column
105 -the M. E. P. equivalent to the pounds pull at the draw-bar, column 139
Column 142. Machine friction, per cent of indicated horsepower = (100 X
column 141) -r- column 105.
Column 143. Machine friction horsepower = column 142 x column no.
Column 144. Steam per dynamometer horsepower hour = column 20 -~
column )4o.
Column 145. Coal per dynamometer horsepower per hour= column 27 -4-
column 140.
TABLE 22. — COMPARATIVE PERFORMANCE OF THE LOCOMOTIVE ASSUMING INCIDENTAL
IRREGULARITIES IN THE RESULTS OF INDIVIDUAL TESTS TO HAVE BEEN ELIMINATED.
Column 146. Equivalent steam to engine per hour, feed-water at a temperature
of 60° F. = column 20 X (column 43 + column 15 - 60) -~ 965.8.
Column 147. Equivalent evaporation per pound of dry coal, assuming the
evaporative efficiency of the boiler to have been represented by the equation E =
11.305-0.221 H, where E is the equivalent evaporation per pound of coal
and H is the rate of evaporation per foot of surface per hour. For values in
question,// = item 146 ~- 1322.
Column 148. Dry coal fired per hour, assuming the evaporative efficiency to
be that shown by the equation, equals 146 -i- column 147.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE. 89
Column 149. Dry coal per indicated horsepower hour = column 148 -f-
column no.
Column 150. Equivalent steam per indicated horsepower hour = column
146 -7- column no.
Column 151. Machine friction in terms of mean effective pressure. — The
purpose of this column is to eliminate irregularities in action due to variations
in lubrication, etc. The values given are those obtained by drawing a smooth
curve through plotted points in the manner described in detail in paragraph
25, Chapter IV.
Column 152. Machine friction horsepower is the power-equivalent, assuming
the friction M. E. P. to have been that shown by column 151.
Column 153. Machine friction, per cent of indicated horsepower = 100 X
column 152 -f- column no.
Column 154. Dynamometer horsepower = column no — column 152.
Column 155. Draw-bar pull = 33,000 X col. 154 + (18.063 X col. 12).
Column 156. Coal per dynamometer horsepower hour = col. 148 -f- col. 154.
Column 157. Steam per dynamometer horsepower per hour = column 146 -f-
column 154.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 7- — General conditions.
Designation of tests.
Dura-
tion
of
test.
Re-
verse
lever
notch
from
center
for-
ward.
Position of
throttle.
Baro-
meter
pres-
sure.
Boiler
pres-
sure,
by gage.
Dry-
pipe
pres-
sure,
by gage.
Tem-
pera-
ture
of lab-
ora-
tory.
Number.
Laboratory
symbol.
Date.
t
2
3
4
5
6
7
8
9
10
I
ia
2
3
3<*
4
5
5«
6
7
8
9
10
ii
12
20-2-240
20-2-240
20-4-240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
30-6-240
40—2-240
40-4-240
40-6-240
50-2-240
50-4-240
Mar. i, '05
Jan. 27, '05
Feb. i 8, '05
May 13, '04
Feb. 3, '05
Feb. i, '05
Feb. 20, '05
Jan. 9, '05
May 2, '04
Jan. 20, '05
Mar. 3, '05
Apr. 29, '04
Jan. n, '05
Feb. 24, '05
Feb. 6, '05
Min.
1 80
155
1 2O
125
150
1 2O
165
140
35
165
"5
60
2
2
4
6
6
8
2
2
4
6
2
4
6
2
4
Wide open
. do. .
L6.v.
14-47
14.47
14.40
14.41
14.70
14.60
I4-56
14.60
14.48
14-45
14-34
14-39
14-34
14-45
14.40
Lbs.
241.5
235-8
242.2
238.3
236.4
240.0
240.0
239.2
240. 2
237-5
242.0
241 . I
240.0
242.0
240.0
Lbs.
240.9
232.9
°F.
72.0
75-0
69.0
81.7
80.0
do
. . .do. . .
237.2
233-9
. . .do. . .
do
.do. .
78.0
79.0
73-4
77-o
89.0
Si.o
69.0
. . .do. . .
235-0
235-1
232.0
240.5
239.2
228.0
. . .do. . .
. . .do. . .
... do .
. . .do. . .
. . .do. . .
.do .
...do...
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
2O-2-22O
2O-4—22O
20-6-220
2O-8-22O
3O-2-22O
30-4-2 2O
30-6-220
3O-8-22O
4O-2-22O
4O-4-22O
40-6-220
5O-2-22O
5O-4-22O
50-6-220
6O-4-22O
6O-6—22O
May 8, '05
Apr. 24, '05
Apr. 26, '05
Mar. 24, '05
May 12, '05
Aug. 3, '05
July 10, '05
Aug. i, '05
May 17, '05
Aug. 7, '05
Aug. i, '05
May 19, '05
Aug. 4, '05
... .do
1 80
185
165
125
2IO
I2O
IOO
2OO
60
120
30
2
4
6
8
2
4
6
8
2
4
6
2
4
6
4
6
...do...
14.40
14.50
14.20
14.44
14.47
14.40
14.40
14.44
14.30
14.40
14.44
14.47
14.41
14.41
14.41
14.41
221.6
219.8
22O. I
2 2O. 6
220.5
22O.O
218.8
218.0
220.7
218.6
219-5
2 2O. 8
22O.O
22O.O
221 .O
22O.O
218.4
216.6
215.2
218.4
219.7
219. i
215.1
84.0
81.0
77-0
84.0
83.0
82.1
76.6
. . .do...
...do. ..
.. .do. . .
...do. ..
...do. ..
. . .do. . .
. .do .
...do. ..
217.7
212.8
80.0
85.0
. do. .
do .
...do...
218.0
88.0
83-0
. . .do. . .
. . .do.. .
do ...
do .
... do ...
do .
29
30
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
45
2O-2-2OO
2O-4-2OO
2O-6-2OO
20-8-2OO
3O-2-2OO
3O-4—2OO
3O-6-2OO
3O-8-2OO
40-2-200
40-4—200
4O-6-2OO
4O-8-2OO
50-2-200
5O-4-2OO
50-6-200
6O-4-2OO
6O-6-2OO
May 10, '05
Apr. 7, '05
Apr. i, '04
Mar. 27, '05
Apr. 10, '05
Apr. 6, '04
June i, '05
Aug. i, '05
May 23, '05
Feb. 22, '05
Apr. 28, '05
Aug. i, '05
July 8, '05
Apr. 5, '05
Aug. 4, '05
do. ...
210
2IO
175
150
2IO
190
150
1 80
I65
H5
IOO
1 20
2
4
6
8
2
4
6
8
2
4
6
8
2
4
6
4
6
. . .do. . .
14.40
14-37
14.46
14.40
14.20
14.40
14.40
14.44
14.50
14.50
14.20
14.44
14.40
14.30
14.41
14.41
14.41
2OO. 2
199.6
199.7
200.3
199.4
2OO.O
199.4
200.0
2OO.4
2OI .6
199.4
199-5
200.5
2OO.6
202.0
2OO.O
201 .0
196.9
196.9
90.0
75-o
78.4
83.0
84.0
75-o
84.0
.. .do. . .
. . .do. . .
. .do
195.6
2OO.2
199-3
196.7
. . .do. ..
. . .do. . .
... do .
. do
. . .do. . .
195-9
87.0
78.0
86.0
. . .do. . .
. . .do. . .
194.4
. ..do.. .
.. .do. . .
197.8
196. 2
84.0
79-o
. . .do . .
. . .do. . .
. . .do.. .
do
...do. ..
46
47
20-2-180
20-4-180
Feb. 17, '04
Feb. 15, '04
240
240
2
4
. ..do.. .
14.60
14-54
183.0
181.6
181.2
179.0
74-o
73-0
...do....
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 7. — General conditions — Continued.
Designation of tests.
Dura-
tion
of
test.
Re-
verse
lever
notch
from
center
for-
ward.
Position of
throttle.
Baro-
meter
pres-
sure.
Boiler
pres-
sure,
by gage.
Dry-
pipe
pres-
sure,
by gage.
Tem-
pera-
ture
of lab-
ora-
tory.
Number.
Laboratory
symbol.
Date.
1
2
3
4
5
6
7
8
9
10
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
2O-6-I80
20-8-l8o
2O-IO-I8O
30-2-180
30-4-180
30-6-180
30-8-180
30-10-180
40-2-180
40-4-180
40-6-180
40-8-180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-180
60-4-180
60-6-180
Mar. 1 6, '04
Mar. 18, '04
Aug. i, '05
Feb. 19, '04
Mar. 28, '04
Mar. 23, '04
Jan. 20, '04
Aug. i, '05
Feb. 26, '04
Feb. 24, '04
Dec. 6, '04
Apr. ii, '04
Aug. i, '05
Feb. 29, '04
Feb. 22, '04
Mar. 2, '04
Aug. 4, '05
Aug. 4, '05
Aug. 4, '05
Min.
2IO
155
240
22O
150
IOO
22O
2 2O
105
85
120
"5
60
6
8
10
2
4
6
8
10
2
4
6
8
10
2
4
6
8
4
6
Wide open
.. .do. ..
Lbs.
*4-54
14-45
14.44
14.18
14.47
14.58
14-43
14.44
14.50
I4-5I
H-45
14.22
14.44
14.29
14.48
I4-3I
14.41
14.41
14.41
Lbs.
iSo.O
180.3
l8l.O
181.6
178.6
170.0
179-4
180.3
182.3
181.1
179.8
177.7
180.0
182.3
181.3
180.7
179.0
180.0
180.0
Lbs.
176.5
177.7
°F.
...do...
. ..do. . .
178.6
178.9
170.0
175-5
79-0
74-0
81.0
78.0
.. .do. . .
...do. ..
. ..do. . .
...do...
...do. ..
178.9
178.8
176.2
177-4
74-o
74-0
80.0
75-o
. . .do. . .
...do .
...do...
. . .do. ..
...do. .
181.6
176.7
175-5
75-0
77-0
. . .do. . .
. . .do.. .
...do. .
...do...
... do . .
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
2O-6-l6o
2O-8-I6O
2O-IO-l6o
30-4—160
30-6-160
30-8-160
30-10-160
30-I2-I60
40-4-160
40-6-160
40-8-160
40-10-160
50-4-160
50-6-160
50-8-160
60-4-160
60-6-160
July 19, '05
July 27, '05
Mar. 30, '04
Aug. i, '05
July 6, '05
July 18, '05
Apr. 1 8, '04
Dec. 1 6, '04
Aug. i, '05
Apr. 12, '05
Apr. 19, '05
Apr. 13, '04
Aug. i, '05
July 28, '05
Apr. 17, '05
Aug. 4, '05
Aug. 4, '05
Aug. 4, '05
2IO
210
185
210
2IO
145
2IO
170
110
75
1 20
4
6
8
10
4
6
8
10
12
4
6
8
10
4
6
8
4
6
. . .do. .
14.44
14.40
14.29
14.44
14-35
14-45
14.40
14.40
14.44
14.30
14.40
H-45
14.44
H-37
14.40
14.41
14.41
14.41
160.2
160.2
159-3
161 .0
160.7
159-7
l62 . 2
157-7
160.0
161 .0
160.6
161 . i
159-5
159-8
160.0
159-0
160.0
159-5
159-1
158-5
157-3
91 -5
86.0
74.0
.. .do. ..
.. .do. . .
...do. ..
. ..do
160.3
158-6
159-9
87.0
97-0
80.0
. . . do .
...do.. .
. . .do...
...do. ..
.. .do...
156.9
154-7
158.0
77-0
80.0
69.0
. ..do. ..
...do...
.. .do. . .
. . .do. ..
158.4
155-6
83.0
77-0
. ..do. . .
...do...
.. .do. . .
...do...
85
86
87
88
89
90
91
92
93
94
95
96
97
20-4-120
20-8-120
2O-I2-I2O
3O-4—I2O
30-8-120
3O-I4-I2O
40-4-1 2O
4O-8-I2O
4O-I2-I2O
50-4-120
5O-8-I2O
5O-II-I2O
6O-8-I2O
July 7, '05
July 3, '05
July ii, '05
July 20, '05
July 5, '05
July 12, '05
July 21, '05
July 14, '05
July 13, '05
July 22, '05
July 25, '05
Aug. 7, '05
Aug. 4, '05
2IO
2IO
200
2IO
2IO
120
2IO
I9O
1 2O
I 2O
I 2O
40
4
8
12
4
8
14
4
8
12
4
8
ii
8
. . .do. . .
14-33
14.20
14.30
14-43
14.30
14.40
14.40
14.50
14.44
14.40
14.50
14.40
14.41
120.4
121.3
I2O.O
120.5
120-4
120. I
120.3
120.5
119.9
II9.9
120.3
120. I
I2O.O
117.9
118.0
115-6
119. i
117.4
"4-3
117.4
117.1
119. i
118.6
117.8
IIO.O
80.0
90.0
83-0
90-5
86.0
86.0
83.0
87.0
85.0
84.0
80.0
88.0
. ..do. ..
... do . .
.. .do. . .
. . .do. . .
.. .do. . .
...do. . .
.. .do. . .
. . .do. . .
.. .do.. .
. . .do. . .
.. .do. . .
. do
HIGH STEAM-PRSSSURES IN LOCOMOTIVE SERVICED.
8. — Speed, water and steam.
Designation
of tests.
Speed.
Water and steam.
Miles
Tern
Wa-
Water
Steam
Quality
IL>
£
Labora-
tory
symbol.
Total
revolu-
tions.
Revolu-
tions
per
minute.
equiva-
lent to
total
revolu-
Miles
per
hour.
ture
of
feed
Water
deliv-
ered to
boiler.
ter
lost
from
boil-
Steam
sup-
plied to
engine.
evapo-
rated
by
boiler
sup-
plied to
engine
per
of
steam
in
dome,
1
tions.
wa,-
ter.
er.
per
hour.
hour.
dry.
1
a
11
12
13
14
15
16
17
18
19
20
31
°F.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
P. ct.
I
20-2-240
17, 009
94-49
58.19
19.40
83-0
22, 330
525
21, 805
7,443
7,268
98.90
ia
20-2-240 15, 007
97.27
51-57
19.96
82.0
2O, OI2
7,746
98.92
2
20-4-240 ii, 727
97.72
40. 2O
2O. 10
69.6
2O, 172
308
19, 864
10, 086 9, 932
98.90
3
2O-6-24O 12, 137
97 09
41,52
19.92
60.5
23, 500
68 23,432
ii, 280
II, 247
99.16
3a
20—6—240^4, 499
96.66
49.60
19.84
85-3
30, 083
12,033
98.93
4
20-8-240
97.00
19 .90
5
30-2-240
17,538
146.15
59-99
29-99
86.b
19,331
406
18,925
9,665
9,462
98.91
5a
30-2-240
24, 018
I45-56
84.74
30.81
94-o
30, 2 I I
10, 986
98.65
6
30-4-240
20, 441
146.00
69-93
30.00
61.5
26, 912
77
26, 835
n,534
II, 500
98.76
7
30-6-240
i33-8o
27.46
8
40-2-240
32, 086
194.46
109.76
39-91
80.6
28,616
586
28, 030
10, 405
10, 192
98.97
9
40-4-240
22,383 194.63
76.57
39-95
61.1
25, 959
63 25, 896
13,544
13, 511
98.74
10
40-6-240
.... 207 . oo
42.47
ii
50-2-240
14,903248.38
50.96
50.96
82.3
ii, 777
150
II, 627
",777
ii, 627
98.93
12
50-4-240
— [243.60
50.00
13
2O-2-22O
!7,434
96.83
59-64
19.88
75-2
22,376
1176
21, 2OO
7,458
7, 066
98.99
'4
2O-4-22O
18,051
97-57
6i-75
20.03
76.8
28, 197
771
27,276
9, H5
8,846
98.99
15
2O-6-22O
16, 069
97-39
54-97
19.99
81.5
31, 578
1305
30, 273
11,483
1 1 , 008
99.18
16
2O-8-22O
12, 225
97.80
41.82
20.07
83-4
29,555
830
28,725
14, 186
13,78899.01
17
3O-2-22O
30, 665
146.05
104.95
29.97
66.0
30, 842
1015
29,827
8,812
8,52298.95
18
30-4-220
17,538
146.15
59-99
29.99
73-2
2i,539
98
21,441
10, 769
10, 720
99. II
19
3O-6-22O
14, 626
146. 26
50.03
30.02
71.5
22, 158
21,987
13,294
13- 192
98.89
20
3O-8-22O
152.00
31.20
21
40-2-220
39, 059
I95-29
133.62
40.08
63-4
32, H6
466
31,680
9,644
9,505
98.90
22
4O-4-22O
11,683
194.71
39-97
39-97
75-3
12, IO7
49
12,058
12, IO7
12,058
98.95
23
40-6-220
196.00
40.22
24
5O-2-22O
29, 210
243-4I
99.92
49.96
65'o
20, 2l8
298
19,920
10, 109
9, 960
98.87
25
5O-4-22O
7,303
243-43
24.98
49.96
73-8
6,793
23
6,770
13,586
13,54°
98.90
26
5O-6-22O
243.60
50.00
27
6O-4-22O
292 .30
60.00
28
60-6-220
292.30
60.00
29
2O-2-2OO
20, 389
97.09
69.75
19.91
80.8
23, 038
885
22, 153
6,582
6,329
99-13
30
2O-4-2OO
•20, 364
96.97
69.66
19.90
80.5
28, 164
1740
26, 424
8,046
7,549
99.07
31
2O-6-2OO
17,067
97-52
58.38
20.02162 .0
28, 601
81
28, 520
9, 806
9,778
98.92
32
2O-8-2OC
14,587
97-25
49.80
19.92
82.8
31,500
392
31, 108
12, 600
12,443
99-15
33
3O-2-2OO
30, 683
146. ii
104.96
29.97
77-4
27, 069
1637
25,432
7,734
7,266
99-20
34
3O-4-2OO
27,776
146. 19
95.02 30.01)67.6
29, 965
87
29,878
9,462
9,434
98.97
35
30-6-200
21, 922
146. 14
74-99
29.99
67 .0
30, 699
234
30, 465
12, 279
12, 186
99.02
36
30-8-2OO
i 49 . oo
30.58
37
4O-2-2OO
35,062
194.78
119.94
39.98
64.2
25,098
368
24, 730
8,' 366
8,' 243
99.02
38
4O-4-2OO
32, 152
194.85
109.90
39-90
80.0
30, 969
516
30, 453
ii, 261
11,073
99.17
39
4O-6-200
22, 388
194.67
76.59
39-96
83-8
28,681
341
28, 340
14, 964
14, 786
99.08
40
40-8-200
196.00
40. 22
41
5O-2—2OO
24, 338
243-38
83 . 26
49-95
71.9
14, 288
170
14, 118
8,572
8,471
99.02
42
5O-4—2OO
29, 262
243-85
IOO. IO
50.05
81.5
24, 881
936
23, 945
12, 440
11,972
99.08
43
50-6-200
243 . 60
50.00
44
6O-4-2OO
292.30
60.00
45
6o—6—2OO
292.30
....
60.00
46
20-2-180
23- 458
97-74
80.25
20.06
54-o
22, 2O2
I O2 22, IOO
5, 550
5,525
98.87
47
20-4-180
23,482
97.84
80.86
20.08
53-2
28,318
IOO
28, 218
7,079
7,054
99.90
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
93
TABLE 8. — Speed, water, and steam — Continued.
Designation
of tests.
Speed.
Water and steam.
Miles
Tem-
Wa-
Water
Steam
Qual-
^i
V
,n
6
Labora-
tory
symbol.
Total
revolu-
tions.
Revolu-
lutions
per
minute.
eauiva-
lent to
total
revolu-
Miles
per
hour.
p3ra-
ture
of
feed
wa-
Water
deliv-
ered to
boiler.
ter
lost
from
boil-
Steam
sup-
plied to
engine.
evapo-
rated
by
boiler
per
sup-
plied to
engine
per
ity of
steam
in
dome,
P
£
tions.
ter.
er.
hour.
hour.
dry.
1
2
11
12
13
14
15
16
17
18
19
2O
21
°F
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
P. cl.
48
2O-6-l8o
20,515
97.69
70.18
20.05
60. 1
29, 834
87
29. 747
8, 524
8,499
99-19
49
20-8-180
15. <37
97-66
51-78
2O.O2
60.7
27, 666
65
27, 601
10, 709
10, 668
99-11
SO
2O—IO—l8o
98.00
2O. 1 1
\j
51
30-2-180
35.223
146.76
120.50
30.12
51-3
25, I3i
IOI
25, 030
6, 282
6, 257
99.00
52
30-4-180
3i.982
145-37
109.35
29.82
63-9
29. 754
91
29, 663
8, 115
8, 090
98.94
53
30-6-180
2 1 , 9OO
146 .00
74-94
29.97
60.7
24. 273
59
24,214
9, "09
9,685
99-03
54
30-8-180
14, 676
146.76
50.20
30.12
59-i
22, 762
350
22, 412
13, 657
13,447
99.06
55
30-10-180
i 49 . oo
30.58
56
40-2-180
42, 884
194.92
146.71
40.02
54-4
24, 696
93
24, 603
6,' 736
6, 711
99.02
57
40-4-180
42,927
195.12
146.85
40.58
53-0
34. 192
93
34,098
9.326
9,30i
98.95
58
40-6-180
20, 333
193-64
69-56
39-75
55-0
21, 996
294
2 1 , 7O2
12,563
12, 4OI
98.96
59
40-8-180
16, 722 196.72
57-20
40.39
60.0
22,357
27
22, 330
15,788
15,771
99-io
60
40-10-180
196.00
40. 22
61
50-2-180
29, 224
243-55
99-97
49-99
54-o
14.316
50
14, 266
7, 158
7, 133
99.17
62
50-4-180
27,919
242.77
95-51
49-85
50.6
19, 270
50
19, 22O
10,057
10, 032
99-°5
63
50-6-180
14, 824
247.06
50.71
50.71
59-3
i3. 791
25
13. 766
i3,79i
13,766
99.04
64
50-8-180
243 • 60
50.00
6s
60—4—180
2Q2 . 3O
60.00
^\J
66
60-6- I 80
292.30
60.00
67
20-4-160
20, 442
97-34
69-93
19.98
73-3
21,643
105
21,538
6, 183
6, 153
99-32
68
20-6-l6o
20, 474
97-49
70.04
20. 01
72.6
27,416
1 08
27, 308
7,833
7, 802
99-33
69
2O-8-l6o
18, 018
97-39
6 1 .64
19.99
62.3
29,312
69
29, 243
9,517
9,494
99.07
7O
2O—IO—l6o
98 oo
20. 1 1
/
7i
30-4-160
30,651
145-96
104.85
29-95
71-3
25, 693
103
25, 590
7,340
7,3"
99-23
72
30-6-160
30, 683
146. II
104.96 29.99
72-7
34. 077
107
33.970
9,736
9,705
99-29
73
30-8-160
21,231
146.42
72.60
30.02
56-7
28, 922
59
28, 863
11,968
1 1 , 947
99-13
74.
30—10—160
146 20
^o oo
/ T"
75
30-12-160
150.00
30.78
76
40—4—160
41, 006
195-27
140.28
40.08
75-9
30, 692
1533
29. 429
8,846
8,408
99-30
77
40-6-160
33.096
194.68
113.22
39-96
76.8
32,615
1037
3L578
ii, 5Ji
ii, 145
99.40
78
40-8-160
21,544
195.85
73-70
40.20
60.0
26, 405
4i
26, 364
14. 403
14, 380
99.00
79
40-10-160
192.00
39-40
80
50-4-160
18, 271
243.61
62.50
50.00
73-5
i i , 460
"38
1 1 , 42 I
9, 168
9,137
99-31
81
50-6-160
29, 263
243-86
IOO. II
50.05
69.0
25. 665
800
24, 865
12,832
12,432
99.27
82
50-8-160
242.60
50.00
....
83
60-4-160
292.30
60.00
....
....
84
60-6-160
292.30
60.00
85
20-4-120
20, 439
97-33
69.92
19.98
72.7
15.299
70
15,229
4.371
4,351
99-34
86
2O-8-I2O
20, 387
97.08
69-74
19.92
71.4
25, 200
70
25, 130
7, 200
7, 180
99-43
87
20-1 2-1 2O
19, 408
97.04
66.39
19.91
70.934,439
66
34. 373
10,331
10,312
99-32
88
30-4-1 20
30, 692
146-15
104.99
29.99
74-3
1 8, 405
70
i8,335
5.258
5,238
99-44
89
30-8-120
30, 755
146.45
105-85
30.05
72.0
31.354
70
31,284
8,959
8,939
99.28
90
3O-I4-I2O
17.497
i45-8i
59-86
29.93
70.6
31,208
40
31, 168
15.604
15,584
99-37
9i
4O-4-I2O
40, 957
195-03
140. 10
40.03
74-3
I9.5i6
70
19, 446
5.576
5,556
99-45
92
4O-8-I2O
37, 052
195.01
126.75
40.02
71-5
33,955
70
33, 885
10, 722
10, 702
99.28
93
4O-I2-I2O
23, 446
I95-38
80.20
40. 10
70.5
31,700
40
31,660
15,850
15,830
99-43
94
50-4-1 20
29, 246
243-7I
100.05
50.02
74-5
11,955
40
", 9*5
5,977
5,957
99-47
95
50-8-120
29,214
243-45
99-94
49-97
73-2
24, 088
40
24, 048
12, 044
12, O24
99.27
96
5O-I I-I2O
9.844
246. 10
33.67
50-51
73-4
10,779
13
10, 766
16, 168
16, 149
99-39
97
6O-8-I2O
292.30
60.00
94
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 9. — Coal.
