DONATED TO RESEARCH CENTER LIBRARY BY W. M. KELLER WILLIAM M. KELLER Digitized by the Internet Archive in 2017 with funding from University of Illinois Urbana-Champaign Alternates https://archive.org/details/locomotivetestin00penn_0 PhxXvSylvania Railroad Comlaxy ■ TlivST DlvPARTMKXT LOCOMOTIVK TKSTIXG PLAXT AT ! ALTOONA, PENNA. I j BULLETINvS No. 5 Tests of an E2 a Locomotive No. 6 Tests with Hollow Brick Arch No. 7 Tests of Piston Valves No. 8 Tests with Grate Area Reduced, and with Grates with Solid Ends No. 9 Tests of Self-Cleaning PTont Ends No. 10 Tests of a Modified Class H8sb Locomotive No. 11 Tests of a Class E3sd Locomotive No. 12 Bank versus Level Firing No. 13 Tests of Smokebox Superheater I 1914 PENNSYLVANIA RAILROAD COMPANY TEST DEPARTMENT LOCOMOTIVE Testing Plant AT ALTOONA, PENNA. TESTS OF AN E2A LOCOMOTIVE 1910 Pennsylvania Railroad Company LOCOMOTIVE TESTING PLANT AT Altoona, Penna. 1910. Tests oe “E2a'" Atlantic Type, Simple Locomotive. Pennsylvania Railroad Company. BULLETIN No. 5 Copyright, 1910, by Pennsylvania Railroad Company. The original program of tests that was planned by the Pennsylvania Railroad Company to be made on the Locomotive Testing Plant at St. Louis, in 1904, included tests of one of the Company’s simple passenger locomotives of the Atlantic type with D valves* and a locomotive of this type was prepared and held in readiness for the tests, but as the time at St. Louis was not sufficient, these tests could not be carried out. That tests of a simple two-cylinder passenger locomotive, made under the same conditions as were maintained in the tests of the four-cylinder balanced compound passenger locomotives, would be of particular interest has been apparent. Upon the completion of the Testing Plant at its permanent location at Altoona this locomotive was placed upon it, and the Pennsylvania Railroad Company now makes public in the follow- ing pages the results of such a series of tests as was formerly contemplated. This locomotive. No. 5266, has been tested by the same methods and under as nearly as possible the same conditions, using the same kind of coal as with the locomotives tested at St. Louis, so that comparisons are possible with these former tests. As the methods used in testing are given in detail in the report of the St. Louis tests, no extended description of them will be given here. ♦ See “Locomotive Tests and Exhibits,” P. R. R.. St. Louis, 1904. 4 Description or the Locomotive. Locomotive No. 5266 is of the Atlantic type with two simple cylinders and is known as the “E2a” class. It is identical in all respects with the other locomotives of its class and may be taken as representative of a large class of passenger locomotives used on the Pennsylvania Railroad in regular service. The locomotive was built in 1904 and has seen considerable service since that time. In preparing it for the tests it was taken into the shop and the boiler thoroughly cleaned and new tubes put in. New tires were put on the driving wheels to bring them up to the regular diameter of 80 inches. The machinery was thoroughly overhauled and put in good repair. The cylinders were found to be sm.ooth and they were not rebored. The loco- motive was then placed upon the plant and run for some time to get the bearing surfaces in good condition before beginning the tests. Before the tests were completed the front driving wheel tires had become flat in one place, due, probably, to a soft place in the tire, and the locomotive was removed from the plant and the tires of the driving wheels turned. The general dimensions of the locomotive are given below : Total weight, in working order, lbs 184,167 Weight on drivers, in working order, lbs.. 110,001 Cylinders (simple) size inches 20^4^26 Diameter of driving wheels, inches 80 Fire-box heating surface, square feet 156.86 Heating surface of tubes (water side) square feet 2,471.04 Total heating surface (based on water side tubes), square feet 2,627.90 Total heating surface (based on fire side tubes), square feet 2,319.26 Grate area, square feet 55.5 Boiler pressure, lbs. per square inch 205 Valves, type Wilson double ported, slide Valve gear Stephenson Fire-box, type Wide, Belpaire Number of tubes 315 Outside diameter of tubes, inches 2 Length of tubes, inches 180 5 The maximum calculated tractive efifort at starting is 22,500 pounds with 80 per cent, of the boiler pressure available as mean effective pressure in the cylinders. This is equal to 136.6 pounds per pound of mean effective pressure in the cylinders. The ratio of weight on drivers to the calculated maximum tractive effort is 4.9 to i. Generai. Arrangement oe Locomotive. Figure 918 shows the general arrangement of the locomotive and the location of the instruments used in testing. BoieER. The boiler, Figure 920, has no very unusual features; it is of the Belpaire type with a wide grate and sloping back head and throat sheet. The water spaces have been arranged with the idea of promoting good circulation. There is no brick arch, but there is what may be called a combustion chamber, though it is of small volume. This combustion space is increased by the dead grate at the front end of the grate. The feed water is delivered to the boiler through the back head, with an internal pipe to deliver it to the front end. There is no superheater or feed water heating device. The boiler is of steel throughout with plain tubes. Smoke Box. The arrangement of the draft appliances and netting in the smoke-box is shown in Figure 921. The diaphragm is perforated and is fitted with the usual movable lower part. There is an inside stack reaching down nearly to the centre of the smoke-box. The exhaust nozzle is single and the tip is below the centre line of the smoke-box. The steam pipe, or branch pipe, is a single pipe in this locomotive in the centre of the smoke-box. Neither the diaphragm nor the nozzle was changed during the series of tests. Grate. The grate is of the usual rocking finger type (see Figure 922) and can be shaken in four separate sections. At the front end there is a section of the grate without air inlets, or a “dead grate” about 18 inches wide. The grate is practically level. There is a drop grate section at both front and back of the fire- box. The active shaking part of the grate has an area of about 31 square feet, while the total area, including the whole space at the top of the grate up to the boiler sheets, is 55.5 square feet. 6 Soon after the tests were started it was found that with the damper in the ash-pan open the air inlet was not sufficiently large for tests of heavy load and the inlet area was increased by cutting holes in the ash-pan sides, so that the area of inlet for air was increased from 2.3 square feet to 6.3 square feet. This latter area was found to give not more than seven-tenths of an inch of water vacuum at full load tests. It is probable that the area of opening in the ash-pan that is required on the Testing Plant, where the locomotive is stationary, is in excess of what would be necessary to give similar draught conditions where the locomotive is in service on the road, though data is not at hand to determine this. The coal used in the tests of No. 5266 was the Scalp Level coal as used in the tests at St. Louis. The average analyses for the two series of tests are given below : Tests of No. 5266 St. Louis Tests. at Altoona. Fixed Carbon 75.85 per cent. 76.25 per cent. Volatile combustible. 