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 ENGIN. 
 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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 (r- 
 
 
 
 24 6 8 10 12 14 
 REVERSE LEVER NOTCH 
 
 FIG. 1. Reverse lever notch. 
 
 (a?) (29 
 
 (17) (18) 
 
 2 4 6 8 10 la 14- 
 REVERSE LEVER NOTCH. 
 
 FIG. 2. Reverse lever notch. 
 
 5 60 
 o 
 
 ?50 
 
 I 
 
 8* 
 
 f 30 
 (S 
 
 t n 
 
 a A e 8 10 ia 14 
 REVERSE LEVER NOTCH; 
 
 FIG. 3. Reverse lever notch. 
 
 i 60 
 
 ! 5 
 
 <n 40 
 | 30 
 S 20 
 
 (61) ^52) ^53) 
 (^6) @ (58) 
 ^7) (52) (53) 
 
 (50) 
 
 2 4 6 8 10 12 14 
 
 REVERSE LEV/ER NOTCH. 
 
 FIG. 4. Reverse lever notch. 
 
 i 60 
 
 <r 50 
 
 E 
 
 f 30 
 
 i 20 
 
 24 6 8 10 12 14 
 REVERSE LEVER NOTCH. 
 
 FIG. 5. Reverse lever notch. 
 
 60 
 
 
 
 20 
 
 2 4 6 8 10 \Z 
 REVERSE LEVER NOTCH. 
 
 FIG. 6. Reverse lever notch. 
 
 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 f 200 
 
 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. 
 
 2 9 
 
 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 
 
 3 -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 
 
4 8 
 
 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! 
 
 
 
 <*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, a an 
 
 <n gHJ 
 
 ^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 
 
 2 4 I 
 
 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 
 
 3 26 
 
 J 4 
 
 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 
 
 9 6 
 
 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 
 
 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 T 9 * 
 
 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.., 
 
 L FiG. 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. 
 
 
 
 
 6 1 ! 
 
 
 ^ 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. 
 
 6 9 
 
 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 
 
 J 4 
 
 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 
 
 3 2 
 
 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- I 94 
 
 58.512 
 
 0.884 
 
 4 1 
 
 1.015 
 
 6.705 
 
 35 ,475 
 
 56-785 
 
 1.185 
 
 4 2 
 
 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 
 402-240 
 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-422O 
 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-622O 
 
 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-42OO 
 3O-6-2OO 
 3O-8-2OO 
 40-2-200 
 40-4200 
 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 
 I6 5 
 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 
 30-4160 
 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 
 
 9 1 -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 
 
 9 1 
 92 
 
 93 
 94 
 95 
 96 
 
 97 
 
 20-4-120 
 20-8-120 
 2O-I2-I2O 
 3O-4I2O 
 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 
 
 3 a 
 
 206240^4, 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 
 
 5 a 
 
 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 
 
 6 5 '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 
 
 
 
 
 
 
 
 
 4 1 
 
 5O-22OO 
 
 24, 338 
 
 243-38 
 
 83 . 26 
 
 49-95 
 
 71.9 
 
 14, 288 
 
 170 
 
 14, 118 
 
 8,572 
 
 8,471 
 
 99.02 
 
 42 
 
 5O-42OO 
 
 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 
 
 6o62OO 
 
 
 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 
 
 2OIOl8o 
 
 
 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.9 82 
 
 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. 79 1 
 
 25 
 
 13. 766 
 
 i3,79i 
 
 13,766 
 
 99.04 
 
 64 
 
 50-8-180 
 
 
 243 60 
 
 
 50.00 
 
 
 
 
 
 
 
 
 6s 
 
 604180 
 
 
 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 
 
 2OIOl6o 
 
 
 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. 
 
 3010160 
 
 
 146 20 
 
 
 ^o oo 
 
 
 
 
 
 
 
 
 / T" 
 
 75 
 
 30-12-160 
 
 
 150.00 
 
 
 30.78 
 
 
 
 
 
 
 
 
 76 
 
 404160 
 
 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, 5 J i 
 
 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 
 
 2 4 , 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 
 
 
 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 
 204240 
 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 r heny .... 
 
 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 r heny . . 
 
 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-222O 
 3O-4-22O 
 3O-6-22O 
 3O-8-22O 
 4O-2-22O 
 4O-4-22O 
 4O-622O 
 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 
 
 355 2 
 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 
 7 2.6 
 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 
 
 
 
 
 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 
 
 2 7 6 
 
 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 
 
 
 
 
 
 
 
 
 
 
 
 
 
9 6 
 
 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 
 604200 
 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 
 
 7 I8 
 
 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 
 
 5-4 1 
 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. 3 I 
 
 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 
 
 2 5 6 
 
 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 
 
 4O22OO 
 
 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 
 
 4010-180 
 
 
 
 
 
 
 
 61 
 
 50-2-180 
 
 Il67 .2 
 
 139, 2 54 
 
 
 
 
 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 
 
 3O4I2O 
 
 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 
 
 4041 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, 77 
 
 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 
 
 N 2 
 
 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 
 4O62OO 
 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. 
 