Designation of
tests.
Coal.
Number.
Laboratory
symbol.
Kind of coal.
Dry
coal
fired.
Dry
ash.
Dry
coal
min-
us
dry
ash.
Com-
bus-
tible
by
anal-
ysis.
Dry
coal
fired
per
hour.
Dry
coal
per
sq. ft.
of
grate
sur-
face
per
hour.
Dry
coal
per
sq.ft
heat-
ing-
sur-
face
per
hour.
Coal
per
mile
run.
_c
fl
3"
°c
*2
•o
0
31
Sparks
from
stack
per
hour.
1
2
2 2
23
24
V6
26
27
28
29
30
32
I
ia
2
3
3«
4
5
5a
6
7
8
9
10
1 1
12
20-2-240
20-2-240
20—4—240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
30-6-240
40-2-240
40-4-240
40-6-240
50-2-240
50-4-240
Youfhiogheny ....
Lbs.
2818
2524
2597
Lbs.
260
247
T73
Lbs.
2558
2277
2424
Lbs.
2562
2271
2410
Lbs.
939
977
1298
Lbs.
55-2
57-4
76.2
L6*.
O./I
0.74
0.98
Lbs.
48.4
64.6
64.4
Lbs.
70
85
87
Lbs.
35-0
40.9
50.9
do
. . .do
Big Four "I"
Youghio°rheny ....
4*34
337
3797
3684
1654
97-3
I .25
83-3
167
78.0
Youghiogheny ....
2448
4391
202
380
2246
4010
2252
3969
1224
1596
72.0
93-9
0.92
I . 2O
40.8
50.6
202
208
23-8
54-6
do
Bi^ Four "H" . . . .
....
Youghio°rheny . .
3866
435
3431
3566
1405
82.6
I .06
35-2
IO7
37-2
Big Four "H" . . . .
Youghioghenv
H59
67
1392
1339
H59
85-8
I . 10
28.6
..
81
41.1
13
H
15
16
i?
18
19
20
21
22
23
24
25
26
27
28
2O— 2— 22O
2O-4-22O
2O-6— 22O
2O-8-22O
3O-2—22O
3O-4-22O
3O-6-22O
3O-8-22O
4O-2-22O
4O-4-22O
4O-6—22O
5O-2-22O
5O-4-22O
5O-6-220
60-4-2 2O
6O-6-22O
Youghiogheny
2502
3357
4306
4274
3832
2940
3116
203
35i
349
244
281
177
195
2299
3006
3957
4030
355i
2763
2921
2300
3110
3934
3926
3552
2690
2851
834
1088
1565
2077
1094
1470
1869
49-o
64.0
92 .0
122 .2
64-3
86.5
109.9
0.63
0.82
1.18
i-57
0.83
i . ii
i-43
41.9
54-6
78-3
103-5
35-8
49-°
62 .2
56
85
121
198
92
IOO
116
18.7
54-4
117.1
24-5
52-3
126.7
do
do
. do
do
do
do
Youghiogheny
4052
1604
304
95
3748
1509
3755
H59
1215
1604
71-5
94-3
0.92
I . 21
30-3
40. I
135
63
43-5
56.0
do
Youghiogheny. . . .
2614
1005
213
43
2401
962
2403
919
1307
2OIO
76.9
118.2
0.98
1-52
26.1
4O. 2
98
57
80.8
121 . I
do
29
3°
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
4S
2O-2-2OO
2O-4-2OO
2O-6-2OO
2O-8-2OO
3O-2-2OO
3O-4-2OO
30-6-2OO
3O-8-2OO
4O-2-2OO
40-4-200
4O-6-2OO
40-8-200
5O-2-2OO
50-4-200
50-6-200
6O-4-2OO
6O-6-2OO
Youghiogheny ....
do
2712
3534
177
345
2535
3189
2499
3255
774
1010
45-5
59-4
0.58
0.76
38.8
50-7
53
81
II .2
31-4
Big Four "I"
Youghiogheny
4157
3274
268
275
3889
2999
3866
3032
1663
935
97-8
55-o
1-25
0.70
83-4
31.2
158
65
60.8
14-3
do
Big Four "I" ... .
Youghiogheny
4164
3"
3853
3816
1665
98.0
1-25
55-5
150
63-7
Youghiogheny
3091
4055
4029
225
213
278
2866
3842
375i
2827
3733
3735
1030
H74
2102
60.6
86.7
123-6
0-79
i . ii
1-59
25-7
36-8
52.6
85
105
135
24-5
72.6
I23.I
do
do
Youghiogheny
do
1772
3153
164
239
1608
2914
1635
2906
1063
1576
62.5
92.7
0.80
i . ii
21 .O
3*-S
68
121
28.2
72-7
46
47
2O-2-I8O
20-4-180
Big Four "F"
do
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 9. — Coal — Continued.
95
Designation of
tests.
Coal.
H Number.
Laboratory
symbol.
Kind of coal.
Dry
coal
fired.
Dry
ash.
24
Dry
coal
min-
us
dry
ash.
Com-
bus-
tible
by
anal-
ysis.
Dry
coal
rired
per
bour.
Dry
coal
per
sq. ft.
of
grate
sur-
face
per
hour.
Dry
coal
per
sq. ft.
heat-
ing
sur-
face
per
hour.
Coal
per
mile
run.
_c
IN
a <v
CI-M
« o
v£
•o
§
0
Sparks
from
stack
per.
hour.
2
33
33
25
36
M
28
29
30
31
33
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
20-6-l8o
20-8-l8o
2O-IO-l8o
30-2-180
30-4-180
30-6-180
30-8-180
30-10-180
40-2-180
40-4-180
40-6-180
40-8-180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-l8o
60-4-180
60-6-180
Big Four "H" . . . .
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
. . .do
Big Four "G"
Big Four "I"
do
Linton run of mine.
Big Four "G"
do
Linton run of mine
Big Four "H" . . . .
Big Four "G". . . .
. . do
do ....
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
2O-6-l6o
20-8-160
2O-IO-I6O
30-4-160
30-6-160
30-8-160
3O-IO-l6o
30-12-160
40-4-160
40-6-160
40-8-160
40-10-160
50-4-160
50-6-160
50-8-160
60-4-160
60-6-160
Youghiogheny
2531
3352
191
238
2340
3"4
2306
3090
723
957
42-5
56-3
0-54
0.72
36.19
47-8
58
77
12.51
13.21
do
Big Four "I" . .
Youghiogheny
3089
4100
276
332
2814
3768
2815
3719
882
1171
51-9
68.9
o 66
0.88
29.13
39-o
74
107
I3-05
29.13
do
Big Four "H" . . . .
Youghiogheny
3775
4223
288
295
3487
3928
3505
3848
1078
1490
63-4
87.6
0.81
I . 12
26.8
37-3
80
117
24.7
44-4
do
Big Four "H" .
Youghiogheny
1393
3444
75
237
1318
3207
1281
3187
1114
1722
65-5
101.3
0.84
1.30
22.3
34-4
48
105
23.22
77-9
do
85
86
87
88
89
90
9i
92
93
94
95
96
97
20-4-120
20-8-1 20
2O-I2-I2O
30-4-1 2O
30-8-120
3O-I4-I2O
4O-4-I2O
4O-8-I2O
4O-I2-I2O
50-4-120
50-8-120
5O-II-I2O
60- 8- i 20
Youghiogheny
1873
3"9
4327
2107
3785
4412
2271
4190
4563
1366
3137
1512
164
300
289
150
333
258
179
275
275
90
241
68
1709
2819
4038
1957
3452
4154
2092
3915
4288
1276
2896
1444
1707
2838
3942
1943
3441
4051
2071
3753
4122
1249
2886
i39i
535
891
1299
602
1081
2206
648
1323
2281
683
1568
2268
31-4
52.4
76.4
35-4
63-6
130-7
38.2
77.8
134-2
40-5
92-3
133-4
o .40
o .67
0.98
0.45
0.82
1.68
0.49
i .00
1.72
0.52
1.18
1.71
3i-4
44-7
65-3
20. i
36.0
74-3
16.2
33-3
56.9
13-7
3i-4
44-9
32
88
139
3i
88
170
4i
"7
153
33
94
86
13-07
12. O
34-2
9-i
54-i
194-5
45-5
32-9
219.7
15-5
63-6
173.0
. . do
do
do
. . do
. . do
do
do
. . . .do
. . do
do
do
96
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 10. — Draft and boiler performance.
Designation of
tests.
Draft.
Boiler performance.
Number.
Laboratory
symbol.
Front
of dia-
phr-
agm,
inches
of
water.
Back
of dia
phr-
agm,
inches
of
water.
In fire
box,
inches
of
water
Smok(
box,
tem-
per -
ture
of.
Water
• evapo-
rated
per sq.
ft. heat
ing-sur
face pel
hour.
Water
evapo-
rated
per
pound
of d:y
coal.
Equiva-
lent
evapora-
tion per
hour.
Equiva-
lent
evapora-
tion per
sq. ft.
heating-
surface
per hour
Equiva-
lent
evapora-
tion per
sq. ft.
grate sur
face per
hour.
Equiv-
alent
evapo-
rated
per
pound
of dry
coat.
1
%
33
34
35
36
37
38
39
40
41
42
I
ia
2
3
3a
4
5
5«
6
7
8
9
10
ii
12
20-2-240
20-2-240
20-4-240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
30-6-240
40-2-240
40-4-240
40-6-240
50-2-240
50-4-240
2-3
2. 2
3-6
4-5
4.0
1.6
1.6
2.4
2.6
2.7
0.9
i-7
i-3
i-7
1.8
635
743
745
730
Lbs.
5-63
5-86
7-63
8-53
9. 10
Lbs.
7.90
7.90
7.78
7.27
Lbs.
8,838
9. 189
12,095
13.648
H. 230
Lbs.
6.68
6.90
9-15
10.31
10.76
Lbs.
5I9-9
540.5
712.0
802.3
837.0
Lbs.
9.40
9.40
9-32
8.60
3-4
3-5
4-4
2.4
2.4
2.7
1.4
1.8
i-5
698
759
9-3i
8.31
8.72
7.89
6.88
11,427
12,893
13.913
8.64
9-75
io 52
672.2
758.0
818.4
9-33
8.08
3-7
5-6
2.7
3-i
1.8
2-3
809
9.87
10.25
7.42
12,369
16,385
9-35
12.39
727.6
963.8
8-79
4.1
2.9
2.O
8.91
8.07
'3.977
10.57
822.0
9-57
13
H
15
16
17
18
19
20
21
22
23
24
25
26
27
28
20-2-220
2O-4-22O
2O-6-22O
2O-8-22O
3O-2-22O
30-4-22O
3O-6-22O
3O-8-22O
4O-2-22O
4O-4-22O
4O-6-22O
5O-2-22O
50-4-220
5O-6-22O
60-4-2 2O
6O-6-22O
2. I
2-9
4-3
6.0
2-7
3-9
5-6
1.6
2.0
3-i
4.1
1.9
2.8
3.8
I . 2
I . I
2 . I
2.2
1.4
1.8
2-3
682
703
764
806
743
813
5-64
6.92
8.69
10.73
6.67
8.15
10.06
8.47
8.40
7-33
6.82
8.05
7-32
7.11
8,888
10, 882
13,612
16, 790
10,583
12, 9OI
15,880
6.72
8.23
io. 29
12.70
8.00
9-75
12. OI
522.8
640.0
800.0
987.7
622.0
758.8
934-0
10.65
IO.OO
8.69
8.08
9-75
8-77
8.49
3-2
4.8
2.3
3-4
1.6
2.O
716
786
7-30
9. 16
7-93
7-54
II, 602
14, 487
8-77
10.95
682.0
852.0
9-54
9-03
3-4
5-8
2.6
3-9
2. I
1-7
728
810
7.64
10.29
7-73
6-75
12, 144
1 6, 205
9-l8
12.25
714.0
953-0
9.29
8.06
29
30
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
45
2O-2-2OO
2O-4-2OO
2O-6-2OO
2O-8-2OO
3O-2-2OO
3O-4-2OO
30-6-200
30-8-2OO
4O-2-2OO
4O-4-2OO
4O-6-2OO
40-8-20O
5O-2-2OO
50-4-2OO
5O-6-2OO
60—4—200
6O-6-2OO
i-7
2-5
3-4
5-i
2 .2
3-0
4-9
1.2
1.8
2 . I
3-5
1.6
i-9
3-5
0.9
i-3
1.6
2-3
0.5
1.4
2-5
682
685
780
673
682
788
4.98
6.09
7.42
9-53
5-85
7.16
9.29
8.50
7.96
7-58
8.26
7-37
7.796
9.528
ii, 801
14. 903
9, 192
".313
14, 708
5.89
7 .20
8.92
ii .27
6.96
8.56
II . 12
458.0
560.0
694.0
876.6
540.0
665.0
865.0
10.07
9-43
8.96
9.82
8*83
2-5
4.2
6.6
i-9
3-0
4-5
i'.8
3-o
676
833
6-33
8.52
11.31
8. ii
7-63
7.12
10, 046
13. 362
17, 690
7-59
10. 10
13-38
59i-o
786.0
i 040 . o
9-75
9.06
8.41
2.6
4.8
1.9
3-4
i-4
2.2
687
768
6.48
9.41
8.08
7.89
io, 255
14.725
7-75
11.13
603.2
866.7
9.64
9-34
^ -
46
47
2O-2-I8O
20-4-180
1.4
2.0
I .0
i-3
0.7
1-7
595
628
4.20
5-35
6,705
8,556
5-07
6-47
393-0
502.5
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 10. — Draft and boiler performance — Continued.
97
Designation of
tests.
Draft.
Boiler performance.
Number.
Laboratory
symbol.
Front
of dia-
phr-
agm,
inches
of
water.
Back
of dia-
phr-
agm,
inches
of
water.
In fire-
box,
inches
of
water.
Smoke
box,
tem-
per-
ature
of.
Water
evapo-
rated
per sq.
ft. heat-
ing-sur-
face per
hour.
Water
evapo-
rated
per
pound
of coal.
Equiva-
lent
evapora-
tion per
hour.
Equiva-
lent
evapora-
tion per
sq. ft.
heating-
surface
per hour.
Equiva-
lent
evapora-
tion per
sq. ft.
grate
surface
per hour.
Equiva-
lent
evapo-
rated
per
pound
of dry
coal.
1
2
33
34
35
36
37
38
39
40
41
42
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
20-6-180
20-8-180
2O-IO-l8o
30-2-180
30-4-180
30-6-180
30-8-180
3O-IO-I80
40-2-180
40-4-180
40-6-180
40-8-180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-180
60-4-180
60-6-180
2.8
3-9
i-7
2-3
i-3
«.?
673
7I8
Lbs.
6-45
8.10
Lbs.
Lbs.
10256
12878
Lbs.
7-75
9-74
Lbs.
603 . 3
758.0
Lbs.
i-7
2-5
3-6
5-8
i . i
1.6
2-3
3-3
0-7
I .2
2.O
2. 1
654
639
688
762
4-75
6. 14
7-34
10.33
7611
9720
11651
16424
5-76
7-35
8.81
12.42
447-7
571-7
686.3
966 .4
1.8
3-0
5-2
7-6
1 .2
1.9
3-2
4-7
0.8
1.6
2.0
2-9
636
687
750
831
5.10
7-05
9-5i
11.94
8107
11272
I5I7I
18962
6.13
8-53
11.47
14-34
476.0
663.4
892.0
1115.0
1.8
3-5
5-5
I . 2
2-3
3-1
0.9
1.6
2.2
639
707
778
5-41
7.61
10.43
865 1
12186
16596
6-53
9.22
12.55
508.0
716.8
976.2
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
2O-6-I60
20-8-l6o
2O-IO-l6o
30-4-160
30-6-160
30-8-160
30-10-160
3O-I2-l6o
40-4-160
40-6-160
40-8-160
40-10-160
50-4-160
50-6-160
50-8-l6o
60-4-160
60-6-160
1.6
2.4
3-4
1.3
1.8
2. I
0.9
I . I
I .2
631
667
678
4.68
5-93
7.20
8-55
8.18
7348
93H
5-55
7.04
8.61
432.0
548.0
670.0
10. 16
9.72
2.O
3-4
4-9
1-4
2.4
2-9
I .0
1.8
1.8
662
707
763
5-55
7-36
9-05
8.31
8.3I
8735
"573
6.60
8-75
10.91
513-0
681.0
848.0
9-89
9.87
2-7
4-4
6.2
2.0
3-2
3-8
1-5
2. I
2-3
690
761
790
6.69
8.71
10.90
8.20
7.72
10493
13647
7-94
10.32
13.06
617.0
803.0
1016.0
9-73
9. 16
2-9
5-0
2. I
3-5
i-4
i-5
691
786
6-94
9.71
8.22
7-45
10892
15302
8.23
"•57
641 .0
900.0
9.76
8.88
85
86
87
88
89
90
9i
92
93
94
95
96
97
20-4-120
20-8-120
2O-I2-I2O
30-4-1 2O
3O-8-I2O
30-14-120
40-4-1 2O
4O-8-I2O
4O-I2-I2O
50-4-120
50-8-I2O
5O-II-I2O
60-8-120
0-9
2 .2
3-9
I .2
3-0
7-5
i-3
3-9
7-8
i-3
4-7
8.1
0.6
i-5
2-7
0.9
2. I
5-i
1 .0
2.8
5-2
I .0
3-4
5-7
0.5
I .2
i-5
0-7
0-9
2.6
0.7
1.4
2.8
0-7
2. I
3-6
58i
630
718
608
676
835
606
727
842
630
765
838
3-3i
5-45
7.81
3-98
6.78
11.80
4.22
8. ii
11.99
4-52
9.11
12.23
8.17
8.07
7-96
8-73
8.28
7.07
8.58
8.10
6-94
8-75
7.68
7.12
5171
8531
12235
6214
10571
18507
6591
12693
18794
7063
14230
19116
3-9i
6-45
9-25
4.70
7-99
13-99
4.98
9.60
14.20
5-34
10.76
14-45
304.0
501.0
719.0
364.0
621 .0
1088.0
387.0
746.0
1105.0
415.0
837.0
1124.0
9.67
9-56
9.41
10.32
9-77
8.38
10.15
9-59
8.27
10.34
9.07
8.41
!
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE ii. — Boiler performance.
Designation of tests.
Boiler performance (continued).
B. t. u. taken up by —
Boiler
Number
Laboratory
symbol.
horse-
power,
A.S.M.E.
standard
Each pound
of water
evaporated.
Boiler per
minute.
Boiler per
pound of
dry coal.
Boiler per
pound of
combustible.
Boiler per
100 B. t. u.
in coal.
1
2
43
44
45
46
47
48
I
20-2-240
1146.8
142, 260
9087
9991
63-77
256
ia
20-2-240
"45-7
147,909
9085
1OO93
63-75
266
2
20-4-240
1158.2
I94» 693
9013
9712
63-25
350
3
20-6-240
II68.6
219, 696
396
30
20-6-240
1142. 2
229, 068
8304
9319
58.25
412
4
20-8-240
5
30-2-240
II4I.9
183,948
9017
9801
63.28
331
50
30-2-240
"33-5
207, 543
7801
8629
54-73
373
6
30-4-240
1164.9
223,932
403
7
30-6-240
8
40-2-240
II47.I
198,941
8490
59-58
'358
9
40-4-240
II65-5
263, 753
475
10
40-6-240
ii
50-2-240
II46.I
224, 960
9241
IOO66
46-85
405
12
50-4-240
13
2O-2-22O
II5I.I 1 143,081
10290
III97
72.21 ; 257
H
2O-4-2 2O
"49-3
175. 172
9654
10425
67-75
3i5
15
2O-6-22O
i i 44 . 8
219, 107
8391
9184
58.88
395
16
20-8-220
1143.1
270,277
7804
8495
54-76
486
i?
3O-2-22O
"59-9
I70.350
9343
10079
65.56
307
18
30-4-220
"53-9
207, 113
8453
9238
59-32
374
19
3O-6-22O
"53-7
255.613
8235
9000
57-79
461
20
30-8-220
21
4O-2-22O
1162.3
186,828
9226
9955
64.74
'336
22
40-4-220
1150.2
233. 093
8720
9582
61 . 19
426
23
40-6-22O
24
5O-2-22O
1160.3
195.491
8975
9766
62.98
352
25
50-4-220
1152.0
260, 851
7788
8530
54-66
470
26
50-6-220
27
6O-4-22O
28
6O-6-22O
29
2O-2-2OO
i 144.0
125,496 9728
10555
68.27
226
30
2O-4-2OO
1143.8
153.383 9"7
9896
63-98
276
31
2O-6-2OO
1161 . i
189,978
342
32
20-8-200
1142.3
239, 887
'8658
9310
60.76
432
33
3O-2-2OO
1148.0
147.977
9482
10236
66.54
266
34
30-4-200
"54-9
192, 126
328
35
3O-6-2OO
1156.9
236,755
8547
9324
59-98
426
36
3O-8-2OO
37
4O—2—2OO
1159.8
161, 714
9413
10290
66.06
291
38
4O-4-2OO
"45-5
214,987
8709
9671
61 . 12
387
39
4O-6-2OO
1140.6
284, 465
8119
8758
56.97
512
40
40-8-200
4i
5O-2-2OO
1152.1
164,596
9309
10086
65-33
297
42
5O-4-2OO
"43-5
237,085
9024
9790
63-33
426
43
50-6-200
44
60-4-200
45
60-6-200
46
2O-2-I8O
1166.5
107 ,924
194
47
20-4-180
1167.3
137,731
248
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE,
ii. — Boiler performance — Continued .
99
Designation of tests.
Boiler performance (continued).
|3
B. t. u. taken up by —
Boiler
|
1
Laboratory
symbol.
Each pound
of water
evaporated.
Boiler per
minute.
Boiler per
pound of
dry coal.
Boiler per
pound of
combustible.
Boiler per
100 B t u
horse-
power,
A.S.M.E.
in coal.
standarc
l
2
43
44
45
46
47
48
48
20-6-lSo
1162.3
165, ioi
297
49
20-8-lSo
1161.3
207, 298
373
50
2O-IO-l8o
5i
30-2-180
1170.0
122, 512
220
52
30-4-180
1156.9
156,470
282
53
30-6-180
1159.0
187,549
338
54
30-8-180
1161 .4
264,357
476
55
3O-IO-l8o
56
40-2-180
1167.0
130,550
235
57
40-4- 1 80
1167.3
181, 540
326
58
40-6-180
1165.7
244, 209
439
59
40-8-180
i i 60 . 6
305, 254
549
60
40—10-180
61
50-2-180
Il67 .2
139, 254
250
62
50-4-180
II70.7
196, 164
353
63
50-6-180
II62.3
267, 148
481
64
50-8-180
65
60-4-180
66
60-6-180
67
20-4-160
II47.7
118, 281
9817
10773
68.89
212
68
2O-6-l6o
II48.5
149, 879
9426
10223
66. 14
269
69
20-8-l6o
II56.6
183,251
330
70
2O-IO-I6O
7i
30-4-160
U49-3
140, 605
9550
10477
67.01
253
72
30-6-160
1148. I
i 86, 302
9544
9839
66.97
335
73
30-8-160
II63.2
232, 019
417
74
3O-IO-l6o
75
30-12-160
76
40-4-160
H45.I
168, 914
9401
IOI25
65-97
303
77
40-6-160
II45.I
219, 687
8845
9706
62.07
396
78
40-8-160
"58.3
278, 044
500
79
40-10-160
80
50-4-160
II47.4
175,328
943 i
I025I
66.18
315
81
50-6-160
II5I-7
246,310
8582
9271
60.22
443
82
50-8-160
83
60-4-160
84
60-6-160
85
20-4-1 20
II42.7
83, 245
9335
10241
65-50
150
86
2O-8-I2O
II44.4
137,331
9235
10148
64.81
247
87
2O-I2-I2O
II43.8
196,950
9!05
9994
63-89
354
88
3O—4—I2O
1141 .6
100, 049
9985
10830
70.07
1 80
89
30-8-1 20
1142.3
170,543
9468
10414
66.44
306
90
3O-I4-I2O
"45-5
297, 898
8092
8882
56.79
536
9i
40—4—1 2O
1141 .6
1 06, 096
9810
10756
68.84
190
92
40-8-120
"43-3
204,319
9264
10695
65.01
368
93
4O-I2-I2O
1145.2
302, 523
7956
8840
55-83
544
94
50-4-1 20
ii4i-3
113,692
9987
10922
70.08
204
95
50-8-120
1141 . i
229, 056
8763
! 9525
61.49
412
96
5O-II-I2O
1141.9
307, 7°7
8140
8848
57^2
1 554
97
• 60-8-1 20
..-.••-,
... •;•.•...
, .- • • :
100 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 12. — Chemical results.
Designation of tests.
Chemical results.
Number.
Laboratory
symbol.
Composition of flue gases.
Air used
per pound
of
carbon.
Excess
air.
B. t. u.
per pound
of coal.
CO,
°,
CO
N2
1
3
49
50
51
52
53
54
55
I
10
2
3
3a
4
5
5a
6
7
8
9
10
ii
12
20-2-240
20-2-240
20-4-240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
30-6-240
40-2-240
40-4-240
40-6-240
50-2-240
50-4-240
13-9
14.0
14.6
2.7
2 .O
2.4
0.6
0.2
0.6
82.8
83.8
82.4
Lbs.
13-44
13.00
13.12
11.78
13.28
12. 6l
11.80
Per cent.