16.25 “ 16.13 “ “ Moisture •9 “ 1.60 ‘‘ “ Ash 7.00 “ a 6.02 ‘‘ “ 100.00 “ i6 100.00 “ “ 'Sulphur determined separately .90 “ i( .94 “ " B. T. U. per pound of coal 15025 1 5 143 In the following tables and plots the items of most general interest are given, while the complete records of the tests are shown in the appendix. The conditions under which the tests were made were selected in the following manner: The reverse lever latch was placed in the notch which would give the least possible cut-off in the cylin- ders, and with fully opened throttle and constant speed a test was run. Then the reverse lever was advanced to the next notch, giving a longer cut-off and another test run. This increase of cut-off was continued until at this speed the boiler would fail to supply steam at approximately working pressure. This pro- cess was then repeated for the next higher speed. Thus the tests show the performance of the locomotive for almost its whole range of action. The higher power tests at each speed showing, with certain exceptions, the power that the locomotive is capable 1 of delivering for a considerable length of time, such as two or three hours or the time required for a run over a loo-mile division of road. This method of testing the locomotive under conditions which could be sustained for a considerable time, while it is the only fair method, does not, of course, give the much higher power that could be shown for a test of short duration, where the re- serve power of a boiler full of heated water is drawn upon for a short time without using the injector to keep up the supply. It will be noted that in all of the tests that the injector was in operation practically all of the time of the test. (See item No. 226 in appendix.) TESTS ON ATLANTIC TYPE, SIMPLE, LOCOMOTIVE NO. 5266. CUT-OFF IN PER CENT. OF STROKE. FIG. 901. It has been the custom in locomotive tests to obtain a certain fixed evaporation for each square foot of heating surface or a certain quantity of coal burned per square foot of grate surface 8 before ending the test, so that the total quantities would be ap- proximately equal for tests at either light or heavy power. While it cannot be said that any fixed method was rigidly adhered to in these tests, an endeavor was made to obtain an evaporation of 30 pounds of water for each square foot of heat- ing surface or a total of approximately 70,000 pounds, though no tests were made of more than three hours duration. At speeds of 240 and 280 revolutions per minute many difficulties arise that limit the possibility of making successful tests, so rather than incur the risk of having to stop the locomotive with a test uncom- pleted, the time of these high speed tests was reduced to an hour or an hour and a half. As data throughout the full range of the boiler capacity can be determined at the intermediate speeds, there is little gained by running these high speed tests longer than is required to obtain enough readings to determine the perform- ance of the engines of the locomotive and the draw-bar pull. BOILER PERFORMANCE General Conditions — Table No. 901. The data for the tests in tables 901 to 908 inclusive are TABLE No. 901— GENERAL BOILER CONDITIONS. j Identification of Test miration of Test, Minutes Average Pressure Lbs. Per Sq. Inch Av. Temp. Degrees F. Total Coal Fired Per Sq. Ft. of Grate, Lbs. Te«t Number I>aboratory Designation toiler Pressure Atmospheric Pressure Testing Plant Feed Water (Cal) (217) (221) (208) 1 (211) j (Cal) 901 80-I5-F 180 201.3 14.06 61.0 48.0 92.5 902 80-2 0-E . 180 200.1 14. 10 64.0 46.4 105.8 904 80-25-E 180 198.5 14.19 65.0 48.0 118.9 908 12'0-20-F 180 201.0 14.06 69.3 48.5 134.1 913 100-<15-F 180 198.0 14.24 60.0 45.2 151.6 914 160-20-F 180 202.9 14.30 55. '5 43.7 166.6 906 80-30-F 180 20'2.6 14.15 59.0 40.0 160.3 910 120-25-F 180 200.5 14.12 61.8 47. '6 182.2 920 2 00-2 OF 150 202.0 14.12 53.0 42.6 171.1 916 100-2'5-F 150 200.0 14.37 46.5 42.2 195.5 923 240-15-F 90 196.4 13.97 60.5 40.8 138.8 912 120-3 0-F ; 150 202.7 14.10 64.0 42.2 182.1 917 160-27-F { 180 188.4 14.15 60.0 46.8 262.3 924 ■240-20JF 60 197.5 14.04 61.0 40.5 111.2 927 280-15-F '60 194.4 14.03 51.5 41.0 91.3 922 200-25-F 72 202.1 14.30 54.0 41.8 109.2 918 160J30-F 60 1 186.1 14.11 61.5 50.1 101.6 9 arranged according to the equivalent evaporation per hour (item 344, table No. 902), as this is a convenient index of the rate at which the boiler is working. The average steam pressure (item 217) can best be studied by reference to the graphical logs of the tests where the variations in pressure at each lo-minute interval are shown. The pressure reading was obtained by means of a sensitive gage mounted near the locomotive and connected to it by a flexible pipe. The gage has been found to give better service in this position than when mounted on the locomotive and ex- posed to the heat of the boiler. A correction was made in the gage reading for the head of condensed steam in the gage connec- tion pipe. As indicated in column 21 1, the feed water temperature was, at times, as low as 40° F, making a difference between the actual weight of water evaporated per hour and the equivalent evapora- tion of as much as 4,983 pounds. The last column of table 901 gives the total coal per square foot of grate for the whole time of the test. In two tests only, the quantity is below 100 pounds. Evaporation — Table: 902. This table shows the rates at which the boiler delivered steam to the engines, and it also shows the range of this delivery and the practical limitations upon the boiler capacity. Starting with an evaporation of 14,673 pounds per hour, the rates per Four advance by fairly even stages until an evaporation of about 30,000 pounds is reached. Where an evaporation of 30,721 pounds per hour is shown in test 918 the steam pressure, as shown by the graphical log for this test, could not be maintained and the upper limit of boiler delivery was exceeded in this test. The boiler may be expected to deliver a maximum of 30,000 pounds of Steam per hour with this coal and these draught ar- rangements. The quality of the steam does not vary greatly from a mean of about 98.5 per cent., or practically dry steam, and the results do not indicate that a greater amount of moisture is present in the steam when the boiler is delivering large quan- tities of steam than when the evaporation is low. TABLE No. 902— EVAPORATION. Identification of Test Water and Steam Calorimeter Results M Test Number Laboratory Desig-nation Duration of Tes Minutes Total Lbs. Evaporated Pounds Evaporated Per Hour Quality Steam in Dome Quality Steam in Branch Pipe Degrees Superheat Branch Pipe Equivalent Evaporation, Lb Per Hour (Cal) ! (264) (340) ! (228) ' (229) (230) (344) 901 80-15^F 180 44020 14673 .9856 1 .9983 0 17806 902 i 80-20-F 180 48226 16075 : .9866 .9997 0 19546 904 80-25-F 180 55536 18512 .9860 1.0022 4.00 22466 908 120-200-2i5-F 72 36360 303 O'O .9859 1.0127 22.23 36981 918 160-30-F 60 30721 30721 .9860 1.0-218 38.38 37170 Boiler Power — Table 903. The boiler horse-power (item 349) is based upon the gener- ally accepted unit of an equivalent evaporation of 34.5 pounds of water per hour for each boiler horse-power. The range of the tests is from about 500 to 1,000 boiler horse-power. This table shows that the boiler will deliver about 1,000 boiler horse-power, which is at the rate of about .43 of a horse-power per square foot of heating surface, or 2.32 square feet of heating surface per horse-power. There is about 18 horse-power delivered per square foot of grate surface. 