 C0 2 
 
 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 
 40-8180 
 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 
 604160 
 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 
 
 I4 95 
 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 
 
 202240 
 
 4.40 
 
 3.02 
 
 2.65 
 
 1.70 
 
 2-94 
 
 16.70 
 
 II .90 
 
 16.39 
 
 H-75 
 
 14.18 
 
 IO 
 
 202240 
 
 
 
 
 
 
 
 
 
 
 
 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 
 
 1.8 7 
 
 i . 20 
 
 1.88 
 
 i-75 
 
 i-45 
 
 28.88 
 
 22.90 
 
 26. 10 
 
 26.30 
 
 26.05 
 
 la 
 
 206240 
 
 
 
 
 
 
 
 
 
 
 
 o u 
 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 
 302240 
 
 4-45 
 
 3-65 
 
 3-70 
 
 2-49 
 
 3-57 
 
 17.03 
 
 14-77 
 
 18.99 
 
 I3-36 
 
 16.04 
 
 o 1 * 
 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 
 
 40-4240 
 
 3-4 
 
 2.60 
 
 2.50 
 
 2.30 
 
 2. 70 
 
 19.80 
 
 20.40 
 
 21.80 
 
 21 .OO 
 
 20.75 
 
 IO 
 
 406240 
 
 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 
 
 504240 
 
 .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. 7 6 
 
 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-422O 
 
 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 
 
 I4-5 1 
 
 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. 4 7 
 
 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 
 
 I 7 .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 
 
 2O6l6o 
 
 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. 7 8 
 
 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. 4 2 
 
 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 
 
 1.8 7 
 
 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 
 
 
 
 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 
 
 20-4240 
 
 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 
 
 206240 
 
 
 
 
 
 
 
 
 
 
 
 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. 5 8_ 
 
 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 
 
 2 4 
 
 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 
 
 2O42OO 
 
 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 -53 s 
 
 37.64 
 
 39.61 
 
 36.74 
 
 39-33 
 
 47 
 
 20-4180 
 
 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 
 
 4 8 
 
 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 
 
 55-4 2 
 
 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 
 
 43-3 1 
 
 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 
 
 2 9 .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 
 
 206240 
 
 
 
 
 
 
 
 
 
 
 
 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 
 
 406240 
 
 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. 
 
 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 
 
 4 2 
 
 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 
 
 4 8 
 
 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- 
 
 166.0 
 
 166.9 
 
 173.2 
 
 169.7 
 
 126. 2 
 
 130.8 
 
 126.7 
 
 134-5 
 
 129.5 
 
 5 
 
 2O-IO-I8O 
 
 I73- 
 
 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? 
 
 204160 
 
 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 
 
 I 47 .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 
 
 I 5i-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. 
 
 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 
 
 7 6.1 
 
 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 
 
 I 7 .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 
 
 
 
 
 
 
 
 
 
 
 
 6 U 
 
 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 
 
 4 2 -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-222O 
 
 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 
 
 2 4 
 
 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. 
 
 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 
 
 3 1 
 
 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 
 
 404200 
 
 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 
 
 3 J -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. 
 
 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. 
 
 15-0 
 
 13-5 
 
 83 
 
 60-4-160 
 
 23.0 
 
 18.0 
 
 20. o 
 
 22. O 
 
 20.7 
 
 9.0 
 
 II. 
 
 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 
 
 30-41 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 
 
 404120 
 
 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 
 
 2O624O 
 
 
 
 
 
 
 98.46 
 
 94.92 
 
 95-35 
 
 94- J 7 
 
 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 
 
 o u 
 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 
 
 2 4 
 
 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. 
 
 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 
 
 404200 
 
 4-5 
 
 3-i 
 
 1.9 
 
 3-9 
 
 3-3 
 
 49-25 
 
 47.98 
 
 47-27 
 
 45-19 
 
 47-42 
 
 39 
 
 4O-62OO 
 
 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 
 
 o z 
 
 53 
 
 ,51^4 i ou 
 
 30-6-180 
 
 1.6 
 
 3-o 
 
 2-9 
 
 2-7 
 
 2-5 
 
 43 2 5 
 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. 
 
 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. 
 