16.46
12.65
13.69
2.08
15.08
14158
14030
14446
14.8
I .O
I .2
83.0
13828
14.4
14-5
2 . 2
I . I
0.0
0.6
83-4
83.8
14310
9.27
15.0
1.6
0.2
83.2
H357
15-6
0.8
0.8
82.8
2.25
....
14302
13
14
15
16
i?
18
19
20
21
22
23
24
25
26
27
28
20-2-220
2O-4-22O
20-6-220
2O-8-22O
3O-2-22O
3O-4-22O
3O-6-22O
3O-8-220
4O-2-22O
40-4-220
4O-6-22O
5O-2-22O
5O-4-22O
5O-6-22O
60-4-220
60-6-220
13.2
15-5
15-4
16.4
14.0
14.6
17.2
3-7
1.4
2.0
I .0
2.8
2.6
0.4
o.o
0. I
o.o
0.8
O.2
o.o
0.0
83.1
83.0
82.6
81.8
83.0
82.8
82 4
14-77
12 .60
13.04
11.94
I3-72
13-59
11.78
I3-23
12.13
11-74
13-45
27.99
9.18
13.00
3.46
18.89
17.76
2.08
15.51
5-"
14296
14437
14212
14310
14428
14310
14180
14435
I4I59
15-6
I6.7
2.4
0.9
0. I
0.0
81.9
82.4
15.8
I5-I
0.6
2-5
0.6
0.0
83.0
82.4
i-73
16.55
H3I4
14300
29
30
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
45
2O-2-2OO
2O-4-2OO
2O-6-2OO
2O-8-2OO
3O-2-2OO
3O-4-2OO
3O-6-2OO
30-8-200
4O-2-2OO
40-4-200
4O—6—2OO
4O-8-2OO
5O-2-2OO
5O-4-2OO
5O-6-2OO
6O-4-2OO
6O-6-2OO
14.8
12.2
I .0
5-0
0.4
o.o
83.8
82.8
12.12
16.24
12.14
12.35
12.38
16.47
II.8I
12.28
12.89
I3-I5
5-03
40.73
*4344
H336
15-8
15-4
0.9
I .2
0. I
O. 2
83.2
83.2
5-20
7.02
7^28
42-72
2-34
6.41
14489
14418
14268
14221
14322
14429
15-6
1.4
0.4
82.6
12. I
15-6
17.0
5-2
0.6
i . i
0.0
0.4
o.o
82.7
83.4
81.9
15-4
15-6
1.8
2.2
0.0
0.0
82.8
82.2
ii .61
13-95
14327
14345
46
47
2O-2-I8O
20-4-180
• * * -
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 12. — Chemical results — Continued.
101
Designation of tests.
Chemical results.
Number.
Laboratory
symbol.
Composition of flue gases,
volumetric per cent.
Air used
per pound
of
carbon.
Excess
air.
B. t. u.
per pound
of coal.
C02
o.
CO
No
1
2
49
5O
51
53
53
54
55
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
2O-6-I8O
20-8-180
2O-IO-I8O
30-2-180
30-4-180
30-6-lSo
30-8-180
30-IO-I80
40-2-180
40-4-180
40-6-180
40-8—180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-180
60-4-180
60-6-180
Lbs.
Per cent.
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
2O-6-l6o
20-8-l6o
2O-IO-l6o
30-4-160
30-6-160
30-8-160
30-10-160
30-I2-l6o
40-4-160
40-6-160
40-8-160
40-10-160
50-4-160
50-6-160
50-8-160
60—4—160
60-6-160
12. O
13-4
4-2
2.8
o.o
0.0
83.8
83.8
15-57
I3-96
14.46
13-88
12.26
12.82
I5-72
12 .6l
34-92
20-97
14163
14346
25-30
2O.28
14246
14400
II . I
13-2
2-9
2-7
0. I
o.o
85-9
84.1
15-8
14.6
1 .0
1.6
o.o
o.o
83.2
83.8
6.24
II .09
36.22
9.27
14458
14191
14350
14412
13-8
15-0
5-0
1.4
0.0
o.o
81.2
83.6
85
86
87
88
89
90
9i
92
93
94
95
96
97
20-4-120
2O-8-I2O
2O-I2-I2O
30-4-120
30-8-120
3O-I4-I2O
40-4-120
40-8-120
4O-I2-I2O
50-4-120
50-8-I2O
50-11-120
60-8-120
II . I
4-3
0-3
84.3
I5-7I
12.48
17.89
I3-3I
13.20
I5-03
11.98
11.79
13.21
I4-5I
12.38
36.13
8.14
55-02
15-34
14.38
30.24
3-8i
2. 17
14.47
25-74
7.28
14300
I4095
14400
14116
14050
14300
I39I4
14000
14199
14280
14300
15-9
II .2
I4.I
15-2
13.2
15-8
17.0
15.0
13.2
16.4
i-3
6.2
2-3
2 .2
4-0
0.6
0.4
2.2
3-4
1.2
o.o
0.0
0.2
0.0
0.0
0.0
0.0
0.0
0.0
o.o
82.8
82.6
83.4
82.6
82.8
83.6
82 .6
82.8
83.4
82.4
102
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 13. — Events of the stroke from indicator-cards.
Designation
of tests.
Indicator results — Events of stroke— per cent.
Admission.
Cut-off.
|
Laboratory
symbol.
Right side.
Left side.
Right side.
Left side.
R
1
H. E.
C. E.
H. E.
C. E.
Average
H. E
C. E.
H. E.
C. E.
Average
i
-A
56
57
58
59
60
61
62
63
64
65
i
20—2—240
4.40
3.02
2.65
1.70
2-94
16.70
II .90
16.39
H-75
14.18
IO
20—2—240
2
20-4-240
2.OO
i. So
• 30
I . IO
i-55
19.60
17.30
21.30
17.90
19 .02
3
20-6-240
1.87
i . 20
1.88
i-75
i-45
28.88
22.90
26. 10
26.30
26.05
la
20—6—240
ou
4
20-8-240
1.30
I .00
i .00
1.50
i .20
35-00
29.00
35-00
32-50
32-88
5
e<j
30-2-240
30—2—240
4-45
3-65
3-70
2-49
3-57
17.03
14-77
18.99
I3-36
16.04
o1*
6
30-4-240
3-40
2.50
2.30
2.60
2.70
20.00
18.80
21 .OO
19.00
19.70
7
30-6-240
2.50
1.63
.96
•93
1.50
26.23
23 03
25-53
25-83
25.15
8
40-2-240
5-io
4-35
3-45
1.23
3-28
16. 24
14.17
16.47
14. ii
I5.24
9
40-4—240
3-4°
2.60
2.50
2.30
2. 70
19.80
20.40
21.80
21 .OO
20.75
IO
40—6—240
2.50
2.30
i .40
1.50
I .92
27.60
26.50
28. 2O
29.00
27.82
ii
50-2-240
4.60
3.38
3.01
i-95
3-23
17.18
14.61
16.45
13.85
15.52
12
50—4—240
.80
2.00
•50
I . IO
I . IO
16. 10
21 .60
23.60
23.20
21 . 12
»3
2O-2-22O
3-65
3-57
2 . 26
1-57
2.76
16. 12
12.68
16.08
12.88
14.44
M
2O-4-22O
1.71
i-77
0.66
I . 12
I-3I
19.98
I7-56
20.53
20.03
I9-52
15
2O-6-22O
i .60
I.I3
0.38
O.S?
0.99
28.76
23-34
27 . 10
28.73
26.98
16
2O-8-22O
0.76
0.68
0.65
0.64
0.68
36.73
30.12
37-35
36.95
35-28
i?
3O-2-22O
3.71
3-66
i-93
2.68
2-97
13.22
12.38
14.74
13-43
13-45
18
3O-4—22O
2.00
1.87
1.79
1.66
1-83
23-87
18.66
21 .60
20.45
21 . 14
19
30-6-220
1-52
i-39
I . 10
0.58
1.14
27.13
23-28
27-37
27.87
26.41
20
30-8-220
I .OO
I . 10
.80
i .00
•97
37-oo
32.70
36.00
37-80
35-87
21
4O-2-22O
4-34
3.00
2-49
1.86
2.92
14.99
14.04
15-59
12.95
H-38
22
40-4-220
2.40
3.10
i .60
I . 10
2.05
20.60
19.60
20.00
21 .60
20.45
23
4O-6-22O
i .00
i . 20
.70
o. 20
•77
29.70
30.70
33-40
25-50
29.82
24
50-2-220
4.91
3-52
2-77
1.05
3.06
16. 17
13-68
15.46
12-73
I4-51
25
5O-4-22O
2.40
2 .40
1.87
1.17
i .96
21.70
18.60
22.70
21 .60
21.15
26
50-6-220
1.50
2. 10
I. 10
i .00
1.42
33-00
26.60
35-20
35-50 32.57
27
60-4-220
2.90
2.50
1. 80
i . 20
2. IO
28.10
21 . 2O
32.20
26.2O 26.92
28
6O-6-2 2O
1.70
.70
.80
.70
•97
39-00
31.40
34.60
33.10 (34.52
29
2O-2-2OO
3-55
3-77
2.20
i .90
2.84
14-75
12 . IO
14-13
12.43
13-35
30
20-4-200
i .92
2.23
1.28
1.19
1.66
19.47
17.76
22.30
I9-52
19.76
31
2O-6-2OO
2.80
i. 80
I. 6O
1.50
1.92
28.50
23.70
28.70
26.90
26.95
32
2O-8-2OO
i .60
I .20
O.6O
0.40
•95
38-30
30.30
37-70
37-50
35-95
33
30-2-200
4-13
4.O6
2.48
2 . 22
3.22
I4-52
12.54
16.64
13.07
14.19
34
30-4-200
4-30
3-00
2. 2O
2.50
3.00
20.50
17.40
20. 20
17.40
18.87
35
30-6-200
1.41
I-3I
I . 10
0.65
I . 12
27.64
24.08
27.74
27 • 53
26.75
36
30-8-20O
.00
.80
•50
.80
• 52
37-50
30.80
35-6o
35-to
34-75
37
4O-2-2OO
4.92
3-52
2 .62
i-57
3.16
13.90
13-54
12.97
12.70
13.28
38
40-4-200 J3-2O
2.6O
2.60
I . IO
2.38
20.20
I9.OO
20.30
19.40
19.72
39
40-6-200
1.77
i-77
0.80
0.81
1.04
28.47
26.61
26.95
29-53
27.89
40
4O-8-2OO
i .00
i .90
-50
.70
1 .02
37.00
31.00
34-30
37.00
34-82
4i
5O-2-2OO
4.01
3-46
2.6l
1.71
2.94
14.88
I2.O9
14-79
n. 81
13-39
42
5O-4-2OO
3-40
i. 80
I .40
I . 10
1 .90
21.50
19.30
22.90
19.30
20.75
43
50-6-200
i .40
1.50
I .OO
1.50
i-35
36.10
30.20
35-8o
31.70
33-45
44
6O-4-2OO
.80
1.70
1.50
1 . 20
1.30
27.2O
24.20
30. 20
28.20
27-45
45
6O-6-2OO
3.00
i .00
1.50
1.50
1-75
34-30
26.50
30.50
30.70
30.50
46
2O-2-I8O
5-40
3-70
3-90
3-oo
4.01
17.02 4 13-46
15.06
12. IO
ii .91
47
20-4-180
2-75
i .90
i-95
1.66
2.06
21.14
I7.I8
19.88
17.70
18.97
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
103
TABLE 13.-— Events of the stroke from indicator-cards — Continued.
Designation
of tests.
Indicator results — Events of stroke — per cent.
Admission.
Cut-off.
li
H
£
Laboratory
symbol.
Right side.
Left side.
Right side.
Left side.
1
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
H. E.
C.E.
Average
1
3
56
57
58
59
60
61
62
63
64
65
48
2O-6-l8o
2.24
I .40
1.50
1.67
1.69
29.17
24.26
28 . 59
25.87
26.94
49
20-8-180
I. 80
.80
I . 10
I .OO
I.I7
36.00
31.00
35-00
34-70
34.17
50
2O-IO-I8O
•50
.80
o.oo
•50
•45
45-50
35-50
40.40
45-oo
41 .60
5i
30-2-180
5-41
3-50
3.83
3-53
4.06
I5-69
12.56
14.90
12.34
13.87
52
30-4-180
4-36
2.81
3-02
2.40
3-H
20.50
17.31
21 . 27
17.86
19.23
53
30-6-180
2.86
i-73
1 .60
i. 80
1.99
27.20
24.06
27.90
26.53
26.42
54
30-8-180
1.78
1.65
1.67
.76
1.46
35-50
32.20
34-50
34-70
34.20
55
30-IO-I80
.70
.90
.60
.70
•72
45.00
37-00
40.50
45-oo
41.87
56
40-2-180
6. 20
3-98
1-42
3-i6
4.44
15-47
14. 12
17.09
12.70
14.84
57
40-4-180
4-33
2.71
2.63
i .96
2.91
21.51
I9.50
22.74
19-54
20.82
58
40-6-180
2.52
1-33
2.14
0.98
i-74
27.20
23.00
27-79
26.58
26. 14
59
40-8-180
2.61
L33
i-75
1.03
1.68
35.98
32.48
35.51
35-33
34.80
60
40-10-180
.40
1.70
•50
.90
.87
42.00
41.90
41 .80
44.70
42.60
61
50-2-180
5.8i
3-92
4.04
3.48
4-30
16.94
13.25
17.00
13-53
15.17
62
50-4-180
4.12
2-58
2.98
2. 19
2.94
22.25
18.89
23.70
19.70
21.13
63
50-6-180
3-33
1.91
2.16
1-58
2.24
29-75
27.50
30-33
28.91
29. 12
64
50-8-180
i .00
I. 00
.90
.70
.90
37-00
31.00
36.10
36.70
35-20
65
60-4-180
.70
1.50
i .60
1-50
1.32
27.80
30.00
3O.OO
25.00
28.20
66
60-6-180
i .00
i .60
i . 20
•50
1.07
35-00
30.90
39 . 20
32. 20
34-35
67
20-4-160
2-59
2.69
1.92
1-85
2. 26
20.90
16.04
20.21
18.42
18.89
$8
2O—6—l6o
i-53
i .60
1.28
.84
i-33
28.10
21 .60
26.6O
26.30
25-65
69
20-8-160
2. 27
1.41
1.61
I-I3
i 58
35-i6
3L05
34.38
33-55 33-50
7°
2O-IO-l6o
.OO
i .40
-50
.80
.67
42.50
35-10
38.20
43-9°
39-92
7i
30-4-160
3-04
2.92
2.28
1-85
2.52
17.80
15-92
19. II
18.54
17.84
72
30-6-160
1.86
1.79
1.50
I . 2O
i-59
26.78
22.52
26.55
26.84
25-67
73
30-8-160
2.21
i .40
i.55
I .20
i-59
34-29
30.96
33-34
33-66
33-06
74
30-10-160
T .OO
i .00
I . IO
I .00
i .02
43-90
41.50
41 .60
46.20
43-30
75
30-12-160
.60
.80
.80
I .OO
.80
47-30
40-30
46.20
53-40
46.80
76
40-4-160
3.80
2.63
i .60
I-5I
2-43
20.59
18.97
19.82
19-05
19.62
77
40-6-160
2.24
1.58
I . 21
0-73
i-43
26-37-
23-54
26.90
27.62
26. ii
78
40-8-160
2.30
i .90
I .60
i .00
1.70
35-20
33-4°
34-6o
36.00
34-80
79
40-10-160
I .00
I . 10
0.60
.80
.87
41.70
35-30
38-50
43-40
39-72
80
50-4-160
3.20
2.68
I.78
i-57
2.30
19.94
15.68
22. 14
19.85
19.40
81
50-6-160
2.01
i-37
0.86
0.61
I .21
29.97
25-54
29.07
27.67
28.06
82
50-8-160
.90
.80
.90
.60
.80
35-4°
34-00
36.40
35-20
35-25
83
60-4-160
.90
2.50
I . IO
2.00
1.62
27.00
24.50
28.30
25.00
26.20
84
60-6-160
I .OO
i .00
i .00
.90
•97
30.60
28.40
3I.50
3I-50
30.50
85
20-4-120 13.40
3-20
3-20
I .90
2.92
19.70
15-90
19.30
16.90
17-95
86
20-8-120
I.47
1.32
.98
-65
I . 10
36.24
28.80
33.65
34.80
33-37
87
2O-I2-I2O
•85
.90
.87
.62
.81
51-65
43-52
48.90
50-70
48.69
88
30-4-120
3-88
3-14
3-28
2.42
3-i8
18.26
16.07
18.85
17-33
17.62
89
30-8-120
1.69
1.61
i-57
1.09
1.49
35-19
29.21
33-07
33-69
32.79
90
3O-I4-I2O
.70
. 20
.40
.OO
. IO
58.20
51.40
56.00
59-40
56-25
9i
4O-4-I2O
4.00
2-94
2-51
2. II
2.89
18.96
16.51
19-37
16. ii
17-74
92
40-8-120
1.50
i. 80
i .20
I .00
1 .40
35-6o
31.40
34-70
35-30
34-25
93
4O-I2-I20
.78
•65
.69
.21
.56
51-50
45.20
51.20
52.00
49-97
94
50-4-120
3-83
2.80
0-95
1.87
2.36
21 . IO
17.80
18.80
18.70
19. 10
95
50-8-120
2.70
i .60
.70
.90
1.47
37-20
32.10
36.40
36.70
35-60
96
50-11-120
• 50
•5«
-50
•50
• 50
49.00
40.87
46.62
50.25
46.68
97
60-8-120
i .00
I . IO
I . IO
I .OO
1.05
30.00
28.50
33-30
30.00
30.45
104
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 14. — Events oj the stroke.
Designation of
tests.
Indicator results — Events of stroke — per cent.
Release.
Compression.
Ll
0
1
Laboratory
symbol.
Right side.
Left side.
Right side.
Left side.
Average
*
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
1
3
66
67
68
69
70
71
"3
73
74
75
I
20-2-240
2O — 2 — 2AO
60.13
53-25
60.39
49-77
55-88
27-45
24.83
26.88
23.68
25.71
2
20-4—240
69.50
65.80
68.10
67.50
67.70
21 .70
20.0O
22.90
21 .90
21 .62
3
2O-6-24O
71 .OO
67.00
69.40
69.20
70. 10
31.40
28.10
27.70
29.20
29. 10
'JfJ
20—6—240
4
2O-8-24O
76.00
71 .OO
74-50
73-oc
73.62
29.OO
24.00
25.00
26.50
26. 12
5
3O-2-240
3O — 2 — 24O
59.66
55-21
6i.73
56.72
58.33
32.87
29.48
30.23
29.44
30.50
6
30-4-240
62.70
62.50
64.60
63.00
63.20
36.50
34-70
35-00
34.00
35-05
7
30-6-240
63.90
65-03
68.67
69.00
66.65
31.87
32.90
33-30
31-43
32-37
8
40-2-240
58.53
54-oi
59-89
56.34
57-19
26.88
24.51 28.64
23.98 126.00
9
40-4-240
63.60
64.80
62.70
63.20
63.60
38.00
36 .40 40 . oo
38.00 38.10
10
40-6-240
66.OO
70.50
72.00
68.70
69.30
39-50
37-30 40.50
33-50 37-70
ii
5O-2-24O
63.38
55-36
6l .21
55-70
58.91
31.01
28.06 31-65
31.85 30.84
12
50-4-240
69.50
65.80
69.40
57-80
65.62
35-00
29.50 ,34.40
32.10 32.75
13
2O-2-24O
61.67
55 - 73
6i.58_
58.02
59 • 25
19-50
16.94
18.09
15.30 117.45
14
2O-4-22O 68.63
63.02
66 .84 66 . 04
66.13
14.21
1 2 . c;o
15-50
12.55
13-79
15
2O-6-220 73.24
66.49
71.05 69.47
70.06
16.08
10.95
13-69
10.47
12.79
16
20-8-220 76.58
71 .31
76.35 71.95 74.04 17.40
12.51
15.26
12.80
14.49
17
30-2-220 6 1 .05
54-24
61.44 57.14 158.47 19.87
I7-50
I9-52
16.91
18.45
18
30-4-220 66.62
59-50
65-50
62.41
63.50 20.79
16.66
21.12
l8.9I
19-37
19
30-6-220
72.09
65-37
71.24
66.90
68.90 18.59
15-79
18.19
16.13
17.17
20
3O-8-220
78.70
76.00
74.60
78.60
76.97
29.60
22.20
27.50
28.00
26.82
21
4O-2-22O 61.79
58. 10 |6i .70
56.17
59-47
21.37
18.55
20.75
18.08
19.70
22
40-4-220
65.60
62.30
67.60
62.60
64.52
20.20
18.30
I9.50
21.80
19-95
23
40-6-220
70.20
69.70
71 .00
71 .20
70.52
35-50
30.70
33-50
34.00
33-42
24
5O-2-22O
6 1 -60
57-63
61 .60
56.48
61.83
23.11
20.48
22 .20
19.23
21.25
25
5O-4-220
65.80
59-70
66.00
61 .20
63-17
22.50
17.70
25.40
19.60
21.30
26
5O-6-22O
71 .00
72 . 10
75-00
72. 10
72.55
34.10
33-40
38.80
31-50
34-45
27
60-4-2 2O
70.70
69.50
68.40
68.80
69-35 44-20 42.50
42.00
38.40
41-77
28
60-6-220 74.50
73-50
72.20
74.50
73.67 136.50 '35-70
35 • 30
34-70
35 • 55
29
2O-2-2OO
6 1 .40
56.58
60.48
56-15
58.65
20.27
18.93
17-83
18.30
18.83
30
2O—4—2OO
65-37
57-93
64.44
58.35
61 .52
16.24
13.76
16.76
14.48
15.31
31
2O-6-2OO
69. 10
66.30
70.40
69.50
68.82
31-25
27.80
27.80
27-30
28.54
32
2O-8-2OO
77.10
69.40
75-io
71.40
73-25
16.50
I4-30
14.70
12.50
14.50
33
3O-2-2OO
60.21
52.50
60.15
54-97
56-96
21.60
17.82
21.78
18.22
19-85
34
3O-4-2OO
62.40
62. 10
63-50
64.00
63.00
37-50
33-90
34-20
32.90
34.62
35
30-6-200
70.59
64.00
69.83
64.09
67-13
15.81
13.18
14.69
14.01
14.42
36
3O-8-2OO
76.20
72.80
75-50
76.00
75-12
30.50
28.00
27-50
26.00
28.00
37
4O-2-200
60.95
56.44
60. 16
57-01
58.64
22 .OI
20.07
20.68
18.93
20.42
38
40-4-200
66.95
60.50
64.90
62.70
63-76
30.70
25.90 29.90
26.70 128.30
39
40-6-200
72.47
65.48
71.44
67-35
69-23
17-37
13.29
14.91
12.25 14.45
40
4O-8-2OO
71.40
74.90
71-30
73.60
72.80
29.50
27.00
29.40
31.80
29-42
5O-2-2OO
60.93
53-51
63-16
56.23
58.45
25-43
21.77
22.55
22. 17
22.98
42
50-4-200
64.90
58.80
64.40
58.90
6i-75
21 .70
19.50
20.90
17.40
19.88
43
50-6-200
72 oo
67.40
72.30
66.00
66.67
40.00
33-30
39-00
35.10 136.85
44
6O-4-2OO
68.50
63-30
69.20
66.90
66.97
45-00
42.00
45.70 38.00
42-67
45
6O-6-2OO
73.00
71 . 10
73-00
72.70
72.45
46.50
34.00
43 • 70
35-50
39.22
46
2O-2-I8O
58.92
54-64
57-10
56.45
56.78
43 -53s
37.64
39.61
36.74
39-33
47
20-4—180
60.47
57-53
6i-53
59.83
59-84
33-65
31.48
33.23
33-80
33-04
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 14.— Events 0} the stroke— Continued.
105
Designation of
tests.
Indicator results — Events of stroke — per cent.
Release.
Compression.
u,'
Cl
n
Laboratory
Right side.
Left side.
Right side.
Left side.
Average
I
symbol.