11 TABLE No. 903— BOILER POWER. Identification of Test Duration of Test, Minutes Equivalent Evaporation, Lbs. Boiler Horse-Power Test Number Laboratory- Designation Per Sq. Ft. of Grate Surface Per Hour Per Sq. Ft. of | Heating Surface Per Hour Total Per Sq. Ft. Heating Surface Per Sq. Ft. Grate Surface 1 (Cal) 1 (Cal) (345) 1 (349) (Cal) j (Cal) 901 80-15-F 180 321 7.G8 51G.0 .222 9.30 902 80-20 (F 180 352 8.43 5GG.G .244 10.21 904 80-2 5-F 180 405 9.G9 G51.1 i .281 11.73 908 120-20vF 180 440 10.54 708.2 ' . 305 12. 7G 913 1G0-15(F 180 455 10.89 732.1 1 .31G 13.19 914 1G0-20-F 180 484 11.58 778.3 1 .33G 14.0'2 90G 80-30-F 180 49G 11.87 797.7 .344 14.37 910 120-25 ;f 180 510 12. '21 821.2 .354 14.80 920 200-20-F 150 574 13.73 922 . 9 .398 1G.G3 91G 1 G O-2 5-F 150 581 13.90 934.7 .403 1G.84 923 240-15-F 90 G02 14.39 9G7 . G .417 17.43 912 120-30-F 150 G09 14. G8 979.4 .42.2 17. G5 917 IGO- 27 .F 180 G27 15.00 1008.5 . 435 18.17 924 240-20-F GO G31 15.10 1014.9 .438 18.29 927 2.80-15--F GO G35 15.19 1021.4 .440 18.40 922 2'09-25-'F 72 GGG 15.94 1071.9 .4G2 19.31 918 1G0-30-F GO G70 1G.03 1077.4 .4G5 19.41 Coal and Rate: ol Combustion — Table: 904. The coal fired per hour ranges from 1,665 6,101, but it does not follow exactly the increase in evaporation. This can be accounted for principally as due to variation in estimating the depth of fire at the beginning and end of the test, and the incon- sistencies are most marked in the tests of short duration. From observation and as indicated on the graphical logs, the rate of firing was as uniform as can be expected. 12 TABLE No. 904— COAL AND RATE OF COMBUSTION. Identification of Test Duration of Test, Minutes 1 - Total Dry Coal Fired Fuel In Pounds Rate of Combustion Test Number 1 Laboratory- Designation Total Combustible 1 By Analysis Dry Coal Fired Per Hour 1 Combustible ■ Fired Per Hour Dry Coal Fired ' Per Sq. Ft. of Grate Per Hour Dry Coal Per iSq. Ft. Heating Surface Per Hour (Cal) i (235) (236) (338) i (Cal) (339) 1 (Cal) 901 80-15^F 180 4994 4723 1665 1574 ! 30.00 .718 90'2 80-20-F 180 5802 5392 1934 1797 34.85 .834 904 80-25-F 180 G530 G140 2177 2047 39.23 .939 908 120^20;F 180 73G5 6926 2455 2300 44.24 1.059 913 160-15-F 180 8186 7742 2729 2581 49.17 1.177 914 lG'O-20-F 180 8995 8508 2098 2836 54.01 1.293 906 80-30-F 180 8797 8212 2932 2737 52.83 1.264 910 120-25-F 180 100‘00 9410 3333 3137 60.04 1.437 920 20'0-S.O^F 150 9235 8735 3694 3494 66.56 1.593 910 lG'0-2:5-F 150 10552 9981 4221 3992 76.05 1.820 923 240-15-F 90 7620 7113 5080 4742 91.53 2.190 912 020-30 iF 150 9970 9335 3988 3734 71.86 1.720 917 1G0-27-F 180 14405 13547 4802 4516 86.53 2.070 924 '24'0-20-F GO GlOl 5695 6101 5605 100.93 2.631 927 2-80-15-F GO 5012 4678 5012 4678 00.31 2.161 922 :20'0-25-F 7i2 5980 5599 4983 4666 89.78 2.149 918 1G0130-F 60 5581 5249 5581 5249 100.58 2.406 Cinders and Sparks — Table 905. As the coal used in these tests was of a friable nature and as much of it was of very small size when fired, it is to be ex- pected that the quantities of cinders and sparks will be large. In test 918, laboratory designation 160 — 30 — F, the cinders caught in the smoke-box were 987 pounds, and this quantity was suffi- cient to fill the smoke-box, which is not of the self-cleaning de- sign, so that the draft was obstructed and the boiler failure, which occurred in this test, is directly traceable to this cause. The calorific value of the cinders and sparks is high. They represent practically unburned coal, and in view of the large quantities drawn through the tubes it is apparent that better re- sults could be expected from burning this quantity of coal on a much larger grate where the draft action need not be so intense in order to burn the quantity of fuel required. 13 TABLE No. 905— CINDERS AND SPARKS. Identification of Test Duration of Test, j Minutes Total in T>bs. Per Hour Calorific Value B. T. U. I’er Lb. Test Number ! Laboratory Designation Cinders in Smoke-Box Sparks from Stack Cinders and Sparks of Cinders of Sparks I 1 1 (Cal) (238) (239) 1 (240) (250) (251) 901 80-15-P 180 52 1 IG G8 11713 1 108G8 902 80-20-F 180 4G ; 10 5G 10370 11784 904 80-25-P 180 82 1 16 •98 12491 11784 9'08 12'0^20-P 180 101 * 23 ; 124 lOGOG 8484 913 1G0-15-P 180 98 ' 43 ' 141 ! 12770 8910 •914 1G0-20-P 180 194 ' 47 241 11048 98G0 906 80-30-P 180 GG j 47 113 11291 100G5 910 120-25-P 180 ! 236 1 15 251 11194 11017 920 200-20-P 150 , 204 1 85 289 9471 11378 916 16'0^2.5-P 150 30i2 1 128 430 9287 ' 9042 923 240-15-P 90 508 84 592 1050G 9299 912 12O-30-P 150 110 1 153 2G3 11998 12-057 917 1G0-27-P 180 { 492 ! 140 G32 9701 ’ 11G17 924 240-20-P GO 514 ! 95 G09 12157 ' 11977 927 280-1 5-P GO ! 584 -58 G42 11472 12197 922 200-25-P 72 31G 208 524 11523 1 11198 918 1G0-30-P GO 987 238 1225 11497 10899 Draught and Rate oe Combustion. Smoke-Box and Fire-Box Temperatures — Table No. 906. In this table are shown the results of the observations of the draught, and in Fig. 902 these draught results are plotted in con- nection with the amounts of coal burned. The figures show wide variations, and this is to be expected, as the draught is influenced by a number of factors, such as the thickness of the fire, the boiler pressure and by the position of the fire door. The readings are the average of readings taken at the beginning of each ten- minute interval without regard to whether the fire door was TABLE No. 906— DRAUGHT, RATE OF COMBUSTION, SMOKE- BOX AND FIRE-BOX TEMPERTURES. Identification of Test Duration of Test, Minutes Draught in Inches of Water Temp. 1 Degrees F. Dry Coal Per Sq. PL Grate Surface, Per Hour, Lbs. Test Number j Laboratory Designation In Front of Diaphragm Back of Diaphragm In j Fire-Box In 1 Ash-Pan In Fire-Box In Smoke-Box 1 j(Cal) (222) 1 (223) (224) 1 1(225) 1—1 (207) 1 (339) 901 i 80-1 5-F 180 2.0 1.8 .6 .2 1774 562 30.00 902 80-20-F 180 2.1 1.9 .8 .1 1918 579 34.85 904 120-20-F 180 3.3 3.1 1.4 .7 1803 618 39.23 908 1G0-15-F 180 3.9 3.4 1.7 .7 1859 644 44.24 914 160-20-F 180 3.1 2.8 .9 .2 20i78 633 49.17 90'G 1 80-30-F 180 3.7 3.2 1.2 .2 1952 654 54.01 910 1 12 0-2 5-F 180 3.4 2.9 .7 .3 1915 630 52.83 920 1 20'0-20-F 180 5.1 4.5 2.3 1.0 1966 672 60.04 916 1 160I25-F 159 5.0 4.2 1.3 .2 2076 679 66.56 923 ‘ 80-25-F 150 5.2 4.4 1.5 .3 1936 681 76.05 912 ! 2 4 0-1 5-F 90 5.6 4.7 1.3 .2 20'25 693 91.53 924 120-30-F 150 4.9 4.2 1.4 .3 2077 665 71.86 927 160-27-F 180 7.7 6.2 2.1 .3 2058 719 86.53 922 240-30-F GO 5.4 4.G 1.4 .3 2266 675 109.93 918 2 80-1 5-F GO 5.6 4.9 1.5 .2 2165 715 90.31 917 2'0'0-25-F 72 6.0 5.1 1.6 .3 2180 694 89.78 913 1G0-30-F GO 8.9 8.0 3.0 1.3 2143 740 100.58 open or not. As a matter of fact, in some of the heavier power tests the fire door is open more than one-half of the time, and as this is one of the fixed conditions governing the intensity of the draught, it has not been eliminated from the readings of the average draught. Fire-box and smoke-box temperatures were measured by means of thermo couples. Evaporative Performance — Table 907. In Figure No. 905 the equivalent evaporation is plotted with the evaporation per square foot of heating surface. The equiva- 15 TABiIjE No. 907— evaporative PERFORMANCE. Identification of Test Evaporative j Performance Test Number Laboratory Designation Duration of Tes' Minutes Total Water Divided by Total Coal Equivalent Evaporation Per Pound of Dry Coal Equivalent Evaporation Per Pound of Combustible (Cal) 1 (Cal) 1 (347) j (348) 1 901 80-15-.F 180 8.57 10.69 11.31 902 80-20-F 180 8.21 10.11 10.88 904 80-2 5-F 180 8.42 10.32 10 . 