 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 
 
 5 1 I 7 
 
 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 
 
 
 
 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 
 
 I 3 I -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-42 2O 
 2O-6-220 
 2O-8-22O 
 30-2-220 
 30-4220 
 30-6-220 
 3O-8-22O 
 4O-2-22O 
 4O-4-22O 
 4O-622O 
 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 
 
 95-9 1 
 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 
 3-4 1 
 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 
 
 23 1 . J 58 
 
 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 . 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-a 1 -! 
 
 <U <u O 
 
 d > 
 
 "a "- 1 <a 
 
 Il5 
 
 S-fl-S^ 
 
 V 
 
 aSn-a 
 3 o E <a 
 
 +J V, V 
 
 in rt 3 O 
 
 *" 
 
 1 ^3 
 
 y <D"2rt 
 >* v % . 
 
 '% ^ si 
 
 2g S s 
 
 a'E-.c 
 
 g 3 3 X 
 
 "3 
 a 
 
 o 
 
 < 
 
 I 
 
 d 
 
 a 
 
 a 
 1 
 
 < 
 
 
 
 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- 2 2 
 I0 7-57 
 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 
 J 9-93 
 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 
 53-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 
 202240 
 
 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 -53 11 
 
 .4502 
 
 .4110 
 
 .4149 
 
 4398 
 
 I-7I59 
 
 in 
 
 206240 
 
 
 
 
 
 
 
 
 
 
 
 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 
 
 2O4-2 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 
 
 I 95 
 
 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 
 
 I 79 
 
 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 
 
 434 2 
 
 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 
 
 4I3 1 
 
 .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 
 
 I33 1 
 
 , 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 
 404240 
 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 
 
 057 1 
 .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 
 
 J 9 
 20 
 
 21 
 
 22 
 
 23 
 2 4 
 
 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 
 606220 
 
 .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 -37 I 3 
 i .6065 
 
 68.9 
 72.7 
 75-6 
 
 75-7 
 77-0 
 80.0 
 
 
 
 
 
 0.7176 
 
 0-954 1 
 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 
 406240 
 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.' 7 i 
 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-22OO 
 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 
 I 4 .83 
 
 41.49 
 39-09 
 
 36.71 
 3L4 2 
 
 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 
 439 
 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! 4 8 
 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 
 404160 
 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-waterat60 e l' 
 
 *. *s^ 
 w v. : - 
 
 "la 
 
 5 s 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 
 
 : : 
 
 20-2240 
 20-2-240 
 20-4-240 
 20-6-240 
 20-6-240 
 20-8240 
 30-2-240 
 30-2-240 
 30-4-240 
 30-6-240 
 40-2240 
 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- 2 45 
 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 
 20-4220 
 20-6-220 
 20-8-220 
 30-2-220 
 30-4-220 
 30-6-220 
 30-8220 
 4O-222O 
 40-4220 
 40-6-220 
 50-2-220 
 50-4-220 
 50-6-220 
 60-4-220 
 6O-622O 
 
 ;;: 
 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 
 20-4200 
 20-6-2OO 
 2O-B-2OO 
 30-2-200 
 30-4-200 
 30-6-200 
 30-8-200 
 40-2200 
 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 
 
 3.28 h 29.-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 
 Q u-, PIN 
 
 > 0<U ^ 
 v >.o 
 
 a-c" 2 
 
 >* - 
 
 si 
 
 D 1 & 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 
 
 l a 
 3 
 
 >> 
 
 Q 
 
 a 
 
 h 
 
 a 
 .a 
 
 o! 
 
 O 
 
 K 
 
 Hi 
 
 B 
 
 
 S45 
 
 a 
 "3 
 
 
 
 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 
 30-6180 
 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 
 37 r -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 
 
 I8 5 
 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 8 9 3 
 9.355 I2 4 6 
 
 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 
 3 T -05 
 31-70 
 
 8-5 
 9-3 
 8-4 
 
 80.5 
 88.0 
 
 79-5 
 
 25.4 
 2O.4 
 I 4 .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 21 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. 
 
 I2 3 
 
 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 
 
 26 7 
 
 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 
 
 7 2.8 
 
 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 
 
 6 9 
 
 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 
 
 9 6 
 
 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 9 2 ~93 
 
 Symbol, laboratory 79 
 
 Table, boilers for different pressures 123 
 
 Table, boiler performance 9 8 ~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 
 
Photomount 
 
 Pamphlet 
 
 Binder 
 
 Gaylord Bros., Inc. 
 
 Makers 
 
 Stockton, Calif. 
 PAT. JAN. 21. 19G8 
 
 981087 
 
 G-rt 
 
 Library 
 
 THE UNIVERSITY OF CALIFORNIA LIBRARY