Average
1
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
1
3
66
67
68
69
70
71
73
73
74
75
48
20-6-180
69.00
66.71
69.60
68.76
68.52
32.07
27.85
30.31
29.91
30.02
49
20-8-180
73-80
72.40
73-00 73.10
73-07
28.60
25.00
26.OO
26.OO
26.40
50
20-IO-l8o
80.00
74.00
78.70 81.50
78.55
23.60
21 .40
24.50
21.50
22-75
5i
30-2-180
58.46
55-42
57-97 56.70
57.I4
44-85
40.18
42.26
41.87
42.29
52
30-4-180
63.00
61 .40
63.77 62.60
62.69
37-27
33-31
37-45
34.18
35-55
53
30-6-1 80
67.06
66.00
67.70 66.83
66.89
38.06
30.70
33-00
32.13
33-47
54
30-8-180
72.20
70.70 ,72.20 71-50
71.60
30.15
29-75
28.40
27.05
28.83
55
30-10-180
79.00
75-90
77.10 80.60
78.15
26.50
24.00
25.00
25.50
25-25
56
40-2-18.0
57-55
57-40
58.60 57-30
57-71
46.47
37-72
43-02
40. 18
41.85
57
40-4-180
63.50 63.00
64.48 63.80
63.69
42.07
37.46
41-37
36.91
39-45
58
40-6-180
65-64
64.25
67.50 67.86
66.31
36.84
3I-4I
33-00
3L78
33-25
59
40-8-180
72.23
70-25
72.84 172.33
71.91
30.11
26.74
28.08
29.26
28.54
60
40-10-180
76. 10
76.50
78.00
8O.2O
77.70
28.30
25.00
28.00
26.70
27.00
61
50-2-180
58.00
57.46
57-50
57.26
57-55
45-20
41-54
45-37
43-31
43.83
62
50-4-1 80
62.62
63-30
63-58
64 . 29
63-45
41.88
38.25
41.03
37-00
39-54
63
50-6-180
67.58
67.50
65.33
68.16
67.14
42.66
38.33
38-50
38.25
39-43
64
50-8-180
76.00
67.60
75.00
73.00
72.90
38.60
27.80
37-50
29. 10
33-25
65
60-4-180
69. 10
66.60
71 .60
70.00
69.32
57.80
50.70
47.40
42.40
49-57
66
60-6-180
73-oo
72.90
72 .00
73.00
72.72 147.00
41 .80
46.60
34.60
42.50
67
20-4-160
65-61
60.21
65.00
61.66
62.97
19-95
16.59
19.40
16.83
17-94
68
20-6-160
71 .60
64.97
71 . 10
68.10
68.94
I5-50
I3.50
15.40
13-17
14-39
69
2O-8-l6o
74-08
7I-30
73-6i
73-86
73-17
29.77
24-93
27-38
26.08
27.07
70
2O-IO-l6o
82 .20
77-30
81 .40
82.00
80.72
25.80
22 .OO
25-20
22.90
23-97
7i
30-4-160
66.11
58.88
65.26
62 .71
63.24
18.50
17.07
19.90
16.88
18.09
72
30-6-160
71-73
65-85
70.75
65-85
68.49
17.66
16.16
17.28
12.76
15-96
73
30-8-160
71.42
JO. 12
72.44
71.94
71.48
29.31
27.71
28.29
27-42
28.18
74
30-10-160
76.30
74.60
78.00
75-10
76.00
33-30
23.90
25-30
26.70
27.30
75
30-12-160
86.10
81.80
83.00
82.60
83.37
24.00
20.60
24.40
20.80
22.45
76
40-4-160
62.96
56.74
63-56
58-63
60.76
22.65
19.26
19.17
16. 10
19.44
77
40-6-160
71-33
61.44
71 . 12
64.90
67.20
16.64 13.16
15-03
13-25
14.50
78
40-8-16071.30 70.50
71 . 10
71.80
71.17
30.40
29.60
28.00
29.70
29.43
79
40-10-16081.90 76.70
80.30
79-50
79.60
23.00
28.50
26.80
24.50
25-70
80
50-4-16065.12 59-43
68.35
62.35
63-38
18.81
16.31
21.78
18.14
18.76
81
50-6-160
71-25
59-77
69. ii
62.34
65-62
17-63
15-17
16.90
13-53
15-81
82
50-8-160
78.90
67.00
70.50
73-10
72.37
39.10
28.10
30.80
28.80
31-70
83
60-4-160
64.00
67-50
67.00
69.00
66.87
42.00
38.00
41.90
34.60
39.12
84
60-6-160 69.00
70.30
74-30
74.60
72.05
45.60 (38.00
42 .60
34-50
40.17
85
20-4-120
64.80
55-80
65.10
58.90
61.15
19.70
16.30
19. 10
16. 10
17.80
86
2O-8-I2O
75-76
68.60
75-21
71.70
72.81
I7-50
14. 12
16.03
11.65
14.82
87
2O-I2-I2O
84.22
77-15
82.32
79.90
80.89
15-35
10.57
ii .90
10.90
12. 18
88
30-4-120
65-38
58.85 63.64
57-40
61.31
20.59
17.90
!9-59
15-83
18.47
89
3O-8-I2O
76.54
67.61 75-09
70.54
72.44
18.40
13-35
17.90
14-59
16.03
90
30-14-120 87. 10
81.10 86.00
83.40
84.40
10.70
9-50
9.62
9.08
9.72
9i
40-4-120.64.68
56.27 64.12
57-21
60.57
21 . 21
25-24
20.63
15-43
18.13
92
40-8-120 75. 10
69.10 175.10
69.20
72. 12
15.80
14.60
15-90
14.80
15-27
93
4O-I2-I2O 84.20
73.40 182.80
79-30
79.92
13.60
II . IO
12.10
10.30
11.77
94
5O-4-I2O 66.80
58.20
66.20
58.50
62.25
2O.9O
18.20
I9.2O
18.37
19. 16
95
50-8-I2O 76.50
68.50
75-70
69.00
72.42
18.50
17.90
I5.90
16.30
17.^5
96
50-11-120 82 .87
77.62
83.62
81.12
81.30
I4.OO
12.62
10.75
13.12
12 .62
97
60-8-120
77-So
76.50
76.50
76.50
76.82
32.80
31 .00
25.00
28.30
29.27
IO6 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 15. — Pressures from indicator-cards.
Designation of
tests.
Indicator results — Pressure above atmosphere.
Initial.
At cut-off.
b
£
Laboratory
symbol.
Right side.
Left side.
Right side.
Left side.
3
Average
Average
K
H. E.
C. E.
H. E.
C. E.
II. K.
C. E.
H. E.
C. E.
1
a
76
77
18
79
80
81
8i
83
84
85
I
la
20-2-240
2O — 2 — 2AO
225-5
218.8
228 I
214.2
221 .6
156.3
185-8
165.2
163-3
167.6
20-4-240
228.2
227. I
218.7
223.8
224.4
183.4
192.4
170.4
179.6
181.5
3
2O-6-24O
226.5
225.6
213.9
218.7
2212
167.0
183.4
165.0
175.6
172.7
•ja
20—6—240
o
4
2O-8-24O
223.5
22O.O
220.5
228.6
223.0
iSo.O
186.0
169.5
186.0
180.4
5
Cfl
30-2-240
1O— 2— 'MO
229.5
235-3
224.6
234.0
230.8
150.8
161.5
136.8
162.3
152.8
O**
6
v}v-' *• ^-i^^-f
30-4-240
233 • °
228.0
224.0
213.0
224.O
155-0
157.0
I5I.O
151.6
153.6
7
30-6-240
224.7
218.0
215.0
217.0
218.7
I5I.7
162.3
152.7
151.0
!54-4
8
4O-2-24O
234-9
234.8
222.4
205.4
224.3
135-7
I5I-9
135-4
136.0
139-7
9
40-4-240
239.0
236.0
227 .O
221 .O
230.7
147.0
147-3
137-5
135-0
141.7
10
40—6—240
215.0
212 .O
207.0
200. O
208.5
134.0
129.0
124.0
123.0
127.5
1 1
50-2-240
242.3
245-1
239.6
227.8
238.7
123.3
144.1
126. I
127.0
130.1
12
50-4-240
235.0
231 .0
225.0
212. O
225-7
165.0
I2O.O
130.0
112. O
131-7
13
2O-2-22O
209.7
2O7 .2
2OI .9- 2O2-7
205-3
I5I-3
163.3 |i45-6
160.5
I55-I
»4
2O-4-22O
205 - 5
212.5
190.7 '204.2
203.2
156.1
168.6 1145.0
166.5
159.0
15
2O-6-22O
208.3
2O6. 2
l8l.5 2O2.O
197.0
156.3
169.1 146.8
165.5
159-4
16
2O-8-22O
215.2
2O9.2
189.2 I&5.5
199.8
166.0
166.0
152.5
170.3
163-7
17
30-2-220
209.5
207.4
205.5 I96.I
204.6
I5I.I
153-9
142 . I
147.2
148.6
18
3O-4-22O
2IO. I
2O4.O
I99.O 189.6
2OO.7
140.7
151.0
'39-1
144.9
143-9
19
30-6-2 20
2II-3
203.1
191.7 igO.I
199.0
144.0
155-9 135-8
I47.9
H5-9
20
30-8-220
213.0
2OO.O
196.0 2OO.O
2O2. 2
I5I.O
152.0
142 .0
152.0
149.2
21
4O-2-22O
219.2
218.8
214.6 204.3
214-3
130.5
142.2
128.7
I32.I
133-3
22
40-4-220
218.3
201 .6
205.8 200.0
206.4
135-8
136-6
i3i-3
125.8
132-4
23
4O-6-22O
2IO.O
195.0
2OO.O 195.0
2OO.O
132.0
"5-5
112.5
144-5
126.0
24
5O-2-22O
221 .7
219.8
218.3
205.1
2l6.2
II5.I
129.8
117.2
126. I
122. 0
25
50-4-220
217.6
216.6
211 .O
2OO.O
2II.3
II8-3
136.0
113.0
Iig.O
121 .6
26
50-6-220
213.0
205.0
200.0
I98.O
204.0
112. O
IIO.O
97.0
112 .O
lO?.?
27
6O-4-22O
215.0
207.0
205-0
195-0
205.5
92 .O
107.0
80.0
95-0
93-5
28
6O-6-22O
2IO.O '200.0
2OO.O
193.0
200. 7
92.O
IOO.O
IOO.O
108.0
IOO.O
29
2O-2-2OO
192.9
190.8
180.7
183.8 187.0
141 . I
154-1
143-9
147-7
146.7
30
2O-4-2OO
183.9
186.8
177-5
177.7 182.7
132.6
145.3
127.4
140.6
136.5
31
2O-6-2OO
I94.I
185.4
184.0
184.8 187.0
I39-I
149.3
135-5
141.9
141.4
32
2O-8-2OO
195-5
189. 1
165.5
152.5 173.4
142.8
156.5
132.2
152.0
155-8
33
3O-2-2OO
188-3
187.0
180.5
176.5 I83.I
123.8
140.5
117.9
128.1
127.6
34
30-4-200
194.0
186.6
187.0
iSl.O I87.I
I26.O
134.6
125.2
128.6
128.6
35
3O-6-2OO
I9O.6
180.5
177.6
I79.I lSl-9
127-5
131.81
119.0
131.0
127.3
36
3O-8-2OO
2OO.O
188.0
185.0
190.0 190.7
133-0
145.0
130.0
150.0
!39-5
37
4O-2-2OO
2O2. I
193-4
I9L3
igi .O
194.4
126.3
126.6
124.8
120.9
124.6
38
4O-4-2OO
198.7
191-5
189.0
1 88. 6
191.9
I2I.3
124.6
115.8
116.9
119.6
39
40-6-200
185.4
184.6
172 .2
178.1
180.1
II4.9
135.9
i ii .6
123.1
118.9
40
4O-8-2OO
191 .0
182.0
183.0
183.0
184.7
125.0
135-0
125.0
127 .0
128.0
4i
5O-2-2OO
205.2
206.7
207.5
193.0
203.1
112. 8
126. 1
in. 3
120.5
117.7
42
5O-4-2OO
I94.I
194.6
190.8
180.6
190.0
99-4
in .6
98.4
107.7
104.3
43
5O-6-2OO
195-0
184.0
184.0
184.0
186.7
94-0
99-o
87.0
IOO.O
95-0
44
6O-4-2OO
198.0
185.0
185.0
i?5-o
180.7
83.0
85.0
75-0
77-0
80.0
45
6O-6-2OO
186.0
171 .0
183.0
171 .0
177-7
84.0
96.0
84.0
99-0
90.7
46
2O-2-I8O
177-3
171 .0
173-3
177-3
174.8
"7->
128.3
12-5.8
133-7
126.3
47
20-4-180
I7L5
168.5
167.7
171.2
169.7
117.6
125.4
123.7
!3»-3
124.5
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 15. — Pressures from indicator-cards — Continued.
107
Designation of
tests.
Indicator results — Pressure above atmosphere.
Initial.
At cut-off.
u
I
n
Laboratory
Right side.
Left side.
Right side.
Left side.
|
symbol.
.
.
•
1
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
Average
1
2
76
77
78
19
80
81
82
83
84
85
48
2O-6-I8O
169. I
164.5
167.3
170.8
167.9
121. 8
129.9
H9-5
132.8
125-9
49
20-8-l8o
I73-0
166.0
166.9
173.2
169.7
126. 2
130.8
126.7
134-5
129.5
5°
2O-IO-I8O
I73-0
170.0
167.0
178.0
172.0
I29.O
147.0
137-0
I5I.O
141 .O
51
30-2-180
175-5
170.9
178.0
174.6
174-7
"5-9
124.4
117.2
121 .O
119.6
52
30-4-180
172.4
168.8
178.3
157-2
169.2
111.5
120.8
"5-7
109.4
114.4
53
30-6-180
162.8
157-4
164.8
154-7
159-9
104.3
109.7
108.8
IOO.O
105.7
54
30-8-180
172.2
166.1
168.5
167.9
168.8
"3-3
123.8
"5-3
125.5
"9-5
55
30-10-180
174.0
169.0
170.0
177.0
172.5
118.0
132.0
122.0
140.0
128.0
56
4O-2-l8o
188.5
175-3
184.2
179-0
181.7
101 .6
in .6
IOO-4
1 06.0
104.9
57
40-4-180
169.9
167.7
176.2
173.6
171.8
101 .4
106. i
IOI .4
IO2. 2
102.7
58
40-6-180
174.2
168.8
173-4
173-3
172.4
107.6
"4-3
107.3
"3-3
no. 6
59
40-8-180
165.5
164.3
164.0
164.8
164.6
103.4
107 .0
IO2. I
108.7
105.3
60
4O-IO-I8O
167 .O
164.0
163.0
173.0
166.7
1 16.0
112 .O
112 .O
127.0
116.7
61
5O-2-l8o
193.6
187.2
I9I-3
188.4
190. I
90.8
103.7
95-i
97-6
96.7
62
50-4-180
185.4
177-4
185-5
180.8
182.3
90.0
99-5
89.0
98.0
94.1
63
50-6-l8o
176.0
172.6
175-5
176. I
175-0
88.3
93-6
86.5
94-6
90.8
64
50-8-180
162.0
164.0
159-0
166.0
162.7
95-o
IO2.O
97.0
105.0
99-7
65
60-4-180
177-0
168.0
167.0
163.0
168.7
69.0
57-0
64.0
77-0
66.7
66
6o-6-l8o!I72 .O
162 .0
161 .0
158.0
163.2
72 o
74.0
77-o
83.0
76.5
6?
20—4—160
153-8
150.6
145-8
149.8
150.0
108.9
121.5
107.7
118.3
114.1
68
2O-6-I6O
155 2
154-9
147.8
150.9
152.2
in .6
128.2
113.0
123-4
119. i
69
2O-8-I6O
H4-3
147.6
147.8
I5I-4
I47.8
110.4
in. 8
no. 8
118.3
112. 8
70
20-IO-l6o
154.0
151.0
150.0
158.4
!53-3
125.0
132.0
129.0
136.0
130.5
7i
30-4-160
159.0
150.7
I5I-5
147.2
152 i
107.9
112 . 2
102.3
106.8
107.3
72
30-6-160
155-2
146.7
148.8
147.6
149.6
102.5
IIO-9
97-7
108.0
104.8
73
30-8-l6o
158.3
152.6
152.9
153-9
J54-4
101 .7
IO7.O
103.6
107.0
104.8
74
30-IO-l6o
159.0
154.0
154.0
160.0
156.7
IOI .O
105.0
104.0
107.0
104.2
75
3O-I2-l6o
152.0
154-0
150.0
158.0
153-5
I2O.O
I26.O
114.0
121 .O
I2O. 2
76
40-4-160
155-6
156.4
149.9
154-4
I54-I
90-5
96.7
85-2
99-4
90.3
77
40-6-160
151-3
153-3
148.7
I53-I
I5I-7
92.6
IO2.6
86.2
IOO.O
95-3
78
40-8-160
151.1
151-8
150.8
152.0
I5i-4
89.2
93-7
9i-3
95-4
92.4
79
4O-IO-I6O
148.0
149.0
144.0
152.0
148.2
102. 0
113.0
107.0
113.0
108.7
80
50-4-160
165.0
163-9
160.7
160.0
162.4
82.7
100.4
77-0
9i-3
87.8
81
50-6-l6o
150.0
152.0
145-3
149.7
149.2
76.1
90.9
73-3
9i-3
82.9
82
5O-8-I6O
145.0
147.0
140.0
146.0
144-5
89.0
83.0
83.0
95-0
87.5
83
60-4-160
160.0
150.0
151.0
152.0
153-2
61 .0
61 .0
57-0
66.0
61.2
84
6o-6-l6o
160.0
146.0
144.0
144-0
148.5
74-0
68.0
71.0
76.0
72.2
85
20-4-120
115.0
112.5
109.4
112. 2
112.7
79-7
85-4
78.5
84.2
81.9
86
2O-8-I2O
"4-3
111.3
108.5
III .O
III . 2
81.0
86.8
81.0
87.7
84.1
87
2O— 1 2-1 2O
109.9
111.4
109. i
III. 5
II0.5
89.8
93-9
89.2
98.5
92.9
88
30-4-120
"9-3
112. 6
113.6
112. I
II4.4
73-9
80.4
72.4
77-7
76.1
89
30-8-120
115.0
in. 7
111.3
IO9.6
III-9
71.4
79-2
72-3
80.6
75-9
90
3O-I4-I2O
104.0
108.2
IO2 .9
103.2
104.5
84-3
87.5
84-3
90.2
86.5
9i
40-4-120
"8.5
118.2
II7.8
IlS.O
118.2
66.6
74-2
65-6
74-3
70.2
92
40-8-120
in .9
112. 6
107.4
106.3
109.5
64.8
70.0
63-6
73-0
67.8
93
40-12-120
105.8
"3-4
IO7. I
104. I
107.6
71.6
82.1
69-5
81.2
76.1
94
50-4-120
H5-6
125-9
121 . I
122-5
121.3
58.0
68.5
55-3
65.0
61.6
95
5O-8-I2O
116.9
113.0
109.2
109.8
112 .2
64-3
66.9
58.6
68.4
64-5
96
5O-II-I2O
103.5
97-7
95-0
99-5
98.9
62.7
67-7
63.2
69-5
65-8
97
60-8-120
115.0
106.0
106.0
104.0
107.7
68.0
62.0
62.0
72.0
66.0
io8
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 1 6. — Pressures from indicator-cards.
Designation of
Indicator results — Pressure above atmosphere.
tests.
At release.
At compression.
jj
Laboratory
Right side.
Left side.
Right side.
Left side.
symbol.
.
.
H.E.
C. E.
H.E.
C. E.
Average
H.E.
C. E.
H.E.
C.E.
Average
1
2
86
87
88
89
90
91
92
93
94
95
I
T/T.
20-2-240
2O~ 2 — 24-O
52-5
56.8
46. I
50.4
51-4
I7.8
iS.o
18.5
19.6
18.5
J. I*
2
20-4-240
57-3
59-6
58.0
56.7
57-9
19.7
21.6
18.6
18.2
19.5
3
20-6-240
75-0
73-7
68.1
76.1
72.6
9.2
10. I
9.6
10.7
9-9
in
20— 6 — 240
6U
4
20-8-240
82.5
82.5
81.0
87.0
83.2
7-5
12.0
7-5
10.5
9.4
5
30-2-240
T.Q — 2 — 240
44.8
51-6
44-5
53-0
48.4
16.9
19-3
18.8
27.1
20.5
6
30-4-240
53-0
55-5
54-°
53-6
54-°
12.4
13-6
13.0
14.4
15.8
7
30-6-240
65-3
65-0
61.3
60.7
63-1
10.3
ii .3
IO.O
11.7
10.8
8
40-2-240
41.2
46.4
40.9
40.4
42.2
26.0
27.8
22.8
27-3
25-9
9
40-4-240
47-7
53-o
50-7
50.0
50.3
13-9
14.8
I2.4
14.8
13-5
10
40-6-240
57-0
54-o
50.0
53-0
53-5
16.0
18.0
13.0
16.0
15-7
ii
50-2-240
33-3
45-3
35-0
36-6
37-5
21.3
27-3
22.5
20.5
22.9
12
50-4-240
40.0
40.0
43-o
40.0
40-7
22 .O
21 .O
18.0
20. o
2O. 2
13
2O-2-22O
44-3
47-3
42-3
44-9
44-7
27.4
31-6
29.6
33-3
30.4
14
20-4-220
49-3
47-6
55-4
51-6
36.0
37-5
28.5
37-3
34-8
15
2O-6-22O
61 .4
66^5
56-9
70.0
63-7
26.9
41 .6
27-7
37-4
33-4
16
2O-8-22O
81.7
78.0
74-2
86.3
80.0
24.0
28.1
21.7
26.6
25-1
17
3O-2-22O
37-2
43-0
35-9
40.2
39-i
32-7
34-5
30-4
36-1
33-4
18
30-4-220
47-9
51 . i
46.6
50.1
48.9
26.3
34-0
25-1
28.8
28.6
19
3O-6-22O
54-7
60.5
52-9
61.5
57-4
28.0
36-7
27-4
32.1
31.0
20
30-8-220
70.0
68.0
67.0
70.0
68.7
15.0
15-0
12. O
14.0
14.0
21
4O-2—22O
33-7
37-0
35-7
34-2
35-i
34-2
35-7
35-2
35-2
35-i
22
40-4-220
44-6
43-3
40.0
44-6
43-i
34-8
35-6
33-5
27.6
32-9
23
4O-6-22O
55-5
52-5
51.0
53-0
53-0
15.0
16.5
13-5
15.0
15.0
24
5O-2-22O
26.4
33-7
29. i
31.2
30.1
30.6
36.4
32-7
35-7
33-8
25
50-4-220
39-0
43-0
38.0
42-7
40.6
31 .7
41 .0
32-3
37-o
35 5
26
50-6-220
51-0
45-0
44-0
47-0
46.7
20. o
19.0
12. O
17.0
17.0
27
60-4-220
35-o
33-0
35-0
38.0
35-2
14.0
15.0
12. 0
16.0
14.2
28
60-6-220
47-0
41 .0
46.0
48.0
45-5
24.0
21 .0
2O. O
22 .O
21 .7
29
2O-2-2OO
38-6
42.6
38-1
41 .0
39-9
25.2
27.0
29.4
25.2
26.8
30
20-4-200
43-2
50.4
45-0
49.1
46.9
29. i
35-7
25-3
29.0
29.8
31
2O-6-2OO
58.7
57-5
58-6
59-7
58.6
7-4
10.3
7-3
IO.2
8.8
32
2O-8-2OO
69.8
71.8
65.2
78.7
71.4
22.4
26.3
20.3
25-9
23-7
33
3O-2-2OO
32.0
39-5
33-4
35-3
35-0
28.4
34-3
27-5
29.9
30-0
34
3O-4-2OO
42.0
44-o
42.8
41 .6
47-6
9-4
ii .0
9-8
II .O
10.3
35
30-6-200
48-5
51-6
46.2
56.2
50.6
31.6
35-5
32.4
35-2
33-7
36
3O-8-2OO
64.0
63.0
57-0
70.0
63-5
14.0
16.0
IO.O
18.0
14-5
37
4O-2-2OO
29.4
33-5
28.8
30.6
30.6
32-3
31 .9
3i-5
34-5
32-5
38
40—4—200
38.7
40-3
34-6
37-9
37-9
18.3
21-5
17.2
20.3
19-3
39
40-6-200
42.5
51 .2
40.6
52.9
46.8
36.8
46.8
35-9
46.2
41.4
40
40-8-20O
63.0
57-0
57-o
64.0
60.2
20. O
20. O
16.0
18.0
18.5
5O-2-2OO
26.8
30.4
26.6
27.9
27.9
26.5
29-7
31-8
32-0
30.0
42
50-4-200
30.7
37-7
34-4
34-7
34-3
34-o
33-9
32-2
37-7
34-4
43
50-6-200
45-o
43-0
40.0
48.0
44-0
14.0
15.0
IO.O
16 .0
13-7
44
60-4-200
31.0
32.0
30.0
32.0
31.2
ii .0
12. O
IO.O
13.0
"•5
45
6O-6-2OO
39-0
31.0
39-0
34-0
35-7
15.0
18.0
12.0
16.5
15-4
46
20-2-180
38.3
39-5
39.1
39-9
39-2
5^5
6.6
6.6
7-6
6.6
47
2O-4-I8O
43-2
43-5
43-4
44-4
43-6
7-5
7-7
7-6
7-9
7-7
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 16. — Pressures from indicator-cards — Continued.
109
Designation of
tests.
Indicator results — Pressure above atmosphere.
At release.
At compression.
1
Laboratory
tsymbol .
Right side.
Left side.
Right side.
Left side.