98 908 120-20nF 180 8.12 9.95 1 10.58 913 1'00-15-P 180 7.40 9.26 , 9.79 914 160-20-F 180 7.15 8.96 9.46 906 80-30^F 180 7.60 9 . 39 10.05 910 12 0-2 5-F 180 6.92 8.50 9.03 ! 920 200-20-F 150 6.88 8.62 9.11 916 100-25^F 150 6.09 7.64 8.08 923 240-1'5-F 90 5.33 6.57 7.04 912 120-30-F 150 6.85 8.47 9 . 05 917 100-27^F 180 '5.91 7.25 7.70 924 240-20-P 60 4.65 5.74 5.15 927 280-15-F 60 5 . 70 7.03 -7.53 922 200-25-F 72 6.00 7.42 7.93 918 160-30-F 60 5 . 45 6.66 7.08 o . p y ^ £ b PQ Q PLh ^ It S I o O W 8 1 j i I 1 I I I I 24 1 I I I 1 OA A 1 - l-_ I L.. i I r 1 i L 20 1 1 ' 1 I 1 >4.8 U 1 1 - L_ rr 1 . 1 .J L I I 1 1 i -1-6 0 i - - 1 L L_ _r 26.8 1 II •> 1 25.2 1 0^ c 1 1 1 1 I 1 1 1 9 n 1 L H 28.8 1 26.7 1 u 1 L u -8C j L L- 33. 5l 32.3 30.7 1 I 29.9 1 L 1 1 p 1 5 0 2 5 3 0 CUT-OFF IN PERCENT OF STROKE. FIG. 907— DRY STEAM PER I. H, P. HOUR. PERFORMANCE OF LOCOMOTIVES Dynamometter Records — Table 91 i. The draw-bar pull was measured by means of a lever dynamometer the details of which have been given in previous bulletins. In the case of test 929, as explained in another place, the dynamometer reading was not correct, and the draw-bar pull and dynamometer horse-power for this test were derived from the indicated horse-power by assuming a machine efficiency of 70 per cent, for this speed. NOMINAL SPEED l.N REVOLUTIONS PER MINUTE. 26 FIG. 908— TOTAL INDICATED HORSE POWER. 27 TABLE No. 911— DYNAMOMETER RECORDS. Identification of Test 1 Duration of Test, Minutes Draw-bar Pull in Pounds 1 1 : Dynamometer Horse-Power j Dry Coal | Per D. H. P. Hour j Dry Steam 1 Per D. H. P. | Hour j 1 Test Number Laboratory- Designation 1 1 CCal) (265) (383) (384) 1 1 (385) 901 80a5-F 180 6427 327.3 5.09 43.02 902 80-20-F 180 . 7653 389.8 4.90 39.50 904 80-25^F 180 9810 499.6 4.36 35.92 906 80-30-F 180 12475 032.3 4.04 34.46 y08 120-20-IF 180 7'280 550.2 4.42 35.16 910 120 - 2 . 5 -F 180 9438 721.1 4.62 31.51 912 120-30-F 150 11785 i 900.8 4.43 29.59 913 160-15-F 180 5578 5C8.2 4.80 35 . 2'6 914 100-20-F 180 0538 605.9 4.50 31.46 916 100-25-F 1'50 8156 830.7 5.08 30.73 917 100-27-F 180 8757 892.1 5.38 31.34 918 100-30-F 00 9571 975.0 5.72 30.83 920 200 - 20 -F 150 6199 789.4 4. 68 32.04 922 200-25-F 72 7701 980.6 5.08 29.75 923 240-15-F 90 4940 880.7 5.77 30.31 924 240-20-F 60 5908 902.8 0.70 31.43 927 280-1 5-F 60 4752 847.2 5.92 33.12 929 320-15-F — *4424 *890.9 — — * Estimated. The dry coal per dynamometer horse-power ranges from 4.42 pounds to 6.76. Machine Friction — Table 912. Throughout this series of tests the driving axle bearings .were lubricated with oil. The main and side rods, except the iront end of the main rods, were lubricated with hard grease. The cylinders were lubricated with oil by means of a sight feed lubricator. The machine friction in draw-bar pull is a fairly uniform •quantity, ranging from 1,417 to 1,909 pounds; in test 923 it is 1,148. Maximum Power oe the Locomotive. From the diagrams (Figs. 909 and 910) the draw-bar pull that this locomotive is capable of exerting for a considerable TABLE No. 912— MACHINE EFFICIENCY. Identification of Test Machine Friction in Test Number 1 Laboratory Designation Duration of Tes Minutes Horse-Power Mean Effective Pressure, Lbs. j Per Sq. Inch Draw-Bar Pull, Pounds Machine Efficiem Per Cent. (Cal) (395) (39C) 1 (397) 1 (398) 901 80-15-F 180' 92.5 13.34 181G 77.9G^~ 902 80-2 0-F 180 SI A 12.57 1716 81.68 904 80^2 5-F 180 8G.0 12.40 1G89 85.35 90G 80-30-F Averiiige 180 95. G 90.4 13.78 13.02 1880 1777 8G.87 908 12 0-20 -F 180 131.4 12. G3 1G52 80.89 910 120-25^F 180 130.1 12.50 1702 84.71 912 a2'CH30JF Average 150 114. C 125.4 11.01 12.05 1499 1618 88.71 913 1C0^15-F ' 180' 180. G i 13.01 1417 75 . 88 914 1G0-20-F 180 ICO. 9 11. GO 1579 80.54 91 (? 1G0-25-F 150 180.9 1 13.03 1775 82.11 917 lGa-27-F 180 1G2.9 ' 11.74 1599 84.56 918 lGO-30-iF Average GO 158 . 4 168.7 11.41 1 12.16 1554 1585 8G.02 920 200-20-F : 150 1 229.2 13.21 1805 77.49 922 i2CO-25-'F Average ; "^2 1 243.1 236.2 14.01 13.61 1909 1857 1 80.13 1 923 240v4l5^F 90 204.7 8.43 1148 1 81.14 924 1 ; 240-20-F 1 Average GO 1 201.7 1 233.2 12.57 10.50 1713 1431 1 77. '53 927 2.80-1 5 JF CO 1 331. '2 13.64 1858 1 71.89 length of time has been estimated by the method formerly used in connection with the St. Louis tests, and which will be repeated here as applied to this locomotive. The maximum power of a locomotive depends upon the re- lation between the amount of water which can be evaporated by the boiler and the efficiency of the cylinders ; for example, if the maximum evaporative power of a locomotive boiler is W pounds of dry steam per hour and the cylinders require N pounds of dry steam per horse-power hour, then the maximum horse-power of the locomotive is represented by except that the maximum power may be limited by the adhesion of the driving wheels at DRY STEAM PER INDICATED HORSE POWER HOUR, POUNDS CUT-OFF IN PERCENT OF STROKE FIG. 909— STEAM CONSUMPTION. low speeds. The maximum evaporative power of this boiler under the conditions of these tests is about 30,000 pounds of dry steam per hour. Fig. 909 shows the relation between steam con- sumption per indicated horse-power and cut-off at the several speeds. Similarly, Fig. 910 shows the relation between indicated horse-power and cut-off for the several speeds. In each diagram the curves have been extended beyond the actual experimental points. It is now only necessary to select for each speed the cut-off at which the product of indicated horse-power, as shown by Fig. 910 and steam consumption, as shown by Fig. 909, is approxi- mately 30,000 pounds (the maximum capacity of the boiler.) These critical cut-offs are indicated on the diagrams (Figs. 909 INDICATED HORSE POWER 30 CUT-OFF IN PER CENT OF STROKE FIG. 910— INDICATED HORSE POWER. and QTo) by a cross mark, and the value of the several factors are shown in the following table : Nominal Speed Cut-off in steam IFer Maximum Cylinder R. P. M. Per Cent. I. CH. P. Hour. Horse-Power. 8o 42 32.3 940 120 35 28.0 1075 i6o 30.5 26.3 1150 200 25-5 24.9 1220 240 23-5 24.4 1240 280 22 24.0 1250 The cylinder horse-power given in the last column of the above table is what would be expected by indicator if tests had been run under the conditions of maximum power at the several :n SPEED IN REVOLUTIONS PER MINUTE. FIG. 911-hMAXIMUM DRAW-BAR PULL. speeds and cut-offs. The cylinder horse-power as found above is now reduced to an equivalent draw-bar pull by the following equation in which S is the speed in miles per hour and F is the corresponding average frictional draw-bar pull (which has been assumed as the average obtained for the whole series of tests, or 1,687 pounds) : Max. Horse-power x 375 Maximum Draw-bar Pull =- F S The maximum draw-bar pulls at the several speeds, as de- termined from the above equation, are as follows: Max. lEstimated Draw-bar Pull. Speed in R. P. M. Pounds. 80 16,768 120 12.384 160 9,602 200 7.894 240 6,428 280 5.325 In Fig. 91 1 the draw-bar pull is shown graphically with the 32 maximum results obtained in the tests. At speeds of 120, 160, 200, 240 and 280 the maximum pulls developed in the tests ap- proached closely the calculated maximum. The calculated tractive power at starting is 22,500 pounds, and it is probable that the slowest speed at which the full power of the boiler could be utilized is about 40 revolutions per minute, or about 10 miles per hour. ; 5 :] COMPARISON OF TWO ATLANTIC TYPE PASSENGER LOCOMO- TIVES- Of the 'passeng^cr locomotives tested at St. Louis in 1904, the New York Central locomotive, No. 3000, resembled Pennsyl- vania Railroad locomotive No. 5266 in g’eneral dimensions, weight and class of service for which it was designed. It was, however, a four-cylinder balanced compound, while the 5266 is a simple locomotive. In order to show a comparison of the results obtained on a simple and a compound locomotive, the following diagrams have been prepared from the results of tests on these two loccwnotives. Before taking up the discussion of these diagrams, however, some of the principal dimensions of the locomotives are given in parallel columns in order to show in what particulars they differ. isr. Y. C. R. R. No. 3000. P. R. R. No. 5266 Total weight of locomotive working order, lbs 200,000 184,167 Weight on drivers, locomo- tive, working order, lbs. 1 10,000 110,001 Cylinders, diameter and stroke, inches X 26x 26 20I/X26 Driving wheels, diameter. inches 79 80 Boiler, diameter, inches... 72 J 4 67 Tubes, number 390 315 “ diameter, inches... 2 2 “ length, “ ... 191 .29 179.78 Heating surface, fire-box. (fire ,side), sq. ft. . 202 . 83 156.86 Heating surface, (fire side), sq. ft.. tubes 2848 . 36 2162.4 Heating surface, (fire side) , sq. ft . . total 3051.19 2319.26 Grate area, sq. ft. . . , 49.9 ■ 55.5 Ratio heating surface to grate surface 61 . 10 41.79 Boiler volume, cubic steam space feet 77.41 109.9 Boiler volume, cubic water space feet 331.66 338-6 34 BoIIvER Peri^ormance. The coal used was that from the Scalp Level mines of the P>erwind-White Coal .Mining Company, both for the 3000 at St. Louis and the 5266 at Altoona. In Fig. I, where the fire-box and smoke-box temperatures are plotted, the differences between the two locomotives are small. The 30CX) had a brick arch in the fire-box, but no difference in FIG. 1— FIRE BOX AND SMOKE BOX TEMPERATURES. fire-box temperature is evident as due to this cause. The smoke- box temperature of the 3000, which had a greater length of tube than the 5266, ,is shown to 'be lower throughout the tests, indi- cating that this greater tube length absorbed a larger part of the heat in the gases of combustion than the shorter tubes of he 5266. In Fig. 2, where the equivalent evaporation per pound of dry coal is given for different rates of evaporation per square twUlVALEINT EVAPORATION PER POUND OF DRY COAL foot of heating- surface, no difference is found between the two boilers. In other words, the efticiency of .a square foot of heating surface in the boiler of 5266 is the same as the .efficiency of a square foot of heating surface in the boiler of No. 3CXD0, and this is true for all rates of evaporation. 12 — 0 -.4 1 1 . • 0 • 000 N.' 266 lp.R ^c. R. - 10 - 1 0 d. • • V 8 7 i 0 m • “* 4 3 0 — 1 Li_ L 1 ) 1 !■ 5 EQUIV’T EVAP’N, POUNDS PER HOUR PER SQ. FT. OF HEATING SURFACE FIG. 2— EVAPORATION. For two boilers so similar in general type this is to be ex- pected, as there is no reason to suppose that the heating surfaces of the two boilers will have materially different rates of heat transmission to the water when the steel plates are clean as in the case of these two boilers. When, however, the equivalent evaporation per pound of coal is plotted according to the rate of combustion as in Fig. 3, the advantage of the larger heating surface per foot of grate in the 3000 is at once apparent, and this advantage of the 3000 in economical evaporation is maintained throughout the full range of steam delivery of the two boilers. 36 The highest equivalent evaporation per square foot of heating surface is nearly the same for each boiler, being 16.34 pounds per hour in the case of the 3000 and 16.03 po^-^^ds for the 5266. DRY COAL FIRED PER HOUR, LBS. PER SQ. FT. OF GRATE FIG. 3— EVAPORATION. With the boiler of No. 3000 the greatest loss of heat due to the presence of carbon monoxide in the products of combustion, or, in other words, the greatest loss due to poor combustion was but I per cent., and in only one other test was it as much as i per cent. In the case of the 5266, the losses, while in all cases comparatively small, are in one tesst 9.13 per cent., and in two others 6.06 per cent, and 7.3 per cent. The very perfect com- bustion shown by the 3000 is, in all probability, due to the brick arch in the fire-box of this locomotive. There was no arch in the 5266. The 3000 was fitted with smoke-box deflectors or diaphragms which made the smoke-box completely self-cleaning, while the 5266 did not have a self-cleaning front, and this was one of the limiting factors in maximum evaporation obtained with long cut- offs, clue to the accumulation of cinders in the front end, which FIG. 4— BOILER EFFICIENCY. interfered with the draft, and, consequently, the steaming capaci- ty. The results from the action of the two smoke-boxes are shown in Figure 5^. Enginf, Pe:rformy\nci:. In Fig. 5 the well-established fact that the engines of a com- pound locomotive within limits, operate on less steam per unit of power than the engines of a simple locomotive, is shown. The diagram shows very clearly another fact that is not so DRY STEAM, POUNDS PER INDICATED HORSE POWER HOUR generally recognized, and that is that the difference in the water rate or siteani per horse-power hour is not a constant difference expressahle as a certain definite percentage of saving. When N \ \ 0 • NO •52 po 66 P 'J.Y. .R.F c. s • ' • t c / 0 /' C n y 0 0 -zv -rr — -1 ^ i.r\ J'U c 0 — 4( 0 6C 10 8C )0 10 }0 12 00 14 00 16 00 INDICATED HORSE POWER FIG. 5-^STEAM PER INDICATED HORSE POWER. each of the locomotives is developing 600 horse-power, there is a difference in the steam per horse-power of about 9.7 pounds, or a saving of 31.8 per cent., while at 1300 horse-power the saving is but 3.5 pounds, or 14.9 per cent. CINDERS COLLECTED IN SMOKEBOX, POUNDS PER HOUR. 10 20 30 40 50 60 70 80 90 100 110 120 130 140 DRY COAL FIRED PER HOUR, LBS. PER SQ. FT. OF GRATE FIG. 5'/2— CINDERS IN SMOKE BOX. The two curves show that the water rates of the two locomo- tives would, perhaps, meet at about 1600 horse-power were it possible to drive the 5266 to such a point, and as the high horse- 40 powers were o'btained, as a rule, at the higher speeds, the curves would indicate that the simple locomotive is working most eco- nomically at its highest speeds, while the reverse is true of the compound. It will be remembered that in the case of the simple and com- pound freight locomotives tested at St. Louis the conclusions arrived at in regard to the steam consumption were as follows : “In general the steam consumption of the simple engines de- creased with increase in speed, while that of the compounds increased, which would lead to the conclusion that the steam dis- tribution of the compounds was less satisfactory at high speeds than that of the simple.'’'