53
AVGr3.gc
Average
£
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
1
3
86
87
88
89
90
91
93
93
94
95
48
20-6-l8o
50.2
50.0
50.3
55-4
51-4
6.8
8-3
7-7
8.1
7-7
49
20-8-l8o
60.6
57-8
6l.I
68.0
6l.8
6-7
7-i
6.6
8.0
7-i
50
20-IO-l8o
70.0
70.0
68.0
81.0
72.2
7.0
ii .0
7-0
IO.O
8.7
5i
3O-2-I80
32.0
32.2
32.5
33-5
32.5
6.0
6-7
6-9
7-o
6.6
52
30-4-180
35-4
37-3
41 .6
38.8
38.3
7-6
9-0
8.2
9.6
8.6
53
30-6-180
40.8
40.8
45-3
40.7
41.9
7-4
6.8
8.0
9-o
7-8
54
30-8-180
54-°
56.4
54-7
60.6
56.4
9-i
10. I
9-o
10.3
9-6
55
30-10-180
65.0
64.0
60.0
75-0
66.0
12. O
15.0
12.0
15-0
13-5
56
40-2-180
26.3
28.1
29.9
28.2
28.1
8.8
8-5
9.1
9-3
8.9
57
40-4-180
32.3
32.4
35-7
33-5
33-4
8.9
8.9
8-5
10. I
9-1
58
40-6-180
42.4
46.2
43-2
46.3
44-5
9.8
"•5
11.4
12.2
II . 2
59
40-8-180
49-4
47-5
49.1
53-1
49-7
16.4
17.0
15-1
I6.7
I6.3
60
40-10-180
60.0
60.0
59-0
68.0
61.7
16.0
19.0
16 .0
20. O
17.7
61
50-2-180
23-8
25.2
27-5
26.6
25-7
9.41
9-9
9-5
9-5
9-5
62
50-4-180
29-5
28.5
32.6
30.9
30.3
10.5
10.4
10.5
ii. 8
10.8
63
50-6-l8o
36.8
35-8
38.5
39-3
37-6
11 .0
ii .0
12. O
12.5
ii. 6
64
50-8-l8o
42 .0
44.0
42.0
50-0
44-5
14.0
18.0
13.0
17.0
15-5
65
60-4-180
26.0
22. O
24.0
27.0
24.7
8.0
7-0
7.0
IO.O
8.0
66
60-6-180
32.0
29.0
32.0
36.0
32.2
12. O
13.0
8.0
14.0
11.7
67
20-4-160 35.1
36.6
35-2
39-4
36.6
20.6
26.7
21 .0
24.0
23.1
68
2O-6-l6o
42.5
47.6
41.9
48.0
45-0
23.3
3J-9
21-3
25.6
25-5
69
2O-8-l6o
51-8
47-7
52-4
56-7
52-1
5-0
7-0
5-5
7.6
6-3
70
2O-IO-I6O
62.0
60.0
59-0
73-0
63-5
5-0
7.0
4.0
6.0
5-5
71
30-4-160
28.7
3i-4
29.4
31-9
30.4
27.0
28.6
25-4
29-3
27.6
72
30-6-160
36.2
38.8
35-0
43-3
38.3
25.0
28.6
22.8
31-7
27.0
73
30-8-160
46.1
47-3
46.3
53-4
48.3
10.5
ii . i
9-i
ii. i
10.4
74
30-10-160
54-°
57-o
54-o
64.0
57-2
8.0
13.0
IO.O
IO.O
IO. 2
75
30-12-160 61.0
62.0
62.0
76.0
65.2
ii .0
14.0
IO.O
14.0
12.2
76
40-4-160 26.4
32.5
24-5
32.6
28.9
24-5
31.2
26.3
35-i
29. I
77
40-6-160 30.9
38.3
30-5
41.1
35-2
34-5
42.6
31.4
39-6
37-0
78
40-8-160 40.6
43-8
43-1
47-5
43-7
13-4
13-5
13.4
15-3
13-9
79
40-10-160 48.0
51-0
50.0
60.0
52.2
16.0
15-0
12. 0
16.0
14.7
80
50-4-160 22.7
26. 2
23-3
27.7
25.0
31.2
39-7
28.0
33-2
33-0
81
50-6-160 28.3
35-8
28.0
38.7
32.7
33-1
38-8
31.2
42.0
36.3
82
50-8-160
36.0
40.0
40.0
44.0
40.0
12.0
15-0
12. 0
15-0
13-5
83
60-4-160
23.0
18.0
20. o
22. O
20.7
9.0
II. 0
IO.O
12. O
10.5
84
60-6-160
28.0
25.0
26.0
29.0
27.0
IO.O
IO.O
8.0
13.0
IO.2
85
20-4-120
22.7
25-1
21.9
26.1
23-9
21 . I
26.5
21.6
26.O
23-8
86
20-8-120
34-8
35-9
35-8
41.2
36.9
14.4
19.8
15-8
22.6
18.2
87
2O-I2-I2O
49-9
51-0
50.2
60.0
52.8
15-2
18.4
13-7
16.8
16.0
88
30-4—1 2O
19.2
21.7
18.3
22.7
20.5
23-7
26.2
22.0
28.7
25-1
89
30-8-120
27.8
32.6
28.3
35-3
31-0
I8.3
25.6
I6.5
23-5
21 .0
90
3O-I4-I2O
52-1
54-2
53-2
61.8
55-3
22.8
25.0
24.1
26.3
24-5
9i
40—4—120
16.4
20.5
17.1
20.3
18.6
24-9
37-1
25-4
34-7
30-5
92
40-8-120
25-4
28.5
25-4
32-8
28.0
26.2
29.2
21 .2
25-8
25.6
93
4O-I2-I20
39-9
50.6
40-5
50.8
45-4
27.9
36.7
26.5
33-0
31.2
94
50-4-120
13-4
21. I
13-8
18.4
16.7
27.6
34-9
24-3
30.1
29.2
95
50-8-120
29. i
26.5
24-3
32.8
28.1
30.0
26.7
27.O
28.9
28.1
96
50-11-120 133.7
34-5
32.0
40.0
35-0
31-5
32.2
34-7
33-0
32.8
97
60-8-120
21 .O
19.0
23.0
27.0
22.5
13.0
12. O
14.0
13.0
13.0
no
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 17. — Pressures from indicator-cards.
Designation
of tests.
Indicator results— Pressure above atmosphere.
Least back.
Mean effective.
b
£
Laboratory
symbol.
Right side.
Left side.
Aver-
Right side.
Left side.
Average.
I
^
age.
fe
H.E.
C. E.
H.E.
C. E.
H.E.
C. E.
H. E.
C. E.
i
2
96
97
98
99
100
101
1O3
103
104
105
i
20-2--240
3-o
i-7
3-2
2.4
2.6
60.75
6l .22
65-69
53-08
60. 19
\a
2O — 2 — 2AO
55 . so
52 .07
61.81
52 .71
55-5^
2
20-4-240
2-3
2-3
2.0
2.6
2-3
*jij *_>
84.99
o * v /
82.15
82-53
*J i \J
81 .04
O O v-JO
82.67
3
20-6-240
2 .O
3-o
2.0
3-o
2-5
101 .49
97-75
96.27
100.46
99-05
T.Q
2O—6—24O
98.46
94.92
95-35
94- J7
95.72
O
4
20-8-240
5-0
3-0
I .0
5-0
3-5
126.60
113.80
i 20 . 60
121 .OO
120.50
5
30-2-240
3-i
2.8
2 .O
9.6
4-9
54-33
53-10
53-45
48-29
52.29
^a
1O— 2— 2AO
50.84
51 . 19
55.63
47 -53
51 .30
ou
6
^v^ ^ ^.^.vy
30-4-240
I .0
2.2
2.6
2-3
2.O
*J T^
65.21
67.80
67-63
64.66
66.36
7
3O-6-24O
3-3
4-7
5-0
6.0
4-7
83.66
82.90
83-85
82.06
83.12
8
40-2-240
2.O
2.3
2. I
3-6
2-5
45-07
46-85
46.39
40.30
44.64
9
4O-4-24O
3-8
4.1
4.0
3-o
3-7
57.26
64.62
59-64
58.75
60.06
10
4O-6-24O
8.0
7.0
6.0
8.0
7-2
68.70
66.40
68.50
65.10
67.17
ii
50-2-240
2.O
7.8
2.5
4-3
4.1
38.92
43-20
38-48
33-79
38.59
12
50-4-240
5-0
7-o
5-0
6.0
6.0
51.70
57.60
56.30
49.20
53-70
13
2O-2-22O
I .O
i-3
1.4
-i-.8
i-3
55-83
53-13
53-6o
54-54
54-27
H
20-4-220
2-5
0.8
i-5
2-5
1.8
71.67
71-33
68.41
78.17
72.39
15
2O-6-22O
I .0
2-3
I .0
2-3
1.6
92.32
88.00
85-35
99.16
91.23
16
20-8-220
6.8
3-8
4.1
4.0
4-7
114.15
107.62
108.82
117. 10
III .92
17
30-2-220
1-3
I .0
I .0
1.3
I . 2
44.80
44-96
45.61
45-22
45-15
18
3O-4-22O
2-5
2-5
2.5
2-5
2-5
64.50
60.99
61.89
64. 16
62.88
19
3O-6-220
3-o
3.5
a. 4
4.8
3-4
80.39
76.48
75-97
82.84
78.89
20
3O-8-22O
6.0
7.0
6.0
6.0
6.2
IOO. 12
93-20
94.04
100.40
96.94
21
4O-2-22O
1.4
i-3
i . i
i . i
I . 2
38.14
41.41
40.40
36.68
39.16
£2
40-4-220
5-0
4.8
4.0
4-3
4-5
55-22
51-83
53-50
54-70
53-81
23
4O-6-22O
7.0
7-5
7-5
9.0
7-7
73-78
67.41
70.80
70.40
7O.6O
24
5O-2-22O
O. I
2-5
0-9
i-9
i-3
30.96
33-i6
32.19
31-86
32.04
25
50-4-220
2-3
3-0
3-0
4-7
3-2
48.88
46.68
48-27
46.44
47-56
26
50-6-220
9.0
9.0
7.0
12. 0
9-2
65-55
57-93
62.23
61.68
61.85
27
60-4-220
6.0
6.0
5-o
8.0
6.2
44.00
41-33
43-65
44.00
43-24
28
60-6-220
13.0
II .0
9-0
13.0
n-5
56.40
52.36
55-95
58.09
55-70
29
2O-2-2OO
i .0
1.6
i .0
1.3
I .2
48.09
46.36
47-65
47-39
47-25
3°
20-4-200
i-9
2 .O
i-7
i-7
1.8
58.90
59-38
62.49
63.42
61.05
3i
2O-6-2OO
I .0
i-3
I .0
i-9
i-3
79.96
75-94
80.82
80.54
79-31
32
20-8-200
2 . 2
4.0
2-3
4.1
3-2
101 .98
95-05
96.66
106.73
IOO. IO
33
3O-2-2OO
2.0
1.5
i-5
1.8
1-7
36.87
37.76
39-05
37-85
37-88
34
30-4-200
I .0
1.8
1.8
2 .O
1.6
50.84
52.09
53-02
50.81
51-69
35
3O-6-2OO
1.8
2. I
i . i
3-2
2.0
71.34
65.90
67.00
71-37
68.90
36
3O-8-200
7.0
8.0
5-0
9.0
7.2
89.10
83.88
85.60
92.74
87.83
37
4O-2-2OO
I.I
I .0
i .0
1,4
I . I
31.82
33-95
32.82
31.08
32.42
38
40—4—200
4-5
3-i
1.9
3-9
3-3
49-25
47.98
47-27
45-19
47-42
39
4O-6—2OO
3-9
5-5
2-5
6.0
4-5
60.22
62.65
58.86
68.17
62.47
40
4O-8-2OO
1O.O
IO.O
7.0
II .0
9-5
78.40
73-19
75-40
79.22
76.55
4i
5O-2-2OO
I.O
I .0
1.4
i-7
i-3
28.59
28.57
28.23
25-89
27.82
42
50-4-200
3-i
4-3
3-3
5-0
3-9
37.73
39.81
41 .61
37-55
39-18
43
5O-6-2OO
9.0
6.0
7.0
9.0
7-7
59-92
55-8o
57-13
55-34
57-05
44
6O-4-2OO
4.0
5-0
5-o
6.0
5-0
37-20
35-73
37-69
36.09
36.68
45
60-6-200
10.5
8-5
9.0
12.0
IO.O
45.12
43-47
48.54
48.95
46.52
46
20-2-180
0.8
0.5
i-3
i-5
1 .0
37-73
39.80
41.83
40-93
40.42
47
20-4-180
i-5
i-5
i-5
i-5
i-5
54.82
53-42
57-91
55-78
55-48
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 1 7. — Pressures from indicator-cards — Continued.
Ill
Designation
of tests.
Indicator results — Pressure above atmosphere.
Least back.
Mean effective.
jj
Laboratory
symbol.
Right side.
Left side.
Aver-
Right side.
Left side.
Average.
a
age.
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
H. E.
C. E.
l
3
96
97
98
99
1OO
101
1O2
103
1O4
105
48
2O-6-l8o
0.2
O.?
0-3
I . I
0.6
70. 12
67-37
71.15
72.84
70.65
49
20-8-180
0-5
1-5
i-7
2.0
1.4
85.94
83.18
86.40
91-57
86.77
50
2O-IO-l8o
2.0
3-0
2.O
4.0
2-7
102.74
96-75
IOO.26
"5-47
103.81
C'?
30-2-180
1O— 1 — T 80
1.4
o-9
I .2
i-3
I .2
31.70
33-91
A C OS
33-29
33-17
33-01
oz
53
,51^—4 i ou
30-6-180
1.6
3-o
2-9
2-7
2-5
43 • 25
53-Si
45 . 20
54-70
49.70
41 .65
53-62
44-97
55-44
54
30-8-180
2 . 2
3-8
2-5
3-9
3. I
74-95
75.64
75.76
82.81
77-29
55
30-10-180
6.0
6.0
6.0
9-0
6-7
91 .80
86.77
86.72
101.61
91.72
56
40-2-180
1 -5
0.6
1.8
i .9
1.4
21.74
31.90
28.46
27.48
27-39
57
40-4-180
i .0
i .3
2 .2
2. I
1.6
38.78
40.43
43.98
39-65
40.71
58
40-6-180
2 . 2
4.1
2.6
4-6
3-4
53-54
55-74
56.01
59-28
56.14
59
40-8-180
7 • l
6.0
6.2
6-9
6-5
63-93
62.77
63.33
66. 61
64. 16
60
40-10-180
£0.0
II .0
10. 0
12 .O
10.7
79-30
76-33
76.87
87.67
80.04
61
50-2-180
0.8
1.6
1 .9
I .5
1.4
20.37
23.59
24.51
22.13
22.65
62
50-4-180
1.8
2-4
2-9
2-9
2-5
31.40
35.52
35-81
36.69
34-85
63
50-6-180
6-3
4.6
4.8
6.8
5-6
42.81
46.51
45-93
49.16
46. ii
64
50-8-180
8.0
8.0
8.0
ii .0
8-7
57-66
54-35
58.09
63-73
58.46
65
60-4-180
4.0
3-0
4-o
6.0
4-2
29.97
28.27
31 .56
34-13
30.98
66
60-6-180
6.0
7-0
7.0
8.0
7-o
40.42
38.22
44.06
46.28
42-24
67
20-4-160 i.o
I.O
1.4
i .9
1-3
47-73
43-22
45-95
48.82
46.43
68
20-6-160
I .2
2.6
1-3
i . i
i .5
63.88
58.62
61.76
67-55
62.95
69
20-8-160
2. I
3-0
2-4
4.1
2-9
72.34
68.89
73-76
76.74
72.92
70
20-10-160
2.0
I .0
I .0
3-0
1-7
93-93
88.08
90.01
105.69
94-43
71
30-4-160
I .O
I .0
1 .5
I .2
I .2
38.78
36-03
38.07
40.69
38-39
72
30-6-160
2.0
2 .O
2.O
2.0
2.O
54-22
50.84
52-80
58.47
54.08
73
30-8-160
1.6
2-9
I .9
3-5
2-5
63.24
64.19
64.90
69.78
65.58
74
30-10-160
3-0
5-0
3-0
4.0
3-7
78.04
77-33
77-21
85-29
79-47
75
30-12-160
6.0
5.0
6.0
9-o
6-5
90.75
85-97
86.98
97.84
90.38
76
40-4-160
I .2
2.7
i . 3
2. I
1.8
32.61
32.85
31-85
36.66
33-49
77
40-6-160
2.O
2.9
2-5
3-3
2-7
44-53
43-84
44-°3
50.20
45-65
78
40-8-160
3-5
4.4
3-7
6.6
4-5
53-45
56.76
56-65
61.44
57-02
79
40-10-160
7-0
7.0
6.0
10. 0
7-5
69.89
67-83
69.43
79. 56
71.68
80
50-4-160
i . i
2-7
2. I
3-0
2.2
28.37
26.77
27-94
31-25
28.58
81
50-6-160
3-3
4-3
2.8
5-5
3-9
39-u
39-83
37-55
44.28
40.19
82
50-8-160
6.0
6.0
6.0
8.0
6-5
51-08
48.02
Si-?2
56.80
51 .91
83
60-4-160
2 .O
i .5
2 .O
3-0
2. I
24.40
22.72
25-99
28.72
25-46
84
60-6-160
5-o
4.0
4.0
6.0
4-7
34-58
34-12
36-93
40-43
36.51
85
20-4-1 20
29.20
26.72
28.75
28.80
28.36
86
20-8-120
I .0
I .2
I .2
I .2
i . i
54.62
49-40
52.46
57-87
53 59
87
2O-I2-I2O
2.0
2 .O
2.0
2. I
2.0
75-21
71-73
76.41
79-44
75-69
88
30-4-120
o-5
0-5
0-5
0-5
0-5
23.48
23-87
24-13
24.89
24.09
89
30-8-120
I.O
I .2
I .0
1.6
I . 2
45-73
43-87
46-03
47-65
45-82
90
30-14-120
4.0
4-5
5-7
5-9
5-o
72-51
69.80
71.30
76.65
72.56
91
40-4-120
1 .0
1.4
i .5
i .0
I .2
18.94
19.03
I9-50
20.23
19.42
92
40-8-120
1.8
1.8
3-6
2.6
40.00
38.42
40.35
45-49
40.94
93
4O-I2-I2O
5-7
II .0
6.4
7-6
7-7
58.23
55-07
57-25
63.10
58.41
94
50-4-120
i .0
2-9
i . i
2.0
i .7
14-34
15.40
14.47
16.97
15-29
95
50-8-120
7-7
3-8
3-5
5-5
5- x
35-19
33-79
35-42
40.22
36-13
96
5O-II-I2O
7-2
7-5
7-2
8-5
7.6
45-24
43-70
45-04
51 • I7
46.26
97
6O-8-I2O
4.0
4.0
5-o
7-o
5-0
30-69
27-15
3I-42
35-90
31.29
112
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 1 8. — Engine performance.
Designation of
tests.
Engine performance.
Number.
Laboratory
symbol.
Indicated horsepower.
Steam per
I. H. P.
per hour.
i
X
b
a
fe
s
h-i
b
o
"rt
o
U
B. t. u. supplied.
Right side.
Left side.
Total.
To engine per min.
Perl. H. P.
per min.
II. E.
C. E.
H. E.
C. E.
X
!3
d
•M
>.
«
IH"
O
1
•9
_g
>>
«
Actual calculated
from observed
temperature of
feed-water.
Comparative, as-
suming tempera-
ture of feed equal
to temperature of
exhaust.
13
3
o
<
ti
a
IH
C.
o
0
1
3
106
ior
108
1O9
110
111
112
113
114
115
116
117
I
la
2
3
30
4
5
So-
6
7
8
9
10
ii
12
20-2-240
20-2-240
20-4-240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
30-6-240
40-2-240
40-4-240
40-6-240
50-2-240
50-4-240
70.15
65.96
101 .49
I2O.4I
116.29
150.04
97-Qi
90-43
"6.33
136.78
107.09
136.17
173-74
118. 14
153-88
68. 61
60.06
95-21
112.44
108.81
130.90
92.03
88.37
117.63
I3I-54
107.99
147-73
163.01
127.26
166.51
77-15
74-73
100.24
116. 19
114-56
I45-4I
97.08
100.65
122.73
I39-46
112. 12
144.38
1/6.25
118.80
170.47
60.54
6 1 .90
95-58
117.78
109.60
141 .69
85-17
83-50
"3-94
132.52
94-58
138.02
162.62
101.30
i 44 • 66
276.45
262.65
392.52
466 . 82
449 . 26
568 . 04
37L29
362.95
470.64
540-30
421.78
566 . 30
675.62
465-50
635-52
Lbs.
26.29
Lbs.
16.16
3-4°
138,921
122, 274
502-5
442-3
25-33
24.09
17. 21
18.34
3-30
191, 716
219, 097
167, 135
189, 296
488.4
469-3
425.8
405.5
1 8 id.
25.48
17 .00
3-29
1 80, 087
157.761
485-0
424.9
24-43
17-34
17 8l
223 ,l82
I9L739
474-2
407.4
24. 16
23-86
16.55
17.42
1 8 02
3-33
194. 858
262, 459
171, 200
225,387
461.9
463-4
405.9
398.0
24-97
16.95
15-75
3-07
222,095
194. 579
476.9
418.0
13
14
15
16
»7
18
19
20
21
22
23
24
25
26
27
28
2O-2-22O
2O-4—2 2O
2O-6-220
2O-8-22O
30-2-220
30-4—220
30-6-220
3O-8-22O
4O-2-22O
4O-4-22O
4O-6—22O
5O-2-22O
5O-4-22O
5O-6-22O
6O-4-22O
6O-6-22O
66.06
85-45
109.82
137.70
79-95
115-18
143.48
185.96
91 01
I3I-37
176.71
92.09
145.17
195.11
157-31
201 .6.1
6l .02
82.36
101.55
124.81
77-86
105.71
132.66
168.46
95-91
119.67
156.63
95-63
134-66
167.47
150.16
181 .50
64.51
82.97
103.51
132.28
82.80
112.43
137.11
177.68
98.07
129.48
172.48
97-39
146.02
188.43
I5I-50
203. 29
63-74
92.07
116.56
138-23
79.71
"3-17
146.24
183.19
86.46
128.55
166.43
93.68
136.44
181.35
155-22
204-95
255-33
342.85
431-44
533-02
320.32
446.49
559-49
715-28
37I-46
509 • 07
672.65
378.79
562.30
732.36
614. 19
79L38
27-65
25.80
25-51
25-86
26.60
24.23
23-59
16.72
16.89
17-54
19.30
16.00
16-95
17-53
TO <;<;
3-24
3.18
3.62
3-89
3-41
3-29
3-34
I35.552
170,233
209, 864
262, 684
164, 475
206, 173
253.655
118,958
149,825
i85,337
229, 784
143,471
182, 123
220, 195
538-0
496.0
486.0
492.0
5I3-0
484.4
451.6
465-9
437-0
429-6
43I-I
447-9
407-9
394-1
25-58
23.68
16.43
16.21
18 14
3-27
3-15
184, I2O
231. J58
159.989
200, 828
495-6
454-0
430-7
394-5
26.29
24.08
16.42
16.71
1 8 ^Q
3-45
3-57
192, 609
259, 960
167,577
226, 494
508.0
462.3
442.4
402.8
17 8 A.
18.89
29
30
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
45
2O-2-2OO
2O-4-2OO
20-6-200
2O-8-2OO
30-2-20O
3O-4-2OO
3O-6-200
3O-8-2OO
4O-2-2OO
40-4-200
40-6-200
4O-8-2OO
50-2-200
5O-4-2OO
5O-6-2OO
6O-4-2OO
60-6-2OO
57-06
69-79
95-27
121. 16
65-87
90.80
127.40
162.21
75-73
117.24
148.01
187.76
85-14
112.43
178.35
132.99
161 . 17
53-3«
68.29
87.81
109.63
65-43
90.30
114.22
148.21
78.30
110.87
154-64
170.06
82.46
"5-37
161.31
123-85
150.69
57-50
75-31
97-95
116.84
70.91
96.34
121 .70
158.54
79-48
114.49
142.42
183.70
85.40
126. II
173.00
136.93
176.37
55-53
74-23
94-79
125.27
66.73
89.65
125.89
166.78
73-07
106.28
160.18
187.41
76.05
110.51
162.70
127.33
172.70
223.47
287.62
375-82
472.9°
268.95
367.09
489.21
635-73
306.58
448.88
605 . 25
728.93
329-05
464 . 20
675.36
521.10
.50.93
28.32
26.24
26.01
26.31
27 01
25.70
24.91
17.14
16.92
18.85
19- !3
16.86
18.36
17-59
3-47
3-5i
3-52
3.48
3-40
1 20, 669
144,015
189, 134
237.035
139,024
181,466
235. 366
105,925
126, 697
164, 083
207, 744
122, 184
157,371
207, 621
541.0
501.0
503-0
502.0
5I7-0
494-0
489.0
474-0
44°-5
436.6
439-3
454-3
428.7
424.4
26.88
24.66
24-43
16.94
17.17
17-35
3-35
3-28
3-47
159.350
209, 841
281,077
124, 196
184, 708
246, 458
520.0450.1
470.0 412.6
464 . 0 407 . 2
25-74
25-78
16.27
16.98
i8.p8
18 A^
3-23
3-27
162,653
228, 162
142, 28l
199,838
494-0
491.0
432-4
430-5
18.02
46
47
2O-2-I8O
20-4-180
46-73
65-53
46.13
61.98
50.82
70.42
48.28
65.86
191.97
263.59
28.78
26.76
19.08
17-49
107, 443
i37> 239
92,533
1 1 8, ooo
560.0 482 .0
520.6 447-6
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 1 8. — Engine performance— Continued.
Designation of
tests.
Engine performance.
Number.
Laboratory
symbol.
Indicated horsepower.
Steam per
I. H. P.
per hour.
C
O
•C
u
01
a
PH
w
(-('
&
1
o
B. t. u. supplied.
1 Right side.
Left side.
Total.
To engine per min.
Per I. H. P.
per min.
H. E.
C. E.
H. E.
C. E.
^
G
a!
>,
cq
1-.°
O
a)
u
•9
>,
«
•a-a1-!
<U <u O
d >
"a "-1 <a
I«l5
S-fl-S^
— ° V £
aSn-a
3 o E <a
+J V, V 0
in rt «3 O
*£§•"
1 ^3
y <D"2rt
>*• v % .