^ The maximum horse-power developed by the 3000 Was 1641, while the maximum for the 5266 was 1281. See “ILocomotive Tests and Exhibits,” page 706. 41 In Fig. 2 we have seen that the evaporation per pound of coal decreases as the output of the hoilcr in steam increases, and this decrease explains the difference in the appearance of the curves in Figs. 5 and 6. It would appear at first sight as though the curves for coal per indicated horse-power hour should follow the same law as do the curves for steam, and this would he the case if it were not for the fact that as the output of the boiler increases, it is at the expense of a greater and greater quantity of coal per pound of water evaporated. DYNAMOMETER HORSEPOWER FIG. 7— STEAM PER DYNAMOMETER HORSE POWER. Loco motive: Pe:rtor m a n ctc. In Fig. 10 is shown the dry steam used by the locomotives at different indicated horse-powers. The 3000, compound, re- quires at all powers less steam than the 5266, simple locomotive. 42 but as the limit of power is approached by the compound the steam rate advances more rapidly than would apparently be the case with a simple locomotive. This is only another way of showing that the advantage of compounding may not be realized at high speeds, as was developed in the discussion of Fig. 5, as judged by the two locomotives under discussion. P -jz N(i.30(30 N.Y j.c. = Nd.5266 P.R t ! 1 1 / / 1 ^ • f > 1 i 1 • 1 c « • 4I i 1 1 0 0 1 1 3 0 c _G 0 -2- 1 1 i -1- — 1 i 260 4C lo 1 6( JO 1 I 800 i i pc 00 1 2, 00 14, bo DYNAViOMETER HORSEPOWER FIG. 8— COAL PER DYNAMOMETER HORSE POWER. One of the most significant results of this comparison of a simple with a compound locomotive is the large increase in horse-power and draw-bar pull that can be realized from com- pounding without any increase in the boiler capacity. This is a very important advantage aside from all considerations of econ- omy in the use of fuel. 43 Let us assume that the boiler of each locomotive will deliver 30,000 pounds of dry steam per hour to the engines. With this weig'ht of steam the simple locomotive, No. 5266, will develop DRAWBAR PULL, POUNDS FIG. 9— MACHINE EFFICIENCY. T200 indicated horse-power, while the compound, No. 3000, will develop 1400 indicated horse-power. To show what this will mean in increased draw-bar pull, due to compounding at several speeds, the following table has been arranged : 44 Comparative Peri^ormance. At 40 miles per hour, using 30,000 pounds of water per hour : Locomotive Type , jMachine Efficiency Indicated Horse Power Dynamometer Horse Power t Draw-Bar Pull Increase in Draw-Bar Pull from Compounding- 5266 4—4 — 2 Simple 86 1200 1032 9674 3000 4—4—2 Compound 86 1400 1204 11287 + 1613 At 50 miles per hour, using 30,000 pounds of water per hour : 5266 Simple 79 1200 948 7110 3000 Compound | 79 1400 1106 8294 + 1184 At 60 miles per hour, using 30,000 pounds of water per hour : 5266 Simple . 77 1 1200 924 5775 3000 Gompound 77 1400 1078 i 6737 + 962 The above table shows what might be expected in increased power if the cylinders of locomotive No. 3000 were to be applied to locomotive No. 5266. The probable result in fuel saving with this combination of the compound cylinders and the boiler of No. 5266, working as before at about its maximum rate of evaporation, that is, deliver- 30,000 pounds of dry steam per hour, will be as shown in the following table . F!G. 10— STEAM AND HORSE POWER. Coal Per Dynamometer Horse-Power Hour for Locomotive 5266, With Its Present Simple Cylinders and the Results to be Expected If the Present Boiler Were to be Fitted With Compound Cylinders Similar to Those on No. 3000: Assumed Evaporation Lbs. of Dry Steam Per Hour Corresponding Dry Coal Burned Per Hour, Pounds Dynamometer Horse Power Locomotive With Speed, IVIiles Per' Hour Dry Coal Pei^ Dynamometer li. P. Hour. Simple Cylinders Compound Cylinders Locomotive With Simple Cylinders Same Boiler With Compound Cylinders 30,000 4983 1032 1204 40 4.82 4.13 30,000 )4983 948 1106 50 5.25 4.51 30,000 4983 924 1078 60 5.39 4.62 .69 .74 .77 14.3 14.1 14.3 Saving- Expressed as a Percentage 46 It will be noted that this percentage of saving agrees closely with that observed under engine performance. It is also the saving at a point where the simple locomotive is at its best, as before noted, namely, at its maximum horse-power. Other lower rates of evaporation might be selected where percentages of saving would be much higher. APPENDIX The appendix contains : 1. Description, dimensions and proportions of the locomotive, (pp. 48 to 53 inclusive. 2. Summary of average results of tests, (pp. 54 to 64 in- clusive. 3. Graphical running logs showing boiler pressure, total water, total coal, revolutions per minute, and draw-bar pull for each test. Each diagram was plotted during the test to which it refers, (pp. 65 to 73 inclusive.) 4. riots showing relations between important items of the tests, (pp. 74 to 103 inclusive.) 5. Vibration Diagrams, (pp. 104 to 106 inclusive.) 6. Typical indicator diagrams. A representative set of diagrams from each test is shown, (pp. 107 to iii inclusive.) 7. A typical dynamometer diagram for each nominal speed, (pp. 1 12 to 1 15.) 8. Illustrations of the locomotive showing important details and location of testing instruments. 48 Description, Dimensions and Proportions of Pennsylvania E2a Atlantic (4-4-2) Type Locomotive No. 5266. Built at the Juniata Shops of the Pennsylvania Railroad, Altoona, Pa., July, 1904. I 3 4 5 6 7 8 9 TO T I 12 13 14 15 16 T7 18 19 Driving Whi^els. Nnniber of pairs Approximate diameter, inches MEASURED CIRCUMFERENCE, FEET. Right, No. I 20.91 “ “ 2 20.91 “ “ 3 “ “ 4 “ “ 5 Left, “ 1 20.91 “ “ 2 20.91 " " 3 a ii 4 " " 5 , Average 20.91 J ENGINE TRUCK WHEELS. Number Diameter, inches TRAILING WHEELS. Diameter, inches WHEEL base, feet. Driving wheel base Total wheel base Gauge of wheels, in inches 2 80 21.01 21.01 21.01 21.01 21.01 4 36 50 7.42 30.85 56.13 WEIGHT OF ENGINE WITH WATER AT SECOND GAUGE COCK AND NORMAL FIRE, IN POUNDS. 20 On truck 37,167 21 1st drivers 53A34 22 “ 2nd “ 56,667 23 " 3 i*d “ ^ 24 “ 4th 25 " 5 th ‘‘ 26 “ trailers 37, 000 27 Total 184,167 28 '' on drivers 110,001 CYLINDERS. 29 High pressure, number 30 Low ‘‘ “ 31 Arrangement Outside 49 DIAMICTKK, INClIl'S. 32 IIi"h pressure, ri.i^lit 20.518 33 “ “ left 20.812 34 Low “ rif^lit vSTKOKiC 01^ PISTON, PlClCT. 36 pressure, ri^-ht 2.164 37 “ “ left 2.164 38 Low “ riij^lit Crj-:AKANCr: PKR CTCNT. OP PISTON DISPPACPMKNT. 40 II. P., rie^lit, head end 12.7 41 “ " crank “ 12.1 42 “ left, head “ 12.4 43 “ “ crank “ 11.9 44 L. P., ri.i’Pt, head end 46 “ left, head “ << << ‘‘ Rl'CiaVKR, CUPIC PlCPT. 48 A^oluiue, rii^-ht side 49 “ left “ STPAM PORTS, INC Ups. (Por piston vah'es the length equals the circimiference of inside of bushing minus the sum of the widths of bridges.) 50 H. P. admission , riq^ht, head end. leno^th — 19.87 51 a u ii width . . . . 1.48 52 u u “ crank ii length 53 u n ii i 6 ii width 1.48 54 i< ic left, head len£;th — 19.83 55 a iC “ “ ii width. .... 1.48 5 ^> ki a “ crank ii lenp;th . . . . 19.86 57 a a a a width . . . . 1.48 58 L. P. rio'ht, head lem^Th 59 a ti ii a ii width 60 a ii “ crank ii lenG;-th 6t a a ii ii width 62 a ib left, head ii lencfth a a ii ii ii width 64 a a “ crank ii leno-th ^>5 b b 4 b ii ii ii width 66 II. P. exhaust. ri^ht, lenofth. — 19.84 67 H (( “ width . . . . 2.98 68 a (< left, leno-th . . . . 19.92 69 i( n “ width . . . . 2.98 70 71 72 73 74 75 76 77 78 79 8 o 8 i 82 83 84 85 86 87 88 89 go 91 92 93 94 95 96 97 98 99 100 lOI 102 103 104 105 106 107 108 109 50 L. P. “ length width “ “ left, length “ ‘‘ “ width riSTON RODS, DIAMETER, INCHES. 3472 3-501 IT igh pressure, right left how right left TAIL , RODS, High pressure. right “ left Low a right left Tvpe. . . . .W 7.0 7-2 1-5 1-5 1-5 1-5 VALVES. Ison Balanced Double Ported Slide Design American Balance Valve Co. Per cent, of balanced to total area 75-70 Type of link motion Stephenson GREATEST VALVE TRAVEL, INCHES. High pressure, right left Low “ right ‘‘ “ leh OUTSIDE LAP OE VALVE, INCHES. IIi.gh pressure, right, head end ‘‘ “ crank “ “ “ left head ‘‘ “ “ “ crank “ Low “ right, head “ “ “ crank ‘‘ “ “ left, head “ “ crank “ INSIDE LAP OE VALVE, INCHES. High pressure, right, head end negative .16 crank ‘‘ 16 “ ‘‘ left, head ‘‘ .14 “ “ “ crank “ 14 IvOw “ right, head “ “ “ “ crank “ “ “ left, head “ “ “ “ crank “ MISCELLANEOUS. Cylinder lagging material Magnesia “ jacket “ Sheet iron Lead, forward motion, right negative left, 4 ,51 no Area of steam port in valve, sq. in 8.20 iTi “ “ exhaust “ “ “ “ “ 8.20 112 it 3 1 14 1 15 116 TT7 I18 TI9 120 I 2 I 12:^ 123 124 125 126 127 128 129 130 131 132 1^3 134 135 136 137 138 139 140 141 142 M 3 144 M 5 iz}.6 M 7 148 149 150 r.oiLKR. Type Belpaire, wide fire-box Outside diameter, first ring, inches 67.0 TUBES. Number 315 Outside diameter, inches 2.00 Thickness, indies .125 Length between tube siheets, inches 179-78 Total fire area, square feet 5.26 Serve Tubes, number of ribs “ sq. in. of inside surface in one in. of length Boiler pressure, lbs. per sq. in 205 SUrERIl EATER. Number of tubes Outside diameter, inches Thickness, inches Lengtih of tubes, inches EIRE- BOX (size inside, inches). Length 114.0 Width 68.0 Depth, front end 61.0 “ back “ 55.25 Volume, cubic feet (no arch) 233.31 Air inlets to ashpan (dampers closed), sq. ft.... 0.0 “ “ “ ■ “ ( “ open), “ ‘V... 2.3 “ “ “ “ increased, ii-27-’o6, to 6.3 EIRE DOORS. Number i Area, square feet 1.59 GRATES. Style Rocking finger Total area, square feet 55-5 “ “ dead grates, square feet 6.0 Width of air spaces, inches 75 AIR inlet areas, SQUARE EEET. Through fire-box sides 00 “ grates 15.00 “ fire doors 03 151 152 153 154 155 156 157 158 159 iTk) 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 t8i 182 183 184 185 186 187 Total air inldts, (148), (149) and (150) i5-03 Ratio “ (149) to grate area ?i45) 0.27 “ “ ‘‘ (151) “ “ “ ('145) 0.27 IIKATING surface^ SQUARE EEET. Of the tubes, water side 2471.04 “ “ “ fire “ 2162.40 “ “ fire-box, fire side 156.86 “ “ superheater, fire side ^ Total, based on inside of fire-box and inside of tubes 2319.26 Total, based on inside of fire-box and outside of tubes 2627.90 BOILER VOLUMES. ]Vit]i zvater surface at level of second gauge cock. Water space, cubic feet 338.6 Steam “ “ “ 109.9 Exhaust nozzle. Double or single Single Size of right, inches ) Diani 5-625 “ “ left, “ I Area of rig'ht, square inches ) 24.85 “left, “ “ I Total area, square inches 24.85 reverse lever. H. P. cylinder, notches forward of centre 15 T -p " a U RATIOS. Heating surface (158) to grate area (145) 41-79 Fire area through tubes (119) to grate area (145) .09 Fire-box heating surface (156) to grate area (145) 2.83 Tube surface (155) to fire-box heating surface (156) 13.79 Fire-box volume (136) to grate area (145) 4.20 CONSTANTS FOR DYNAMOMETER HORSE POWER. {Pozvcr dczrlofed at one R. P. M. zvlicn pull is one pound.) 0006367 and .0006336 CONSTANTS I'OR INDICATED HORSE POWER. {Pozvcr developed at one R. P. M. and one pound M. B. P.) High pressure, cylinder, right, head end 02168 “ “ “ crank “ 02106 “ “ ‘‘ left head “ 02231 “ '' “ crank “ 02168 crank “ crank “ piston DlSPLACKMIvNT, CUIilC 1 88 pressure cylinder, ri^ht head end • • • 4.97 T89 a a crank ii . • . 4-83 TOO a a “ left, head ii ... 5.11 ,91 (( a ii ii crank ii . . . 4.97 T 02 IvOW “ “ rin^ht. head 193 ii ii ii H crank ii T94 (( ii “ left, head ii 195 i< iC ii ii crank ii 54 SUMMARY OF AVERAGE RESULTS— LOCOMOTIVE No. 5266. PENNSYLVANIA RAILROAD COMPANY. Test Number Laboratory- Designation Hours Duration of Test Speed Position of Levers Coal Loss Due to Steam Loss, Pounds Per Hour Revolutions Equivalent Reverse Notches from Front End Throttle Total Average Per Minute Speed in Miles Per Hour Piston Speed in Feet Per Minute 196 197 198 1 1 199 1 1 1 200 1 201 202 203 204 901 80-15-F 3.00 14400 80.00 1 19.10 346 . 2 ' 15.5 Full 51.15 902 80-20-F 3.00 14400 80.00 19.10 346.2 15.0 “ 64.40 904 80-25-F 3.00 14398 79.99 19.09 346.2 14.0 46.08 906 80-30-F 3.00 14401 80.00 19.01 346.2 13.0 66.58 908 120-20-F 3.00 21600 120.00 28.65 519.2 15.0 (€ 47.78 910 120-25^F 3.00 21600 120.00 28.65 519.2 14.0 56.80 912 120-30-F 2.50 18000 120.00 28.65 519.2 14.0 H 111.90 913 160-15-F 3.00 28800 160.00 38.20 632.4 15.5 it 70.52 914 160-20-F 3.00 28800 160.00 38.20 692.4 15.0 it 120.00 916 160-25-F 2.50 24000 160.00 38.20 692.4 14.0 it 104.00 917 160-27-F 3.00 28800 160.00 38.20 692.4 13.5 if 72.42 918 160-30-F 1.00 9600 160.00 38.20 692.4 13.0 a 66.06 920 200-20-F 2.50 30000 200.00 47.75 865.6 15.0 79.43 922 200-25-F 1.20 14400 200.00 47.75 865.6 14.0 a 138.20 923 240-15-F 1.50 21600 240.00 57.30 1038.8 15.5 ft 71.48 924 240-20-F 1.00 14400 240.00 57.30 1038.8 15.0 2.37 927 280-15-F 1.00 16800 280.00 66.85 1211.8 15.5 tt 94.91 929 ^ 90-1 76.08 15.5 ft Test Number | Temperature, Degrees Fahrenheit, of Steam Lost froni Boiler, Lbs. Per Hr. Laboratory Designation Smoke Box Laboratory Steam in 1 Branch Pipe 1 Feed Water Fire Box By Pj'rometer By Thermometer By Pyrometer Wet Bulb Dry Bulb 1 1 1 1 206 207 208 209 210 1 ( 211 212 1 213 ' 1 1 1 1 214 1 215 216 901 80-15-F I I 502 ' 61.0 ' 1 54.0 386.8 ' 1 48.0 1 1774 1 1 1 1 1 446 902 80-20-F 579 64.0 54.5 386.5 46.4 1918 530 904 80-25-F 618 65.0 58.3 388.8 48.0 1803 388 906 80-30-F 630 59.0 48.0 387.5 40.0 1915 506 908 120-20-F 644 69.3 62.8 390.8 48.5 1859 388 910 120-25-F 672 61.8 52.3 398.6 47.6 1965 388 912 120-30-F 665 64.0 57.0 399.1 42.2 2077 770 913 160-15-F 633 60.0 53.5 395.2 45.2 2078 537 914 160-20-F 654 55.5 45.5 398.6 43.7 1952 874 916 160-25-F 681 46.5 42.0 404.2 42.2 1935 645 917 160-27-F 719 60.0 53.5 417.2 46.8 2058 428 918 160-30-F 740 61.5 50.0 418.4 50.1 2143 360 920 200-i20-F 679 53.0 49.0 403.6 42.6 2076 556 922 200-25-F 694 54.0 48.0 408.7 41.8 2180 832 923 240-15-F 693 60.5 52.0 400.9 40.8 2025 381 924 240-20-F 675 61.0 51.0 401.8 40.5 2266 11 927 280-15-F 715 51.5 45.0 398.8 41.0 2165 541 Q' 9 Q Q9n 1 TT *7 oZU-iD-r 55 SUMMARY OF AVERAGE RESULTS— LOCOMOTIVE No. 5266. PENNSYLVANIA RAILROAD COMPANY. Test Number | i ! Laboratory Designation Presisure, Lbs. Per Sq. , In. , Draift, Inches of Water Injectors In Boiler In Branch Pipe Air in Lab- oratory ! Barometric In Smoke Boi o E In Ash Pan Iljns. in Action (D - 2 > 'Maximum Minimum Front of Diaphragm Back of Diaphragm Total, Right Total, Left 217 218 219 220 221 