'% ^ si
2g ° S s
a'E£-.c
g 3 3 0 X
"3
a
o
<
I
d
a
a
1
<
0
1
3
106
107
108
109
110
111
113
113
114
115
116
117
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
20-6-l8o
20-8-180
2O-IO-l8o
30-2-180
30-4-180
30-6-180
30-8-180
30-10-180
40-2-180
40-4-180
40-6-180
40-8-180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-180
60-4-180
60-6-180
83.71
102.55
123.02
56-97
77.02
95-78
134.40
167. 12
51.78
92.45
126.76
153-66
189.94
60. 6 1
93-19
129. 24
171 .62
107.04
144-37
78.05
96.34
1 1 2 . 40
59-08
78.06
94.68
131.64
I53-3I
73-74
93-55
128.09
146.43
*77-34
68.13
102.33
136.27
I57-H
97-99
132.48
86.40
104.88
122.13
60.84
89.80
108.33
136.12
160.60
68.95
106.79
132.81
154-88
187.28
74-22
I07-57
141.14
I75-89
114.67
160.08
85.91
107-93
136.89
58.86
73-07
94.48
144. 10
182.73
64.66
93.38
136.42
J54-94
207 . 40
65-05
107.58
146.65
187-38
120.41
163.26
334-07
411.70
494-44
235-I5
3I7-I5
393-27
546-26
663.77
259-I3
386.18
524.08
609 . 9 i
761 .96
268.02
410.62
553-30
692.00
440.11
600. 19
Lbs.
25-44
25-9I
Lbs.
18.79
19.64
20.38
164, 617
206, 793
142,775
178, 796
492.7
502.2
427-4
434-3
26.54
25-36
24.62
24.61
19.28
18.28
18.84
19-33
20.46
122, O2I
155.986
187,092
260, 293
104, 947
135,300
161,255
223, 808
517-8
490-5
475-0
476.5
445-1
426.6
410.0
409-7
25.89
24.08
23-68
25.85
19-05
18.20
18.74
19.63
21.17
I 30, 004
1 80, 963
240, 941
305, 058
112,314
155,450
206, 287
260, 566
477-6
468.0
459-7
500.1
433-4
402 5
393-5
427.2
26.61
24-43
24.87
19.63
19 .l6
18-43
IQ .22
138,777
195,685
266, 663
119, 506
167, 367
227,794
5I7-2
475-2
481.8
445-9
407.6
411.7
18. is
18.6-,
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
2O-6-l6o
20-8-l6o
2O-IO-I6O
30-4-160
30-6-160
30-8-160
30-IO-l6o
30-12-160
40-4-160
40-6-160
40-8-160
40-10-160
50-4-160
50-6-l6o
50-8-160
60-4-160
60-6-160
56.75
76.04
86.03
112.47
69. 16
96.79
113.14
I39-4I
166.33
77.81
105-94
127.91
163.96
84-45
116.54
152.01
87.24
123.61
49.87
67.77
79-55
102.36
62.35
88.08
i i i . 46
I34-07
152.93
76.01
IOI .22
I3I.8I
!54-44
77-31
115.19
138.81
78-74
118.26
55-59
74.84
89-27
109.65
68.92
95.89
"8.13
140.31
162. 16
77-30
106.54
I37-9I
165.70
84.63
"3-82
156.58
94-44
.I34-I7
57-31
79.76
90.20
125.02
71.68
103. 10
123.32
150.50
177.14
86.40
117.96
145-24
184.38
91.88
130.32
167.00
101.32
142 .61
219-52
298.41
345-05
449 • 50
272. ii
383-86
465-05
564 . 29
658.56
3I7-52
431.66
543-87
668.48
338-27
475.87
614.40
36i.74
518.65
28.03
26. 14
27-52
17.61
18.72
20. I?
20.86
3-29
3.20
117, 708
149, 343
183, 020
103,052
130,537
158, 183
538-0
500.4
530.5
469.4
437-5
458.4
26.86
25.28
25.69
18.01
18.20
19-75
20. 38
3-24
3-05
140, 050
185,718
23i>593
122, 386
164, 597
195,954
514.6
483-8
498.0
449-7
428.8
421-3
22 .4.1
26.48
25-82
26.44
I7-50
18.32
19.66
21 .AS
3-39
3-45
1 60, 550
212,645
277,611
142, 246
185,991
236, 291
506.0
492.0
510.0
447-9
430.8
434-5
27.01
26. 12
17.91
18.36
2O 24
3-39
3-6i
174,730
238,441
152,879
205, 128
516.0
501.0
451-9
431-5
17 .QS
18.92
85
86
87
88
89
90
9i
92
93
94
95
96
97
20-4-120
2O-8-I2O
20-12-120
30-4-120
3O-8-I2O
3O-I4-I2O
40-4-1 2O
40-8-120
4O-I2-I2O
50-4-120
5O-8-I2O
5O-II-I2O
60-8-120
34-73
64.80
89.17
41-93
81.71
129. 19
45-13
95-32
I39-I7
42.72
104.68
136.01
109.62
30.84
56.88
82.54
41-36
76.15
120.70
44.01
88.85
127.76
44-50
97-55
127.52
94.12
34.61
63-30
92. 16
43-83
83-77
129.22
47-28
97.80
139.12
43.83
107. 18
138.01
114. 16
33-82
67.81
93-04
43-90
83.86
134.00
47.62
107.07
148.72
44.98
118.18
I5L99
126.67
134.00
252.79
356.91
171 .02
325.49
514.01
184.04
389-05
554-77
176.03
427-59
553-53
444-57
32.47
28.40
28.88
30.63
27.46
30.31
30.18
27-5I
28.52
33-84
28.12
29.17
I9-65
20.50
22-45
18.15
20.06
25-24
J9-93
19.91
23.66
23.04
21 .60
25.85
22 22
3-99
3-52
3-64
3-52
3-32
4.28
3-52
3-4i
4.11
3-91
3-67
4.08
82, 864
136,930
195,008
99,672
170, 178
297,524
105, 712
203, 898
302, 109
113, 320
228,676
307, 342
72,597
H9>790
171, 250
87,510
148,819
256, 769
92, 609
177-335
258, 949
99, 022
197, 695
264, 117
624.5
541-7
547-6
582.9
522.8
578.8
571-3
525-6
543-9
643-7
534-8
555-2
541-7
473-8
480.0
511.6
457-1
499-5
5°3-i
455-7
466.7
562.5
462. i
477-0
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 1 9. — Steam shown by indicator.
Designation of
tests.
Engine performance.
Pounds steam at cut-off by indicator.
Pounds steam at release by indicator.
1
a
Laboratory
symbol.
Right side.
Left side.
Total
Right side.
Left side.
T4. 1
3
fc
H. E.
C. E.
H. E.
C. E.
H. E.
C E.
H. E.
C. E.
otal.
1
2
118
119
12O
121
122
123
124
125
126
127
I
Id
20-2-240
20—2—240
0.2538
0.2355
o. 2662
0.2091
o . 9646
0-2957
0.2756
0.2743
0.2407
1.0863
2
20-4-240
.3271
•3093
•3300
0.2992
I .2656
-3589
•3438
.3609
• 3434
I . 4070
3
20-6-240
.4044
.3624
•3746
0.3897
1 -5311
.4502
.4110
.4149
•4398
I-7I59
in
20—6—240
4
20-8-240
•5051
•4396
.4861
0.48-51
I-9I59
.5166
.4746
•5077
.5141
2.0130
5
30-2-240
1O— 2— 2AO
.2496
.2389
.2511
0.2511
0.9907
.2617
•2653
.2730
.2801
I .0801
6
O T"
30-4-240
.2864
•2744
•2943
o. 2692
i . 1241
.3089
.3118
.3266
.3098
I.257I
7
30-6-240
•3451
.3270
• 3444
0-3373
I-3538
.3675
•3637
•3794
.3684
1.4790
8
4O-2-24O
.2203
. 2204
.2248
0.1938
0.8593
.2423
.2404
.2497
.2287
o . 9609
9
4O-4-24O
.2614
•2751
• 2789
o. 2619
1-0773
.2896
•3107
.3024
• 2948
I-I975
10
40-6-240
.3228
• 2984
.3117
o . 3098
i . 2427
•3409
•3396
.3400
•3313
I-35I8
ii
50-2-240
.2115
.2150
.2117
0.1867
0.8249
• 2258
.2416
• 2341
.2124
0.9139
12
50-4-240
.2594
. 2411
.2826
o. 2411
i .0242
.2772
.2581
.2956
.2327
I .0636
13
2O-2-22O
.2409
.2189
•2354
o. 2179
0.9131
.2673
.2506
.2624 .2531
1-0334
14
2O—4-2 2O
.2881
.2785
•2794
0.3033
i • 1493
.3182
•3083
• 3077 -3312
1.2654
15
20-6-2 2O
.3800
.3420
-3484
0.3961
i . 4665
•3957
•3764
.3688
•4125
1-5534
16
2O-8-220
.4893
.4096
-4675
1.4987
1.8651
• 5454
•4549
• 4836
•5031
1.9870
17
3O-2-220
.2111
.2051
-2175
0.2077
0.8414
• 2353
.2292
• 2345
•2315
0.9305
18
3O-4-22O
•3007
.2639
.2797
0.2729
i . 1172
.3027
.2796
.2971
.2919
i . 1713
19
30-6-220
-3386
.3182
• 3281
0-35"
1.3367
-3582
•3458
• 3510
.3617
1.4167
20
3O-8-22O
-4538
.4054
.4267
o . 4605
i . 7464
.4680
• 4331
•4375
•4625
i .8011
21
4O-2-22O
. 2O2O
. 2070
• 2074
0.1848
0.8012
.2219
.2187
•2337
.2038
0.8781
22
40-4-2 2O
.2612
.2506
• 25H
o. 2501
1.0134
• 2838
• 2597
.2744
• 2694
1.0874
23
4O-6-220
•3379
.3053
.3295
0.3214
1.2941
•3538
.3298
•34"
•3427
I-3674
24
5O-2-22O
• 1915
.1886
.1909
o. 1760
0.7470
. 1906
. 2049
.2052
.1944
0-7951
25
50-4-220
.2417
.2406
• 2438
0.2405
0.9666
• 2594
• 2490
•2594
• 2562
1.0231
26
5O-6-220
• 3205
. 2621
.3046
0.3373
i . 2245
•3358
• 3041
•3224
•3175
1.2798
27
6O-4-22O
• 2397
.2162
• 2424
o. 2310
0.9293
•2574
•2383
•2536
.2625
i .0118
28
6O-6-22O
•3132
. 2760
.3078
o . 3092
i . 2062
•3305
.2899
•3213
•3321
1.2738
29
2O-2-2OO
.2136
.2022
• 2136
o. 1984
0.8278
. 2420
.2340
.2403
.2307
0.9470
30
2O-4-2OO
• 2455
.2466
.2660
0.2572
I-OI53
.2768
.2712
.2854
.2712
i . 1046
31
20-6-2OO
• 3512
•3107
•3409
0.3299
I-3327
-3634
• 3371
• 3752
.3672
i . 4429
32
2O-8-2OO
• 4450
•3909
.4171
0.4572
i .7102
.4582
.4162
•4309
.4644
1.7700
33
3O-2-2OO
. 1890
• I9°5
• 2013
o . i 809
0.7617
.2092
.2090
.2182
.2037
0.8401
34
3O-4-2OO
.2442
. 2279
•2433
o. 2198
0-9352
.2602
. 2617
.2719
.2617
1-0555
35
30-6-200
. 3098
.2828
• 2975
0.3138
i . 2039
• 3225
.3016
.3126
• 3254
i .2621
36
3O-8-20O
• 4"5
• 3710
.3921
0.4282
1.6028
.4242
•3929
.3915
.4486
1.6572
37
4O-2-2OO
.1871
• 1835
•1794
o . i 708
0.7208
.2016
.2004
.1997
.1929
0.7946
38
4O-4-2OO
•2343
.2270
. 2290
o. 2192
0.9095
.2609
• 2415
.2405
• 2452
0.9881
39
40-6-200
.2903
.2931
• 2750
0.3142
i . 1726
•2993
• 3052
.2912
•3243
I . 22OO
40
4O-8-2OO
.3862
• 3508
•3679
0.3880
i • 4947
•3951
•3739
.3716
.4067
1-5473
5O-2-2OO
.1778
• I7°9
• 1773
o. 1616
0.6876
.1899
•1793
.1982
.1794
0.7467
42
50-4-200
.2072
.2093
.2108
0.2038
0.8311
.2181
.2239
• 2369
.2146
0.8935
43
5O-6-2OO
.2989
• 2654
.2829
0.2803
1-1275
.3108
.2772
.2918
.2978
1.1776
44
6O-4-2OO
• 2152
• 1977
.2188
o. 2070
0.8387
• 2311
.2149
.2319
• 2285
o . 9064
45
60-6-200
.2617
• 2338
. 24I2'O. 2709
i .0076
.2849
•2335
.2892
• 2562
1.0638
46
2O-2-I8O
.2024
.1860
.1991
0.1794
0.7669
.2328
.2180
•2333
.2285 0.9126
47
2O-4-I80
.2361
.2128
•2384
0.2266
0.9139
• 2587
.2512
.2677
-2584
1.0360
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 19 . — Steam shown by indicator — Continued.
Designation, of
tests.
Engine performance.
Pounds steam at cut-oil by indicator.
Pounds steam at release by indicator.
1
g
Laboratory
symbol.
Right side.
Left side.
Right side.
Left side.
T* i
*
H. E.
C. E.
H. E.
C. E.
Total.
H. E.
C. E.
H. E.
C. E.
otal.
1
2
118
119
120
131
122
123
124
125
126
127
48
2O-6-I8O
0.3116
o. 2812
0-3059
0.3027
I .2OI4
0.3247
0.3065
0.3325
0-3437
I.3074
49
20-8-l8o
.3805
•3417
•3788
.3862
1.4872
•3954
.3664
•3998
•4234
1.5850
50
2O-IO-I8O
•4724
.4211
•4558
• 5305
1.8798
• 4751
•4323
.4647
•5360
I .9081
5i
30-2-180
.1884
. 1722
•1857
• 1637
0.7106
.2037
. 1910
•2074
.2023
o . 8044
52
30-4-180
.2205
•2075
.2369
.1989
0.8638
•2339
.2261
• 2685
.2348
0.964^
53
30-6-180
.2588
•2431
•2774
.2440
T.0233
• 2732
.2602
.3006
.2684
I . IO2^
54
30-8-180
•3441
.3360
•34H
.3600
1.3815
•3555
•3520
•3594
•3748
I.44I7
55
3O-IO-I8O
•4342
•3972
.4142
.4970
I . 7426
•4436
.4129
.4146
•4994
1.7709
56
4O-2-l8o
.1676
. 1696
.1801
.1521
o . 6694
.1782
.1815
.1998
.1841
0-7435
57
40-4-180
.2115
.2OI2
•2234
.1972
0.8333
.2221
.2163
•2438
.2264
0.9086
58
40-6-180
.2651
•2425
•2732
.2696
1.0510
•2747
.2794
.2892
.2976 i . 1360
59
40-8-180
.3219
.2992
•2973
.3272
I . 2456
•3326
.2979
.3384
• 3470I.3I59
60
4O-IO-I8O
•4035
.3837
•3959
•4549
I . 6380
•4035
.3960
• 4138
.4607 1.6743
61
5O-2-I8O
. 1620
.1531
. 1712
.14720.6335
. 1690
.1694
• 1853
. 1766 0.7004
62
50-4-180
. IQ68
.1877
.2092
.19170.7854
. 2O66
.2000
.2269
.21590.8494
63
50-6-180
•2424
•2353
•2455
.2486 0.9718
•2552
.2444
• 2588
.2660 1.0244
64
50-8-180
•3077
.2776
.3111
.3280 i .2244
.3110
• 2825
.3120
• 3359 1-2415
65
60-4-180
.1893
.1713
.1924
.18850.7415
.2088
.1790
.2080
.2139 0.8104
66
60-6-180
.2356
.2140
•2769
.244910.97 14! .2498 .2290
• 2505
. 2671 0.9966
6?
20-4-160
. 2204
•1975
• 2147
•2133
0.8459
.2411
.2247
.2121
•2439
0.9218
68
2O-6-l6o
.2809
•2549
.2756
.2880
1.0994
•2975
.2885
.2971
.3067
1.1898
69
2O-8-I6O
.3280
.2996
•3334
•3362
1.2972
•35"
.3170
•3586
• 3705
1.3972
70
2O-IO-l6o
•4339
.3804
•4I31
.4746
I . 7020
•4438
• 3997
•4303
.4967
I-7705
7i
30-4-160
.1951
. 1840
. 1966
.1968
0.7725
.2129
.1987
.2214
.2149
0.8479
72
30-6-160
• 2519
.2328
• 2442
.2618
0.9907
. 2661
.2529
.2606
.2764
I . 0560
73
30-8-160
• 3054
.2884
• 3073
.3110
1.2131
•3137
• 3072
.3237
.3480
I .2926
74
3O-IO-I6O
•3736
.3600
.3710
• 4055
1.5101
• 3736
• 3724
•3871
•4139
I • 5470
75
3O-I2-I6O
• 4598
.4IOO
•4379
.5096
1.8173
• 4574
•4314
• 4547
.5160
1-8595
76
40-4-160
.1872
.1836
.1741
.1890
0.7339
.1932
. 1966
.1903
• 2053
0.7854
77
40-6-160
.2292
•2255
.2228
.2512
0.9287
• 2390
• 2357
.2401
.2628
0.9776
78
40-8-160
.2805
.2750
• 2856
• 2994
I . 1405
.2870
.2928
.3027
• 3186
I . 2OII
79
4O-IO-I6O
.3606
• 3354
•3557
.4023
I . 4540
• 3661
• 3520
• 376i
.4154
I . 5096
80
50-4-160
.1695
.1662
• 1752
.1817
0.6926
.1827
• 1793
. 1912
• 1954
0.7498
81
50-6-160
.2169
.2169
.2084
•2336
0.8758
.2260
• 2197
.2208
• 2433
o . 9098
82
5O-8-l6o
.2814
• 2529
• 2763
.2927
1.1033
.2897
.2622
• 2852
• 3069
I . I44O
83
60-4-160
.1684
•i54i
.1684
. 1672
0.6581
.1811
.1625
• 1773
.1871
o . 7080
84
60-6-160
.2158
• 1875
.2169
• 2237
0.8439
.2181
.2024
.2264
• 2368
0.8837
85
2O-4-I2O
• 1630
.1471
.1607
•1519
0.6227
.1816
.1650
.1813
.1792
o . 707 i
86
20-8-1 2O
.2727
.2293
.2432
.2712
I .0164
.2717
.2480
.2791
.2867
t.o855
87
2O-I2-I2O
.3903
.3425
• 3756
.4098
1.5182
.3860
•3535
• 3846
.4164
i • 5405
88
30-4-120
.1456
. 1412
. 1480
• 1452
0.5800
• 1675
• 1597
.1613
• 1367
0.6252
89
30-8-120
• 2343
.2146
.2283
• 2474
0.9246
• 2381
.2302
.2424
• 2551
0.9658
90
3O-I4-I2O
.4127
• 3744
.4048
.4386
I . 6305
•4153
• 3869
.4187
•4435
i . 6644
91
4O-4-I2O
• 1379
• 1349
. 1402
• 1332
0.5462
-1523
.1481
• 1570
. 1601
0.6175
92
40-8-120
.2205
.2078
• 2158
• 2380
0.8821
.2225
.2163
.2259
•2399
0.9045
93
4O-I2-I2O
.3269
.3186
• 3213
• 3581
1.3249
.3296
•33*3
•3330
.3664
i • 3603
94
50-4-120
• 1343
•I331
, 1207
.1331
0.5213
. 1412
• 1552
• 1454
.1464
0.5882
95
50-8-120
.2272
.2042
.2112
• 2337
0.8763
•2459
• 2053
.2236
• 2393
0.9144
96
5O-II-I2O
.2818
.2509
.2756
.3086
I .1170
.2902
.2707
.2870
•3146
1.1625
97
6O-8-I20
.1988
.1752
.2045
.2062
0.7847
• 2053
.1872
.2161
• 2318
o . 8404
116
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 20. — Cylinder performance.
Designation
of tests.
Engine performance.
Number.
Laboratory
symbol.
Pounds steam at compression by
indicator.
Weight of steam
per revolution , by
tank.
Weight of mixture
in cylinder per
revolution.
Per cent of mixture
present as steam
at cut-off.
Per cent of mixture
present as steam
at release.
Reevaporation per
revolution.
Reevaporation per
I. H. P. per hour.
Right side.
Left side.
Total.
H. E.
C. E.
H. E.
C. E.
1
2
128
129
130
131
132
133
134
135
136
137
138
I
ia
2
3
30
4
5
50
6
7
8
9
10
ii
12
20-2-240
20-2-240
20-4-240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
30-6-240
40-2-240
40—4—240
40-6-240
50-2-240
50-4-240
0.0771
0.0708
0.0785
0.0719
0.2982
Lbs.
I .2819
Lbs.
1.5801
61 .0
68.7
Lbs.
o. 1217
Lbs.
2.4958
.0667
.0638
.0621
•0597
.0666
.0596
.0629
. 0634
-2583
•2465
I .6940
I . 9300
J-9523
2.1765
64.7
70.3
72.1
79.0
.1414
.1848
2 . 1122
2.3OOO
•0563
.0868
•0571
.0838
.0508
.0869
.0587
. 1026
. 2229
.3601
.0972
.0894
0-9957
2 . IIIO
I .0790
I-439I
68.7
75-0
.0818
.0677
•0934
.0886
.0978
.0936
.1050
.0803
.0709
.0894
.0850
-0973
.0984
.0876
.0818
.0702
.0922
.0891
.0919
•0995
.0941
.0818
.0698
.0875
.0905
.0846
.0929
.0920
•3257
.2786
•3625
•3532
.3716
•3844
-3/87
I .3120
1.6377
68.6
76.7
.1328
.1252
. 1016
.1212
.IO9I
.0890
•°394
2 .4700
I.86I9
2.8105
2.4700
2.0055
2 . 8490
O.9O62
0-8735
I.I565
I . 2360
I • 5097
69-5
71.4
77-7
79-3
6.7801
I . 1645
70.7
78.4
13
H
15
16
17
18
J9
20
21
22
23
24
25
26
27
28
2O-2-22O
2O-4-22O
2O-6-22O
2O-8-22O
3O-2-22O
3O-4-22O
30-6-220
30-8-220
4O-2-22O
4O-4-22O
40-6-220
5O-2-22O
5O-4-22O
5O-6-22O
6O-4-22O
60—6—220
.0758
.0714
.0651
.0646
.0861
•0775
.0742
.0750
•0934
.0907
.0869
-0923
.0924
•0975
. 1012
•"43
•0745
.0700
.0679
.0568
.0808
.0772
.0784
•0593
.0857
.0792
.0797
•0935
.0913
.0917
.0991
. IO2I
.0763
.0671
.0603
.0564
.0822
•0773
.0730
.0648
.0942
.0982
- .0801
.0947
. 1040
.0858
.0917
. 1017
.0721
.0685
.0613
.0558
.0965
.0761
.0729
.0690
.0837
. 1129
-0832
.0887
.0919
.0831
•0949
•1033
.2987
.2770
.2546
•2336
•3456
.3081
.2985
.2681
3570
.3809
.3299
.3692
•3796
.3581
.3869
.4214
1.3028
I.5IIO
1.8839
2 • 3496
0.9726
1.2225
I • 5033
1.6015
1.7880
2.1385
2.5832
1.3182
10306
I. 8168
56.9
64-3
68.6
72. 2
63-8
72.9
73-8
64-5
70.8
72.8
76.9
70.6
76-5
78.2
.1203
. 1161
.0869
i-I2I9
.0891
.0541
.0800
•0547
.0769
.0740
•0733
.0481
.0564
• 0553
.0825
.0676
2.7382
-99II
.1769
•3419
2-7350
.0624
•2549
0.6974
2.4257
I . 6990
I.28I5
I-8545
1.4663
I • 1035
2.3548
1-4974
O.SlIO
1.0320
I. 1680
J-4i3i
71.7
7i-7
75-2
77-0
0.6819
0.9270
1.0511
i . 3066
71.0
74-o
75-7
78-3
29
30
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
45
20-2-200
2O-4-2OO
2O-6-2OO
2O-8-2OO
3O-2-2OO
30-4-200
30-6-200
3O-8-2OO
40-2-200
4O-4-2OO
4O-6-2OO
40-8-200
5O-2-2OO
50-4-200
5O-6-2OO
6O-4-2OO
60-6-200
.0748
.0692
.0592
•0597
.0832
•0745
.0716
.0744
.0922
.0856
.0841
.0868
.0906
•0939
.0930
.0925
. 1092
.0728
.0704
•0597
•0594
.08lO
•Q7I5
.0682
.0730
.0845
.0805
.0828
.0798
•0854
.0858
.08ll
.0887
.0904
.0752
.0657
-0544
-0529
.0831
.0710
.0702
.0602
'.0877
.0822
•0754
.0780
•0939
.0893
.0800
.0916
.0949
.0685
.0636
•0590
.0540
•0755
.0705
.0706
•0737
.0857
.0803
.0779
.0864
.0913
•0853
.0881
•0853
.0902
.2913
.2689
-2323
.2260
.3228
•2875
.2806
.2813
-3501
.3286
.3202
•33!0
.3612
•3543
.3422
-3581
.3847
1.0865
1.2979
1.6730
2.1325
0.8288
1.0756
I - 3896
L3778
i . 5668
1.9073
2.3585
1.1516
1-3631
i .6702
60.0
64-7
69.8
72.7
66.1
68.7
72.1
68.7
70.5
75-5
75-2
72.9
77-5
75-5
. 1192
.0893
. IIO2
.0598
.0784
.1203
.0582
•0544
.0738
.0786
.0474
.0526
.0591
.0624
.0501
.0677
.0562
3.1160
1.8065
1.7130
0-7378
2-5524
2.8700
1.0432
0.7650
2.8136
2 . 0468
0.9147
O.85OO
2 . 6440
I . 9606
I .0842
2-2773
I.49I2
0.7053
0.9471
1.2658
1-0554
1-2757
1.5860
68.3
72 .0
74.0
75-2
78.2
76.9
0.5800
0.8l83
0.9412
1.1726
73-0
70.8
79-3
76.2
46
47
2O-2-I80
20-4-180
.0721
-0634
.0659
•0579
.0711
.0639
.0680
.0636
.2771
.2506
0.9472
I .2Ol6
i . 2243
1.4522
62.7
62.9
75-3
71-3
•1457
.1221
4-4555
2.7116
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 20. — Cylinder performance — Continued.
117
Designation
of tests.
Engine performance.
H Number.
Laboratory
symbol.
Pounds steam at compression by
indicator.
Weight of steam
per revolution, by
tank.
Weight of mixture
in cylinder per
revolution.
Jfer centol mixture
present as steam
at cut-off.
Per cent of mixture
present as steam
at release.
Reevaporation per
revolution.
Reevaporation per
I. H. P. per hour.
Right side.
Left side.
Total.
H. E.
C. E.
H. E.
C. E.
2
128
129
ISO
131
133
133
134
135
136
137
138
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
2O-6-l8o
20-8-l8o
2O-IO-I8O
30-2-180
30-4-180
30-6-180
30-8-180
30-10-180
40-2-180
40-4-180
40-6-180
40-8-180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-180
60-4-180
66-6-180
0.0598
-0538
.0466
•0745
.0800
.0700
.0619
.0621
•0874
.0806
.0749
.0789
-0747
.0869
.0861
.0880
.0902
.IO22
.0996
3-0552
.0482
•0503
.0683
-0651
•0563
.0625
.0628
.0714
.0719
.0687
.0720
.0732
.0809
.0776
•0789
.0770
.0854
•0915
3-0595
.0500
.0486
.0746
.0839
0649
.0586
.0602
.0844
.0794
•0763
.0727
.0751
.0892
•0853
.0849
.0864
.0835
.0859
3.0586
.0521
.0489
.0726
.0687
.0645
.0581
.0662
.0782
•0754
.0718
.0771
.0796
.0832
.0802
.0841
.0780
.0839
.0817
3-233I
. 2041
.1944
. 2900
.2997
•2557
. 2411
.2513
•3214
•3077
.2917
.3007
.3026
• 3402
•3293
-3359
-33i6
-3550
.3587
Lbs.
I.45IO
1.8234
Lbs.
1.6841
2.0275
71.4
73-3
77-6
78.2
Lbs.
3. IO6O
.0978
.0283
.0944
.1005
.0791
.O6O2
.0279
.0742
•0753
.0859
.0703
.0360
.0668
.0640
.0526
.OI7O
.0690
.0250
Lbs.
I.860I
1.3910
0.3365
3 • 5300
2.7615
1.7630
0.9720
0.3758
3-3500
2.2822
1.9030
1.3611
0.5556
3 . 6400
2 .2706
I . 4090
0.3592
2.7495
0.7303
D.7I05
3.9275
I.I050
I • 5480
I . 0005
I .2272
I . 3607
1.7891
71.0
70.4
75-2
77-2
80.4
78.6
81.0
80.6
0-5737
0.7940
1.0673
I-3354
0.8951
I . 1017
1-3590
1.6361
74-8
75-6
77-3
76.1
83-1
82.4
83-6
80.4
0.4880
0.6885
0.9280
0.8282
1.0177
1.2639
76 4
77-2
76.9
83.5
83-4
81.0
6?
68
69
7°
'i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
2O-6-l6o
20-8-l6o
2O-IO-l6o
30-4-160
30-6-160
30-8-160
30-10-160
30-12-160
40-4-160
40-6-160
40-8- i 6c
40-10-160
50-4- i 6c
50-6- i 6c
50-8-1 6c
60-4-160
60-6- i 6c
-0654
.0587
.0508
•0455
.0717
.0670
•0635
.0638
•0555
.0780
.0785
.0758
.0636
.0801
.0796
.0851
.0978
.0901
.0661
.0647
.0478
•0437
.0701
.0678
•0613
.0586
•0544
.0806
.0772
.0705
.0717
.0845
•0793
.0708
•0787
.0758
•0655
0561
.0492
.0431
•0743
.0632
.0611
.0564
•0549
-0738
-0697
.0692
• 0635
.0843
•0753
• 0709
.0850
•0795
.0629
.0555
.0510
•0433
.0709
.0622
.0612
-0575
-0550
.0789
.0738
•0755
.0663
.0861
.0778
.0628
.0762
.0788
-2599
• 2351
.1988
.1756
.2870
.2602
.2471
-2363
.2198
•3"3
.3002
.2910
.2651
•3351
.3120
.2896
•3377
.3242
1.0536
L3245
i .6229
I.3I35
1-5595
1.8217
64.4
70-5
71.2
70.2
76-3
76.7
•0759
.0903
. IOOO
.0685
.0764
.0653
.0805
.0369
.0422
• 0515
.0489
.0606
.0556
•0572
.0340
.0407
.0499
.0398
2.OIOO
I-770I
1.6930
0.8960
3 • 2400
I.49I3
1.5204
0-5737
0-5767
1.9013
I.3I53
i • 3094
0.9580
2.442
1-0453
0.9643
2.4181
i - 3458
0.8323
i .0071
i • 3594
i . 1192
I-37I3
i .6065
68.9
72.7
75-6
75-7
77-0
80.0
0.7176
0-9541
1.2237
i .0289
1-2543
I.5I47
71-3
74-0
75-3
76.4
77-9
79-3
0.6251
0.8497
0.9602
i . 1617
72.1
75-3
78.1
78.2
85
86
87
88
89
90
9i
92
93
94
95
96
97
20-4-1 2C
2O-8-I2C
2O-I2-I2C
30-4-1 2C
3O-8- 1 2C
30-1 4-1 2C
40-4-1 2(
40-8— I 2(
4O-I2-I2<
50-4-1 2<
50-8-12
5O-II-I2
60-8-12
) . 0608
> -0491
) . 0462
) .0725
> -0567
> .0458
) .0741
3 .063^
3 .059?
3 .O8O1
3 .077/
3 .065^
3 .076
.0649
.0498
.0403
.0688
•0559
-0452
.0772
I .0641
; . 069*
• 083;
i. . 069*
5 .062;
i .069:
.0659
.0483
.0378
.0627
• 0535
.0450
• 076;
• 057^
-054;
.070-
.0660
.060:
.064^
.0638
•0475
•0390
.0671
•0555
> -0452
•0744
, .0588
» .os6c
' -076;
> . o68c
> . 064*
\. .067:
•2552
•1947
• 1633
.2711
.222^
.1813
•3023
•2442
) . 24OI
• 3ioS
> .2821
$ .1932
! .277C
0.7450
1.232
i.77ic
0-5973
i .0720
1.781;
0-4747
0.914;
i • 35o;
0.407^
0.823;
i.093<
i .0004
1.4267
1-9343
0.8684
i . 294;
i .9626
0.777C
1.1588
5 i • 5904
^0.7182
! I.I05;
) 1.286:
162.2
71.1
78.6
66.8
71.4
83-1
'70-5
76.1
^3-2
72.5
179.2
86. £
70.7
76.1
79.8
72.0
74-6
84.7
79-5
78.0
85-5
80.5
82.7
90.3
.0844
.0691
.0223
.0452
.0412
.0339
.0713
.0224
.0354
.0669
.0382
.0455
.0557
3-6830
i .6120
0.3637
2-3178
I . 1122
0.5771
4.5000
0.6771
0.7475
5-5500
I.3I60
I.2I37
2.1974
u8
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 21. — Performance of the locomoti-ve as a -whole.
Designation of tests.
Locomotive performance.
Number.
Laboratory
symbol.
Draw-bar
pull.
Dynamom-
eter
horse-
power.
Machine friction.
Steam
per
D. H. P.
per hour.
Coal
per
D.H.P.
i?er
hour.
M. E. P.
Per cent
I. H. P.
Horse-
power.
1
2
139
140
141
143
143
144
145
I
ia
2
3
30
4
5
5°
6
7
8
9
10
ii
12
20-2-240
20-2-240
20-4-240
20-6-240
20-6-240
20-8-240
30-2-240
30-2-240
30-4-240
40-6-240
40-2-240
40-4-240
40—6—240
50-2-240
50-4-240
Lbs.
4690
6690
7626
4554
4897
3370
4259
2979
242.41
357-59
405 . 02
364.04
391.08
358.46
453-45
404.73
Lbs.
7.41
7*36
13.16
• I .02
I I . 21
6.70
I 2. O6
6.02
12.31
8.90
13-30
J-95
16.90
15.00
19.90
13.00
34-04
Lbs.
29-99
Lbs.
3-8.7
34-93
62.08
27.77
27-77
3-63
5-oi
7-25
25-99
3-35
79-56
29-39
4.68
63-32
1 1 2 . 8O
28.42
29.80
3-92
4.81
60.77
28.73
3.61
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
2O-2-22O
2O-4-22O
2O-6-22O
20-8-220
3O-2-22O
30-4-22O
3O-6-22O
3O-8-22O
4O-2-22O
40-4-220
40-6-220
50-2-22O
5O-4-22O
50-6-220
60-4-220
60-6-220
443i
Engine
Engine
9190
336o
4764
6239
2927
3963
2255
3617
234-73
on blockii
on blocki]
49I-63
268.42
380.86
499.14
312.97
406.20
300.24
481.62
4-37
ig-
ig-
8.68
7-31
9-38
8.50
6. 14
10.87
6.'7i
6.81
8.06
7.76
16.20
14.92
10.78
15-70
20.20
20.70
14-34
20.6O
41-39
51-90
65.63
60-35
30.16
28.04
31-75
28.14
26.43
3-55
4-23
4.08
3-86
3-74
58.49
102 .87
30-37
29.68
3-88
3-95
78.55
80.67
23.18
28.07
4-35
4.17
29
30
31
32
33
34
35
36
37
38
39
40
4i
42
43
44
45
2O-2-2OO
2O-4-2OO
2O-6-2OO
20-8-200
3O-2—2OO
30-4-200
3O-6-2OO
3O-8-2OO
4O-2-2OO
4O-4-2OO
40-6-200
4O-8-200
5O-2-2OO
50-4-200
5O-6-2OO
6O-4-2OO
6O-6-2OO
357i
4943
6309
8375
2965
3847
538o
2257
3622
1799
3434
i 89 . 64
262.21
337-07
445 • 50
237-4I
307.40
430.09
240 . 46
386.13
239-49
458-02
7.18
5 37
7-95
5-86
4-43
8-37
8-33
6.97
6-59
7- '56
5-6o
15-20
8.80
10.30
5.80
ii .70
16.20
12-09
21.50
13.90
27. 20
i-43
33.83
25.41
38.75
27.40
31-54
59-69
59-12
33.38
28.79
29.01
27-93
30.66
30.69
28.33
4.08
3-85
4-38
3-73
3-94
4-39
3-87
66.12
62.75
34-27
28.68
4.28
3.82
89-56
6.40
35-73
26.14
4-44
3-45
46
47
2O-2-I8O
2O-4-I80
2814
4*95
150.47
224.50
8-74
8.22
21 .6l
I4.83
41.49
39-09
36.71
3L42
4.86
4. 26
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
TABLE 21. — Performance of the locomotive as a whole — -Continued.
119
Designation of tests.
Locomotive performance.
Number.
Laboratory
symbol.
Draw-bar
pull.
Dynamom-
eter
horse-
power.
Machine friction.
Steam
per
D. H. P.
per hour.
Coal
per
D.H. P.
per
hour.
M. E. P.
Per cent
I. H. P.
Horse-
power.
1
8
139
14O
141
148
143
144
145
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
20-6-lSo
20-8-180
2O-IO-I8O
30-2-180
30-4-180
30-6-l8o
30-8-180
3O-IO-I8O
40-2-180
40-4-180
40-6-180
40-8-180
4O-IO-I8O
5O-2-I8O
50-4-180
50-6-180
50-8-180
60-4-180
6O-6-I8O
Lbs.
5377
6900
2179
3283
4188
5856
1726
2890
4°39
5H2
1305
2249
3355
287.33
268 . 60
174.92
261.05
334.48
470.15
I8I.57
308 - 54
427.88
553-30
173.80
298.89
453-44
Lbs.
9.89
9.08
s!48
8.05
8.26
10.74
8.20
8.18
10.31
5-95
7.96
9.48
8-35
13-99
10.47
25.70
17.90
14.90
13.90
29-93
20.09
18.36
9.28
35.13
27.21
i8.ii
46.74
43-10
Lbs.
29.58
28.94
Lbs.
4.17
4-36
60.83
56.95
58.79
76. II
35-77
31.00
28.95
28.60
4.24
4-45
5-00
5-33
77-56
77.61
96. 2O
56.61
36.90
30.15
28.98
28.50
4-34
3-73
4-94
5-22
94.18
111-77
99.96
40.47
33-56
30.36
4.82
4.27
4-57
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
20-6-160
20-8-160
2O-IO-I6O
30-4-160
30-6-160
3O-8-l6o
30-IO-l6o
30-12-160
40—4—160
40-6-160
40-8-160
4O-IO-l6o
50-4-160
50-6-160
50-8-160
60-4-160
6o-6-l6o
3281
473i
5939
2655
3786
5130
Engine
Engine
4466
1918
Engine
174.69
252 . 20
316.42
21 I .90
302 . 50
410.86
on block in
on block in
478.44
255-6o
on blockin
9.48
9.76
6.07
8-49
ii 45
7.61
g-
g-
6.79
6.97
g-
20.42
I5-50
8.32
22. II
21.18
II .62
II .90
24.40
44-83
46.22
28.65
35-25
30.94
30.01
4.14
3-79
4-36
60. 18
81.30
54-19
34-50
32.08
29.07
4-15
3-87
64-43
30.06
4.78
82.70
35-75
4-36
85
86
87
88
89
90
9i
92
93
94
95
96
97
2O-4-I2O
2O-8-I2O
2O-I2-I2O
30-4-120
3O-8-I2O
30-14-120
40-4-120
4O-8-I2O
4O-I2-I2O
50-4-120
5O-8-I2O
5O-II-I2O
60-8-1 20
1960
2700
6i57
1277
3369
6258
1190
2697
5060
866
2804
3513
104.50
143-39
326.73
102.08
269.46
500.58
126.95
287.68
540.81
"5-44
373-45
472.90
6.25
23-15
6.40
9.71
7.89
1.89
6.04
10.60
1.49
5-26
4-55
6-74
22.O4
43-20
8-45
40.31
17.21
2.61
31.10
25.80
2.55
34-40
I 2. 60
14.56
29.50
109.41
30.18
68.94
56-03
13-43
57-io
100.24
14. 16
60.59
54-H
80.63
41.64
50.03
3I-56
5I-30
33-17
3i-i3
43-78
37-20
29.27
51.62
32.22
34-15
5-12
6. 21
3-98
5-90
4.01
4.41
5-12
4.60
4. 22
5-93
4.20
4.80
I2O
HIGH STEAM-PRESSURES IX LOCOMOTIVE SERVICE.
TABLE 22. — Comparative performance of the locomotive assuming irregularities in th? results
of individual tests to have been eliminated.
Designation of
tests.
Corrected locomotive performance.
Laboratory
symbol.
5
Kqiiiviilent Hleuin to
e nglne per hour,
I'eetl-waterat60el'
*. *s^
w v. : -
"la
5s ij
•**l
>$~-
•5 = 111
cav.-
s
Dry coal fired per
hour corrected by
equation,
Dry cottl per 1 II 1'
per hour.
a5
•fc
>^z
Machine friction.
:
i r, .-
I
_
u
_ =
- ~
~ z_
= .•
^ —
~ r
- 5
* *" !
- K ' &
1 \ 8
146
147 148
149
150 151 152 153
1
1.14
156
un
I
10
I
3
3ft
4
5
&
6
7
8
9
10
: :
20-2—240
20-2-240
20-4-240
20-6-240
20-6-240
20-8—240
30-2-240
30-2-240
30-4-240
30-6-240
40-2—240
40-4-240
40-6-240
50-2-240
50-4-240
8803
9 835
Lta.
§95
1 Lks
: :_ :: ^
6.5' 30.8
8.5^ 40.2
9-3 44-0
ii . i
Lbt.
245.64600
Lbs. Lbs
3.6435 86
12008
I36I4
9 298
9.029
1291
1508
3-29
3 23
30-59
29.12
IO.2
94
352-36610
422.87930
3.6634-08
3.5632.20
.... 1
"444
9.392
1218
3-28
30.82 6.51 46.1
12 4
:." :
4060
3 7435 19
I38SS S-9S3 1546 ) 28
I
29-51 8.5
60.4 12.8410.25127
3-7733-85
12320 9-245
16320 8.576
13333-16
19033 36
....!..
29.20 6.5 61.5 14 6360.33379
28.82 8.5» 80.5 14.2485.84550
: i i 1 1
3.6934.19 1
39' 33 59
I4066J 8.953
15713 37
30.21' 6.5! 76.9 i6.5388.629ioU.0436.i9
«3
:-
15
16
"7
i?
19
! 2O
: :
22
23
24
--;
26
27
28
2O-2— 22O
20-4—220
20-6-220
20-8-220
30-2-220
30-4-220
30-6-220
30-8—220
4O-2—22O
40-4—220
40-6-220
50-2-220
50-4-220
50-6-220
60-4-220
6O-6—22O
«;;:
I068l
13294
16653
10286
12976
I59I5
9.878
9 519
9-082
- =::
9 585
9 136
8.644
864
1122
1463
1954
1073
I42O
1841
3.3833.42
3.2731.15
3-3930-Si
3.6631.24
3 3532-11
3.20 29.06
3.2928.44
6-5
8-5
93
8-4
6-5
8-5
9-3
30.8
40.2
44-0
39 8
46.1
60.4
66 o
12.0224.542103.8438.01
ii. 7 302. 6 56703-71 35-29
10. 2^387. 4|!726o3-77 34-31 i
7 5|493-292503 96; 33 76
14.4 274.21343013.91 37 5i
13-51386. i 4820 3.68:33-60
1 1. 8^493. 5^6170 U. 73 32 25
... t i
II47I
14549
9.387! 1222
8-873 1638
3-29
3-21
30-87
:- ;-
6-5
8-5
61.5
80.5
16.5310.0
15.8428.6
29103.94
402013 -82
37-00
33-94
I2OI7
16343
9-296 1292
8-573 »9o6
3.41 31.72
3.3929.08
6-5
8-5
76.9
100.6
20.3301.9
17.9461.7
22604.28
34604-13
39 80
35 40
1
....
29
30
31
:-
"
'-
::
36
---
! 38
i 39
| 40
4i
£
44
! 45
20-2-200
20-4—200
20-6-2OO
2O-B-2OO
30-2-200
30-4-200
30-6-200
30-8-200
40-2—200
40-4-200
4O-6-2OO
4O-S-2OO
50-2-200
50-4-200
50-6-200
60-4-200
60-6-200
7632
9100
1 1774
15011
8768
"354
14685
10.029
9-784
9-337
8-795
9-839
9.406
- -5
76l 3.4034.14
9303-2331.64
I26l 3-3531-33
17073.6031.74
891 3 3132 60
12073.2930.92
16593.3930.00
6-5
8-5
9-3
8.4
6-5
8-5
93
'- ~
40.2
44-0
39 8
46.1
60.4
66.0
13 8
14.0
ii. 7
8-4
I 17 i
16.4
13-5
192.7
247 4
i33i -8
433 -i
222.8
306.7
423.2
36103.9439.61
46403.7536.78
62203.8035.48
81203.9434.66
27804.0039.35
38303.9337.02
529013.9234.70
9934 9 644
i336i 9 071
17822 8.321
1030
»473
2142
3.3632.40
3.28h29.-6
3-541 29 54
-i - -
.
86.
95
2-3
61.5
80.5
88.0
20. o
17.9
14-5
245 I
368.4
517-2
3300
3450
4850
4-22
4.OO
4.14
40-53
36-27
34 46
10206 9-599
14431 8.892
1074
1623
3-26
3-49
31-02
31.08
6-5
8-5
76.9
100.6
"23.4252.1
1-6:363.6
1890
2730
14.26
4-46
40.48
39 69
|
46 1 20-2-180
47 20-4-180
6638
8475
10.195
9.888
651 3 -4« 34- 57| 6-5
85813 2532-15 8.5
i
30-8
40.2
16.0161.2
15-3223.4
3020
4190
4.04[4i-i8
3 8437-94
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
121
TABLE 22. — Comparative performance of the locomotive assuming irregularities in the results
of individual tests to have been eliminated.
Designation of
tests.
Corrected locomotive performance.
Number.
Laboratory
symbol.
= ufe
eii
2 <- ~a
« w n
O. u
c wg
v a >
rsi
•" 53 u
g.0fe
w
^ >. a •
v * °a
G-°l-
_• 3<N
Qu-, PIN
> 0<U^
v >.o
•a-c"2
>* -
•si
D1 & O^
W
M
!*
«sg .
fe c'
12-2
O *J
°s§
b*?
Q
pi
B
M »<
i. 3
OJ O
O.J3
^H IH
ej o
OP.
>>
Q
i*
v ^
ft§
5k
Co Q)
V Q.
"pi
1*
«S~
Machine friction.
V
I*
o
£ u
«s
Is
la
3
>>
Q
a
h
a
.a
o!
O
K
Hi
B
Ǥ
S45
a
"3
0
o
<u •
Z*
B o
CSJS
f fc
™ o.
B_>
_«PL|
~5 ^
!»
h
W
S
&
B
PH'
aj
c
o
kl
O
PH
1
2
146
147
148
149
150
151
152
153
154
155
156
157
48
49
50
5i
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
2O-6-l8o
20-8-l8o
2O-IO-l8o
30-2-180
30-4-180
30-6—180
30-8-180
3O-IO-l8o
40-2-180
40-4-180
40-6-180
40-8-180
40-10-180
50-2-180
50-4-180
50-6-180
50-8-180
60-4-180
60-6-180
Lbs.
IO226
12833
9-595
9-!57
Lbs.
1066
1401
L6j. Lfo.
3.I930.6I
3-403I.I7
9-3
8.4
44.0
39-8
13.2
9-7
290. J
37r-9
Lbs.
5440
6970
Lbs.
3.67
3-77
Lbs.
35.25
34-51
7523
9722
"633
16156
10.047
9.680
9.360
8.604
749
1004
1243
1878
3.18
3.16
3-16
3-44
31-91
30.65
29.58
29-57
6-5
8-5
9-3
8.4
46. i
60.4
66.0
59-6
19-5
19.1
16.8
10.9
189.6
256-7
327-3
486.7
2370
3210
4090
6080
3-95
3-9i
3-8o
3-86
39-68
37-87
35-54
33-20
8069
III77
14907
18949
9-956
9-436
8.813
8-137
810
1184
1691
2329
3-12
3-07
3-23
3-82
3I-H
28.94
28.44
3I-07
6-5
8-5
9-3
8.4
161.5
80.5
88.0
79-5
23-7
20.8
16.8
13-0
197.6
305-7
436.1
530.4
I850
2870
4090
4970
4. 10
3-87
3-88
4-39
40.84
36.56
34.18
35-73
8578
12061
16567
9.871
9.288
8.535
869
1299
1941
3-24
3-i6
3-5i
32.01
29-37
29.94
6-5
8.5
9-3
76.9
100.6
no. i
28.7
24-5
19.9
191 . i
310.0
443-2
M30
2320
2320
4-55
4.19
4.38
44.88
38.90
37-40
67
68
69
70
7i
72
73
74
75
76
77
78
79
80
81
82
83
84
20-4-160
20-6-l6o
2O-8-l6o
2O-IO-l6o
30-4-160
30-6-160
30-8-160
30-10-160
30-12-160
40-4-160
40-6-160
40-8-160
40-10-160
50-4-160
50-6-160
50-8-160
60-4-160
60-6-160
7396
9379
11392
10.068 734
9-737 963
9.400 I 21 2
3-34
3-27
3.5i
33.69
31.87
33-02
8-5
9-3
8-4
40.2
44-0
39-8
18.4
14.9
ii. 5
1/9-3
250.4
305-2
336o
4690
5720
4.09
3-85
3-97
41-25
37-44
37-33
8785
11663
M347
9.836 893
9.355 I246
8.906 1611
3.28
3-25
3-46
32 . 28
30.38
30-85
8-5
9-3
8.4
60.4
66.0
59-6
22. 2
17.2
12.8
211.7
317.9
405-4
2640
3970
50/o
4. 22
3-92
3-97
41.50
36.69
35-39
10106
13406
17246
9-6i5
9.065
8.421
1051
1478
2048
3-3i
3-43
3.76
31-83
3T-05
31-70
8-5
9-3
8-4
80.5
88.0
79-5
25.4
2O.4
I4.6
237.0
343-7
464-4
2 2 2O
322O
4350
4-43
4-30
4.41
42-64
39-00
37-14
10982
14940
9.469
8.807
1160
1696
3-43
3-56
32.47
31-39
8.5
9-3
100.6
IIO. I
29.7
23.1
237-7
365-8
1773
2740
4.89
4-64
46.20
40.84
85
86
87
88
89
90
9i
92
93
94
95
96
97
20-4-120
2O-8-I2O
20-12-120
3O-4-I2O
30-8-120
30-14-120
4O-4-I2O
4O-8-I2O
4O-I 2—1 2O
50-4-120
50-8-120
5O-II-I2O
6O-8-I20
5215
8592
12329
6269
10683
18654
6649
12796
18942
7129
I437I
*93i7
10.433
9.869
9.244
10.257
9-5I9
8.186
10.193
9. 1 66
8.138
10.113
8.902
8.075
500
871
1333
611
1122
-> T — V
22/O
652
1396
2328
704
1614
2391
3-73
3-44
3-73
3-57
3-45
4-43
3-54
3-59
4. 20
4.00
3-77
4-32
38.92
33-99
34-52
36.69
32.80
36.29
36.13
32.89
34-12
40-5I
33-6i
34-90
8-5
8-4
5-c
8.5
8.4
3-0
8-5
8.4
5-0
8-5
8.4
6.0
4O. 2
39-8
23-7
60.4
59-6
21.3
80.5
79-5
47-3
100.6
99-4
71.0
30.0
15-7
6.5
35-4
18.3
4.1
43-7
20.4
8-5
57-2
23.2
12.8
93-8
213.0
333-2
no. 6
265.9
492.7
103.5
309-5
507-5
75-4
328.2
482.5
1760
3990
6250
1380
332C
6i6c
97C
2900
476c
560
2460
3620
5-33
4.09
4.00
5-52
1.22
*.62
5.30
4-51
4-58
9-34
4.91
4-95
55-59
40-34
37-oo
56.68
40. 1 8
37-86
64.24
41-34
37-32
94-55
43-79
40.04
APPENDIX III.
DATA CONCERNING LOCOMOTIVE BOILERS.
For the purpose of securing information concerning the weight of boilers
designed for different pressures and for different capacities, the assistance of
the Schenectady Locomotive Works, as represented by Mr. J. E. Sague, was
sought and generously given. The following from the correspondence shows
the nature and extent of the information request.
i. Weight of boilers for different pressures. — 'Locate the general lines of a
representative radial stay, moderately wide fire-box boiler having 2000 feet
of heating-surface as shown by fig. 120. By general lines of the boiler is
meant the outline and dimensions without any reference to thickness of
plates or character of joints. Making use of this outline, the following
information is desired:
(a) Weight of complete boiler when designed for 160 pounds pressure.
(6) Weight of complete boiler when designed for 190 pounds pressure.
(c) Weight of complete boiler when designed for 220 pounds pressure.
(d) Weight of complete boiler when designed for 250 pounds pressure.
(e) Cubic feet of water when filled to middle gage.
(/) Cubic feet of steam space when the water is at middle gage.
An alternative plan. — If the data on file should be sufficient, it is possible
that work can be saved and the information desired obtained by plotting the
weight per foot of heating- surface of certain existing boilers in order that the
relation between weight of boiler and the pressure to be carried may be shown.
This is the relation which it is desired chiefly to establish.
FIG. 120. — Proportions of boiler accepted as typical for purposes of comparison.
2. Weight of boilers for different capacities. — Design four boilers for a
steam-pressure of 160 pounds, all to be of the same type and to agree in
general layout with the boiler covered by paragraph i, except that in this
case the following information is required.
(g) Weight of boiler having approximately 2000 feet of heating surface.
(h) Weight of boiler having approximately 2500 feet of heating surface.
(i) Weight of boiler having approximately 3000 feet of heating surface.
(;') Weight of boiler having approximately 3500 feet of heating surface.
(k) Cubic feet of water in eachof above boilers when filled to middle gage.
(/) Cubic feet of steam space when the boiler is filled to middle gage.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
I23
Explanation. — The information asked for under paragraphs i and 2, when
taken in connection with results from the laboratory, should permit a logical
development of the question as to whether it is better to build larger boilers
or stronger boilers when it is desired to increase the power of a locomotive.
3. Cylinders. — The diameter and weight of cylinders, including pistons and
valves which could be employed in connection with a boiler having 2000 feet
of heating-surface, assuming the boiler to carry each of the following pres-
sures: (m) a pressure of 250 pounds; (n) a pressure of 220 pounds; (o) a pres-
sure of 190 pounds; (p) a pressure of 160 pounds.
Explanation. — The purpose of this information is to determine the saving in
weight of the machine parts resulting from the use of high steam-pressures.
The response to this inquiry, as prepared by Mr. F. J. Cole, mechanical
Engineer, assisted by Mr. C. D. Hilferty, covered the following particulars:
The information requested is covered by the several tables accompanying,
values for which were obtained as follows :
For table 23 the boiler used on order 8-155 was taken as a basis and tubes
were made 14 feet long.
The actual weight of the boiler b was known as designed for 190 pounds
pressure. The weights for the other pressures were obtained by figuring the
change in weight of boiler parts as thicknesses were modified to suit the various
pressures, subtracting this change of weight from boiler b for boiler a and add-
ing it for boilers c and d.
The volume of the water was figured from actual weight in boiler b at 190
pounds pressure with two gages and approximate corrections made for varia-
tions of sheet thicknesses in boilers a, c, and d. Steam volumes were obtained
by multiplying the area of segment of circle above water line in second ring
by the mean length of steam space. The volume of dome was neglected as
balanced by bracing, etc.
Verbal request was made for the addition of the column of ratios showing
weight of boiler per square foot of heating-surface and a comparison of this
figure with that of a number of boilers of similar type.
Satisfactory figures for the latter part of the request can not be given except
as special boilers are chosen because of the large variation in the percentage
of heating-surface involved in the tube area. The boilers of engines 5377 and
5508 are examples. They carry the same pressures, have same diameter
first ring; 5,377 is 1 1.66 and 5,508 is 19.57.
TABLE 23. — Boilers for different pressures.
[See fig. 120 for general design.]
Weight of boiler
Boiler.
Pressure.
Weight.
Cubic feet of
water.
Cubic feet of
steam.
per square foot
of heating-
surface.
a
1 60
30679
262
71-5
15.16
b
190
32913
265
72-5
16.26
C
22O
36076
267
73-2
17-85
d
250
38953
270
74-4
19.22
124
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
Table 24 is based on boiler-cards, as noted in table of miscellaneous informa-
tion, and weights and volume were figured same as for Table I.
Table 25 is based on weight of actual cylinders of boiler c with parts. Other
weights are estimated, employing same method as used with boilers. In
changing cylinder diameters, the tractive power of engine is considered as
a constant, and cylinders changed to offset pressure changes.
TABLE 24. — Boilers for different capacities.
[See fig. 120 for general design.]
Extent
Boiler.
of heat-
ing-sur-
Weight.
Cubic feet of water.
Cubic feet of steam.
Weight of boiler per
square foot of
face,
e
/
heating-surface.
feet.
g
2OOO
30679
262
71-5
15.16
h
2500
36321
310
72.8
I4-3I
^
3000
41013
322
74.2
13.61
J
3500
42894
352
82.7
12 .26
TABLE 25. — Cylinders.
Weight of cylinders
Cylin-
Boiler.
Pressure.
Cylinder diameter.
including valves
der.
and pistons.
Inches.
m
d
250
i6i
II ,620
n
c
320
18
1 1 ,990
o
b
190
19
12 ,240
P
a
1 60
20£
12 ,580
TABLE 26. — Dimensions of boilers designed for different pressures.
Tubes.
Grates.
I D. 1st
Boiler.
Based on card No.
Ring.
Inches.
No.
Size.
Inches.
Length.
Feet.
Length.
Inches.
Width.
Inches.
Area.
Sq. ft.
a
138 S 5250
63
252
2
H
90
60
37-5
b
Do.
63
252
2
H
90
60
37-5
c
Do.
63
252
2
14
90
60
37-5
d
Do.
63
252
2
14
90
60
37-5
TABLE 27. — Dimensions of boilers designed for different capacities.
I. D.
Tubes.
Grates.
Boiler.
Based on card
No.
Order
No.
ring.
Inches
No.
Size.
Inches.
Length.
Feet.
Length.
Inches.
Width.
Inches.
Area.
SQ. ft.
a
138 S 5250
121
63
258
2
14
go
60
37-4
b
Do.
155
69
326
2
14
IO2
65
46. i
c
599
Eng.s6i3
6?
338
2
.16
102
65
46. i
d
138 S 5040
135
7o|
396
2
16
96
75
50.0
APPENDIX IV.
AN EXHIBIT OF TYPICAL INDICATOR DIAGRAMS.
This exhibit consists of cards representing eight different tests for each
of the several pressures. The diagrams are designed to be accurate repro-
ductions at full size of actual cards as taken.
125
126
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE-
SPEED 40 MILES PER HOUR
SPEED 30 MILES PER HOUR
SPEED 20 MILES PER HOUR
BOILER PRESSURE 240 POUNDS. REVERSE LEVER 4TH NOTCH FROM CENTER
FORWARD.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
127
REVERSE LEVER EIGHTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SIXTH NOTCH FROM CENTER FORWARD
REVERSE LEVER FOURTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SECOND NOTCH FROM CENTER FORWARD
BOILER PRESSURE 240 POUNDS. SPEED 30 MILES PER HOUR.
128
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
\N
\
\
\
\
\
SPEED 60 MILES PER HOUR
SPEED 50 MILES PER HOUR
SPEED 40 MILES PER HOUR
SPEED 20 MILES PER HOUR
BOILER PRESSURE 220 POUNDS. REVERSE LEVER FOURTH NOTCH FROM CENTER
FORWARD.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
129
REVERSE LEVER EIGHTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SIXTH NOTCH FROM CENTER FORWARD
REVERSE LEVER FOURTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SECOND NOTCH FROM CENTER FORWARD
BOILER PRESSURE 220 POUNDS. SPEED 30 MILES PER HOUR.
130 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
/ /
SPEED 60 MILES PER HOUR
SPEED 50 MILES PER HOUR
SPEED 40 MILES PER HOUR
SPEED 20 MILES PER HOUR
BOILER PRESSURE 200 POUNDS. REVERSE LEVER 4TH NOTCH FROM CENTER
FORWARD.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
oo
•T-I
II
CH
REVERSE LEVER EIGHTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SIXTH NOTCH FROM CENTER FORWARD
REVERSE LEVER FOURTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SECOND NOTCH FROM CENTER FORWARD
BOILER PRESSURE 200 POUNDS. SPEED 30 MILES PER HOUR.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE
SPEED 60 MILES PER HOUR
SPEED 50 MILES PER HOUR
SPEED 40 MILES PER HOUR
SPEED 20 MILES PER HOUR
BOILER PRESSURE 180 POUNDS. REVERSE LEVER FOURTH NOTCH FROM CENTER
FORWARD.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
133
REVERSE LEVER EIGHTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SIXTH NOTCH FROM CENTER FORWARD
REVERSE LEVER FOURTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SECOND NOTCH FROM CENTER FORWARD
BOILER PRESSURE 180 POUNDS. SPEED 30 MILES PER HOUR.
134
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
h
SPEED 60 MILES PER HOUR
SPEED 50 MILES PER HOUR
SPEED 40 MILES PER HOUR
SPEED 20 MILES PER HOUR
BOILER PRESSURE 160 POUNDS. REVERSE LEVER 4ra NOTCH FROM CENTER
FORWARD.
HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
135
REVERSE LEVER TENTH NOTCH FROM CENTER FORWARD
REVERSE LEVER EIGHTH NOTCH FROM CENTER FORWARD
REVERSE LEVER SIXTH NOTCH FROM CENTER FORWARD
REVERSE LEVER FOURTH NOTCH FROM CENTER FORWARD
BOILER PRESSURE 160 POUNDS. SPEED 30 MILES PER HOUR.
136
HIGH STEAM- PRESSURES IN LOCOMOTIVE SERVICE
SPEED 50 MILES PER HOUR
SPEED 40 MILES PER HOUR
SPEED 30 MILES PER HOUR
SPEED 20 MILES PER HOUR
BOILER PRESSURE 120 POUNDS. REVERSE LEVER 4TH NOTCH FROM CENTER
FORWARD.
HIGH STEAM PRESSURES IN LOCOMOTIVE SERVICE.
137
REVERSE LEVER FOURTEENTH NOTCH FROM CENTER FORWARD
REVERSE LEVER EIGHTH NOTCH FROM CENTER FORWARD
REVERSE LEVER FOURTH NOTCH FROM CENTER FORWARD
BOILER PRESSURE 120 POUNDS. SPEED 30 MILES PER HOUR.
INC EX.
PAGE.
Acknowledgments 4
Air, excess 84
Air, per pound of carbon 84
Alternative for higher steam-pressure 4
American Locomotive Company, acknowledgment 5
Analysis of coal, table 8 1
Ash, dry 82
Axle, illustration of 68-
Barometer pressure 79
Bashford, George M., acknowledgment 5
Boiler capacity as a factor in economical operation 53
Boiler capacity, increase made possible by increase in weight, table 54
Boilers for different capacities, table 124
Boilers for different capacities, weight of 122
Boilers for different pressures, table 123.
Boilers for different pressures, weight of 122
Boiler horsepower 83
Boiler, illustration of 65
Boiler, leakage 7
Boiler performance 8-
Boiler performance, table 98-99
Boiler performance and draft, table 96-97
Boiler pressure . . , 79
Boiler pressure, a factor in economical operation 49
Boiler pressure, increase made possible by increase in weight, table 51
Boiler pressure versus boiler capacity, conclusion 56
Boiler, repairs 6
B. t. u. per indicated horsepower per minute 87
B. t. u. supplied engine per minute 87
B. t. u. taken up by boiler per minute 83
B. t. u. taken up by boiler per pound of combustible 83
B. t. u. taken up by boiler per pound of dry coal 83
B. t. u. taken up by boiler per 100 B. t. u. in coal 83
B. t. u. taken up by each pound of water 83
Capacity, boilers of different, table 124
Capacity of boiler as a factor in economical operation 53
Capacity of boiler, increase made possible by increase in weight, table 54
Capacity versus pressure, conclusions 5<>
Carbonmonoxide in smoke-box gases, diagrams 23-24
Cards, indicator 25
Carnegie Institution of Washington, grant 2, 5, 64
Characteristics of boilers designed for 160 pounds pressure and different capacities,
table 53
Chemical results 84
Chemical results, table 100-101
Cinders caught in front end 82
Clearance, cylinder 87
Cleveland, Cincinnati, Chicago and St. Louis Railroad Company, acknowledgment . 5
Coal analysis, table 8 1
Coal and steam consumption, corrected results 47
Coal consumption 37
Coal consumption under different pressures 39
Coal fired, dry 82
Coal, kind of
Coal per dynamometer horsepower per hour 46, 88
139
140 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
PAGE.
Coal per dynamometer horsepower per hour, corrected value 89
Coal per dynamometer horsepower, hour, diagrams 47, 48
Coal per hour, dry 82
Coal per hour, corrected value 88
Coal per indicated horsepower per hour 87
Coal per indicated horsepower, hour, diagrams 37, 38
Coal per mile run , 82
Coal per square foot of grate-surface per hour 82
Coal per square foot of heating surface per hour 82
Coal, table 94, 95
Combustible by analysis 82
Composition of flue gases 84
Composition of smoke-box gases 20
Conclusions concerning boiler pressure versus boiler capacity 56
Constants, horsepower 86
Consumption of coal 37
Consumption of coal under different pressures 39
Corrected coal per hour 88
Corrected coal per dynamometer horsepower, hour 89
Corrected draw-bar pull 89
Corrected dynamometer horsepower 89
Corrected equivalent evaporation per pound of dry coal 88
Corrected equivalent steam supplied engine per hour . 88
Corrected results, steam and coal consumption 47
Corrected steam per dynamometer horsepower per hour 89
Crank pin, illustration of 68
Crosshead, illustration of 67
Cut-off, most efficient point 30
Cylinder clearance 87
Cylinders, illustration of 66
Cylinder heads, illustration of 76
Cylinder performance, table 1 16, 1 17
Cylinders, table of 124
Data 3
Data concerning locomotive boilers 122
Data derived from tests and methods 78
Data, summary of 90
Date of test 79
Description of locomotive Schenectady No. 2 62
Difficulties in operating under high steam-pressure 6
Dimensions of locomotive Schenectady No. 2 63
Displacement of piston 87
Draft 17
Draft and boiler performance, table 96-97
Draft back of diaphragm 83
Draft diagrams 18, 19, 20
Draft in front of diaphragm 83
Draft in fire-box 83
Draw-bar, performance at 42
Draw-bar performance versus cylinder performance 42
Draw-bar pull 88
Draw-bar pull, corrected value 89
Drawings and photographs 64
Dry ash 82
Dry coal fired 82
Dry coal per hour 82
Dry coal per hour, corrected value 88
Dry pipe, illustration of 74
Dry pipe pressure 79
Duration of test 79
Dynamometer horsepower s 88
Dynamometer horsepower, coal per hour 46
INDEX. 141
PAGE.
Dynamometer horsepower, corrected value 89
Dynamometer horsepower, steam per hour 46
Early experiments at Purdue i
Eccentric, illustration of 69
Eccentric blade, illustration of 70
Eccentric strap, illustration of 69
Endsley, Louis E., acknowledgment 5
Engine performance 25
Engine performance, table 112-113
Engine performance under different pressures, table 40
Equation for evaporative efficiency 8
Equation for smoke-box temperatures 14
Equivalent evaporation per hour 83
Equivalent evaporation per pound of dry coal 83
Equivalent evaporation per pound of dry coal, corrected value 88
Equivalent evaporation per square foot of grate surface per hour 83
Equivalent evaporation per square foot of heating surface per hour 83
Equivalent steam supplied engine per hour, corrected value 88
Evaporative efficiency 8
Evaporative efficiency as affected by boiler pressure 9
Evaporative efficiency, equations 8
Events of stroke from indicator cards 84
Events of stroke from indicator cards, table 102, 103, 104, 105
Excess air 84
Excess air, diagrams 22, 23
Exhaust pipe, illustration of 75
Experimental locomotive 2
Experimental study i
Feed water, temperature of 79
Flue gases, composition of 84
Frictional losses 42
Friction horsepower, corrected value 89
Friction mean effective pressure, diagrams 43, 44, 45
Friction of machine 42
Friction of machine in terms of mean effective pressure 89
Front-end cinders 82
Gases, smoke-box 20
General conditions, table 90-91
Gibbs, A. W., acknowledgment. . . . , 5
Grant by Carnegie Institution of Washington 2-64
Guides, illustration of 68
High pressures, difficulties in operating under 6
Horsepower, boiler 83
Horsepower constants 86
Horsepower, indicated 30
Horsepower, machine friction 88
Horsepower, machine friction, corrected value 89
Horsepower, steam per hour 30
Indicated horsepower 30, 86
Indicated horsepower, diagrams 31, 32, 33
Indicator cards 25
Indicator cards, diagrams 26, 27
Indicator cards, typical 126
Interruption of tests 6
Jutte & Company, acknowledgment 5
Kind of coal 8 1
Laboratory symbol 79
Laboratory, temperature of 79
Lake Erie and Western Railroad Company, acknowledgment 4
Laws, T. A., acknowledgment 5
Leakage from boiler 7
Least steam consumption 31
142 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
PAGE.
Link and block, illustration of 70
Locomotive as a whole, performance of, table 118-119
Locomotive boilers, data concerning 122
Locomotive boilers for different capacities, weight of 122
Locomotive boilers for different pressure, weight of 122
Locomotive experimented upon 2, 62
Locomotive Schenectady No. 2. dimensions 63
Locomotive Schenectady No. 2, repairs 64
Losses due to friction 42
Lubrication of valves 7
Machine friction 42, 88
Machine friction, horsepower 88
Machine friction horsepower, corrected value 89
Machine friction in terms of mean effective pressure 89
Mean effective pressure 25
Mean effective pressure as affected by change of speed 25
Mean effective pressure, diagrams 28, 29
Mellin, C. J., acknowledgment 5
Method of sampling smoke-box gases ." 20
Methods, and data derived from tests 78
Miles equivalent to total revolutions 79
Miles per hour 79
Nelson, E. D., acknowledgment 5
Notch, reverse lever 79
Observers for tests 78
Outline elevation of locomotive Schenectady No. 2, illustration of 62
Pennsylvania Railroad 64
Pennsylvania Railroad Company, acknowledgment 4
Per cent of mixture as steam at cut-off 88
Per cent of mixture as steam at release 88
Performance at draw-bar 42
Performance of boiler 8
Performance of engine 25
Performance of locomotive as a whole, table 1 18-1 19
Photographs and drawings 64
Piston and rod, illustration of 67
Piston displacement 87
Plan of tests 2
Position of throttle 79
Power as affected by steam pressure i
Preparations for experimental study i
Pressure, barometer 79
Pressure, boiler 79
Pressures, boilers for different 123
Pressures, consumption of coal under different 39
Pressures, dry pipe 79
Pressure, effect on steam consumption of 35
Pressure, effect on weight of locomotive 49
Pressure, effect on weight of locomotive, table 49
Pressures from indicator cards, table 86, 106, 107, 108, 100, no, 1 1 1
Pressure, increase made possible by increase in weight, table 51
Pressure, mean effective 25
Pressure, mean effective, as affected by change of speed 25
Pressure, steam i
Pressure versus boiler capacity, conclusions 56
•Quality of steam 24, 80
Rate of evaporation, effect on efficiency of 8
Reducing motion for indicator, illustration of 85
Reevaporation per indicated horsepower hour 88
Reevaporation per revolution 88
Relation between power and steam pressure i
Repairs made on boiler 6
INDEX. 143
PAGE.
Repairs to Schenectady No. 2 64
Reverse lever diagram 73
Reverse lever notch, diagrams 3
Reverse shaft, illustration of 72
Revolutions per minute 79
Revolutions, total number of 79
Reynolds, Edward E., acknowledgment 5
Rocker and rocker box, illustration of 71
Rod and piston, illustration of 67
Sampling smoke-box gases 20
Saving when possible increase of weight is utilized as a means of increasing boiler
pressure, table 51
Saving when possible increase of weight is utilized as a means of increasing capacity
table 54
Schenectady No. 2, description 62
Schenectady No. 2, dimensions 63
Schenectady No. 2, outline elevation, illustration of 62
Schenectady No. 2, repairs 64
Schenectady No. 2, work with 63
Schmidt, E. C., acknowledgment 5
Seley, C. A., acknowledgment 5
Slide valve, diagram 72
Smoke-box gases 20
Smoke-box gases, method of sampling 20
Smoke-box temperature 14, 36
Smoke-box temperatures, diagrams 15, 16, 17
Smoke-box temperatures, equation 14
Sparks from stack 82
Speed, effect upon mean effective pressure 25
Speed, effect upon steam consumption 31
Speed, mile per hour 79
Speed, revolutions per minute 79
Speed, water and steam, table 92-93
Stack, illustration of 76
Stack, sparks from ." 82
Steam and coal consumption, corrected results 47
Steam chest and cover, illustration of 77
Steam consumption 30
Steam consumption, as affected by speed 31
Steam consumption, least value 31
Steam consumption under different pressures 35
Steam consumption under different pressures, diagram 36
Steam per dynamometer horsepower per hour 46, 88
Steam per dynamometer horsepower per hour, corrected value 89
Steam per indicated horsepower per hour 30, 87
Steam per indicated horsepower hour by indicator 87
Steam per indicated horsepower hour, diagrams 33, 34, 35
Steam pipe, illustration of 74
Steam pressure, alternative for 4
Steam pressure and power i
Steam pressure, effect on evaporative efficiency of boiler 9
Steam pressure, effect on steam consumption 35
Steam pressure, effect on weight of locomotive 49
Steam pressures in locomotive service i
Steam, quality of 24, 80
Steam shown by indicator 87
Steam shown by indicator, table 1 14-1 15
Steam supplied engine 80
Steam, water, and speed, table 92~93
Symbol, laboratory 79
Table, boilers for different pressures 123
Table, boiler performance 98~99
144 HIGH STEAM-PRESSURES IN LOCOMOTIVE SERVICE.
PAGE.
Table, characteristics of boilers designed for 160 pounds pressure and for different
capacities 53
Table, chemical results 100-101
Table, coal 94, 95
Table, coal analysis 81
Table, cylinders 124
Table, cylinder performance 1 16-117
Table, draft and boiler performance 96-97
Table, engine performance 112-1 13
Table, engine performance under different pressures 40
Table, events of stroke from indicator cards 102, 103, 104, 105
Table, general conditions 90
Table, performance of the locomotive as a whole 118-119
Table, pressures from indicator cards 106, 107, 108, 109, no, in
Table, saving when a possible increase of weight is utilized as a means of increasing
capacity 54
Table, speed, water, and steam. 92-93
Table, steam shown by the indicator 114-115
Table, total saving when possible increase of weight is utilized as a means of increas-
ing boiler pressure 51
Table, weight of parts of locomotive affected by changes in boiler pressure 49
Temperature of feed water 79
Temperature of laboratory 79
Temperature in smoke-box 83
Test, date of . 79
Test, duration of 79
Tests, interruption of 6
Tests, plan of 2
Throttle lever, illustration of 73
Throttle, position of 79
Total revolutions 79
Typical indicator cards 1 26
Valves, lubrication of 7
Valve motion diagram 86
Valve rod, illustration of 71
Valve yoke, illustration of 71
Vaughan, H. H., acknowledgment 5
Water delivered to boiler 80
Water evaporated per hour 80
Water evaporated per pound of coal, diagrams 10, n, 12, 13
Water evaporated per pound of dry coal 83
Water evaporated per square foot of heating surface per hour 83
Water lost from boiler 80
Water, steam, and speed, table 92-93
Water supply 6
Weight of boiler as affected by change in heating surface, diagram 55
Weight of boiler as affected by change in pressure, diagram 50
Weight of boilers for different capacities 122
Weight of boilers for different pressures 122
Weight of locomotive as affected by steam pressure 49
Weight of mixture in cylinder per revolution 88
Weight of parts of locomotive affected by changes in boiler pressure, table 49
Weight of steam shown by indicator 87
Weight of water delivered to boiler So
Work with Schenectady No. 2 63
Yoke, illustration of .... 68
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Pamphlet
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PAT. JAN. 21. 19G8
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