222 223 224 226 226 227 901 80-15-F l 1 201.3 205.0 196.0 1 198.3 1 14.06 1 2.0 1.8 0.6 0.2 2.9 0 902 80-20-F 200.1 206.0 196.0 197.3 14.16 2.1 1.9 0.8 0.1 2.9 0 904 80-25-F 198.5 201.5 196.0 192.8 14.19 3.3 3.1 1.4 0.7 3.0 0 906 80-30-F 202.6 211.0 195.0 199.8 14.15 3.4 2.9 0.7 0.3 3.0 0 908 120-20-F 201.0 203.0 197.0 197.7 14.06 3.9 3.4 1.7 0.7 3.0 0 910 120-25-F 200.5 203.5 197.0 197.5 14.12 5.1 4.5 2.3 1.0 3.0 0 912 120-30-F 202.7 206.5 191.0 197.8 14.10 4.9 4.2 1.4 0.3 2.49 0 913 1160-15-F 198.0 204.0 173.0 195.0 14.24 3.1 2.8 0.9 0.2 2.81 0 914 160-20-F 202.9 206.0 200.0 198.2 14.30 3.7 3.2 1.2 0.2 3.00 0 916 160^25-F 200.0 205.0 197.0 195.0 14.37 5.2 4.4 1.5 0.3 2.50 0 917 160-27-F 188.4 204.5 171.0 185.6 14.15 7.7 6.2 2.1 0.3 3.0 0 918 160-30-F 186.1 195.5 176.0 181.8 14.11 8.9 8.0 3.0 1.3 1.0 0 920 200-20-F 202.0 205.0 199.0 197.4 14.12 5.0 4.2 1.3 0.2 2.5 0 922 200-25-F 202.1 205.5 197.0 197.1 14.30 6.0 5.1 1.6 0.3 1.2 0 923 240-15-F 196.4 205.0 181.0 194.2 13.97 5.6 4.7 1.3 0.2 1.5 0 924 240-20-F 197.5 203.0 191.0 195.1 14.04 5.4 4.6 1.4 0.3 1.0 0 927 280-15-F 194.4 207.0 182.0 191.7 14.03 5.6 4.9 1.5 0.2 1.0 0 929 320-15-F — — — — — — — Quality of Steam Coal. .Sparks and Ash, Pounds Test Numbe] o o r; 0) D, rH 0) Coal Fired Total cj c o bo In Dome s C ^ c d fi e Degrees o Superheat Branch Pi Factor o Correctic Dome 'O c s j Total Per Cent, of j Moisture j 0 'd os Combustible By Analysis » d 228 22'9 230 231 2321 233 234 235 2i36 237 901 80-15-F .9856 .9983 0 1 .9898 1 Bituminous 5134 2.72 4994 4723 271 902 80-20-F .9866 .9997 — . .9905 5872 1.20 5802 5392 409 904 80-25-F .9860 1.0022 4.00 .9901 6598 1.04 6530 6140 397 906 80-30-F .9845 .9994 0 .9891 8896 1.11 8797 8212 585 908 120-20-F .9860 1.0024 4.2 .9901 «« 7442 1.04 7365 6926 448 910 120-25-F .9860 1.0069 12.08 .9901 «< 10112 1.04 10000 9410 608 912 120-30-F .9851 1.0071 12.43 .9895 it 10107 1.35 9970 9335 634 913 160-15-F .9864 1.0055 9.6 .9904 a 8415 2.72 8186 7742 444 914 160-20-F .9854 1.0067 11.72 .9897 it 9247 2.72 8995 8508 487 916 120-25-F .9859 1.0106 18.57 .9901 it 10848 2.72 10552 9981 572 917 160-27-F .9860 1.0202 35.51 .9901 a 14557 1.04 14405 13547 876 918 160-30-F .9860 1.0218 38.38 .9901 a 5640 1.04 5581 5249 339 920 200-20-F .9856 1.0098 17.16 .9899 if 9494 2.72 9235 8735 500 922 200-25-F .9859 1.0127 22.23 .9901 if 6062 1.35 5980 5599 381 923 240-14-F .9850 1.0091 15.93 .9894 it 7706 1.11 7620 7113 507 924 240-20-F .9860 1.0093 16.29 .9901 6169 1.11 6101 5695 406 927 929 280-15-F 320-15-F .9854 1.0084 14.73 .9897 if if 5068 1.11 5012 4678 333 56 iSiBMMlAIRY OfF AVERAGE RESULTS— TjO'COMIOTIVE No. 52G6, PENNSYLVANIA RAILROAD COMPANY. Coal, Sparks and Ash, Lbs. Analysis of Coal a) .Q S :3 1 H sS o P Per Hour Per Cent. 2 g O *10 3s Cinders Collected in Smoke Box Sparks Discharged From Stack Cinders and Sparks Fixed Carbon Volatile Matter Moisture Sulphur; Determined i Separately 1 238 239 240 241 242 243 244 245 246 247 1 901 i 80-15-P 52 16 68 75.87 1 1 16.14 2.72 5.27 0.91 902 80-20-P 46 10 56 76.06 15.77 1.20 6.97 1.57 904 80-25-P 82 16 98 76.98 15.96 1.04 6.02 0.91 906 80-30-P 66 47 113 75.77 16.54 1.11 6.58 1.00 908 120-20-P 101 23 124 76.98 15.96 1.04 6.02 0.91 910 120-25-P 236 15 251 76.98 15.96 1.04 6.02 0.91 912 120-30-P 110 153 263 76.45 15.92 1.35 6.28 0.67 913 160-15-P 98 43 141 75.87 16.14 2.72 5.27 0.91 914 160-20-P 194 47 241 75.87 16.14 2.72 5.27 0.91 916 160-25-P 302 128 430 75.87 16.14 2.72 5.27 0.91 917 1 60-27-P 492 140 632 76.98 15.96 1.04 6.02 0.91 918 160-30-P 987 238 1225 76.98 15.96 1.04 6.02 0.91 920 200-20-P 204 85 289 75.87 16.14 2.72 5.27 0.91 922 200-25-F 316 208 524 76.45 15.92 1.35 6.28 0.67 923 240-1 5-F 508 84 592 75.77 16.54 1.11 6.58 1.00 924 240-20-F 514 95 609 75.77 16.54 1.11 6.58 1.00 927 929 280-1 5-P 320-15-P 584 58 642 75.77 16.54 1.11 6.58 1.00 Calorific Value Per Lb. of Fuel, B. T. U. Analysis of ' Simoke-Box Gaises > is p «« 'B o 1 P o E «H o c 0) bn - 0 X O Carbon Monoxide CO Carbon Dioxide CO 2 Nitrogen N o O 1 248 249 250 251 252 253 254 1 255 ! 1 256 1 1 257 258 1 901 80-15-F 15264 16138 11713 10868 9.26 i 0 10.46 80.26 902 80-20-P 15077 16221 10370 11784 8.40| 10.67 80.93 904 80-25-F 15167 16128 12491 11784 11.80 1 « 7.80 80.30 906 80 30-F 15020 16090 11291 10065 8.53' 1 ^ 9.67 81.80 908 120-20-P 15167 16128 10606 8484 8.70 1 « 10.50 80.80 910 120-25-F 15167 16128 11194 11017 5.40 1 ^ 13.60 80.90 912 120-30-P 15057 16079 11998 12057 6.86 11.33 81.80 913 160-15-F 15264 16138 12770 8910 6.86 0.13 112.20 80.80 914 160-20-F 15264 16138 11048 9860 10.30 0 9.06 80.60 916 160-25-F 15264 16138 9287 9042 9.73 .06 9.60 80.60 917 160-27-F 15167 16128 9701 11617 2.60 .06 14.40 82.40 918 160-30-F 15167 16128 11497 10899 4.70 .06 12.70 82.00 920 200-20-F 15264 16138 9471 11378 9.13 .06 10.33 80.46 922 200-25-F 15057 16079 11523 11198 6.60 1.20 10.20 82.00 923 240-15-P 15020 16090 10506 9799 5.20 1.60 11.00 82.20 924 240-20-F 15020 16090 12157 11977 6.40 0.20 11.00 82.40 927 929 280-15-F 320-15-F 15020 16090 11472 12197 5.60 2.00 10.60 81.80 57 kSLJMMARY of average results— locomotive No. 52GG. PENNSYL. VANIA RAIIJiOAU COINTI’ANY. Water, n Poundis Dyn'aim'ometer Test Xuimbe fel W Lost ^ 'g 2 "2 Dra\v-r>ar I’lill in I’ouikIs Laborat Designa Delivere to Injeotc From Boiler From Injectors c o 1 1 Total -g) Cj c! f-i », P ^ o 5 Average g 1 'x M Minimum 259 260 261 262 263 264 265 266 267 1 901 80-15-F 1 44020 0 1 1 0 1 1 0 44020 6427 6621 6111 902 80-20-F 4822G 0 0 0 48226 7653 7952 7395 904 80-25-F 5G041 0 505 505 55536 9810 10441 9603 906 80-80-F G7G08 0 0 0 67608 12475 13147 12036 908 120-20-F G0G85 0 279 279 60406 7280 7858 6716 910 1 20-25-F 70109 0 108 108 70001 9438 9638 9213 9112 120-80-F 69278 0 0 0 69278 11785 12320 10976 918 1G0-15-F 62596 0 0 0 62596 5578 5782 5169 914 1G0-20-F 66120 0 0 0 66120 6538 7300 6146 91G 160-25-F 66090 0 0 0 66090 8155 8510 7992 917 1G0-27-F 86070 0 60 60 86010 8757 9493 7525 918 1G0-80-F 30721 0 0 0 30721 9571 10149 9008 920 200-20-F 65283 0 0 0 65283 6199 6462 5960 922 200-25-F 36360 0 0 0 36360 7701 8022 7390 92:ir 240-15-F 41048 0 0 0 41048 4940 5204 4460 924 240-20-F 28670 0 0 0 28670 5908 6141 5436 927 929 2i80-15-F 3:20-15-F 28890 0 0 0 28890 4752 4424 5061 4360 Event® of iS't rake frourt Indicia tor Ciards U 0) O Cut-off, Per (Cent, 'of (Sdroke Release, Per Cent, of Stroke a p o X! High Pressure C'ylinder Low Pressure Cyl: inder II igli Pressure (,' ylinder RiightSide Left Side j RightSide ' Left Side ^ Ri| ght'Side Left Side H P rr- 03 « X p 'p .X c -P 'g 'p 4i: C p! TO "P P! r-- C c3 TO 'P p MW P M u ^ O ^ 1 £ w P M U ^ £ £ £ W £w 1 uW 1 1 268 269 270 1 271 272) 273 274 275 276 27 7 27 8 27 9 9011 80-15-F 15.4 17.4 15.5 ! 14.7 1 54. .9 52, .5 56, .1 50, .3 902| 80-20-F 17.2 20.3 17.2 16.7 58, .1 56, .0 59, .3 53, .2 904 80-25-F 24.3 24.6 23.4 22.6 62 .8 61, .4 65, .9 60, .1 906 1 80-30-F 29.8 29.5 30.5 28.9 70 .4 65, .3 74, .5 64, .7 9 081 120-20-F 19.1 20.4 18.4 17.4 60, .5 56, ,5 60, .0 53, .7 910 120-25-F 26.4 26.0 24.1 23.0 65, .3 61, .8 65, .5 58, .7 9121120-30-F 31.2 34.3 31.0 30.2 1 68, .7 65, .5 69, .4 64, .1 913 160-15-F 15.9 18.9 16.8 15.2 54 .4 52, .3 55, .1 48, .8 914|160J20-F 18.9 21.3 20.9 19.7 58, .5 56. ,2 63, .0 53, ,9 916|160-25-F 23.0 26.9 24.9 24.6 61, .3 59, .9 64, .5 58, .6 917 160-27-F 29.9 27.9 26.8 26.0 67, .7 64, .7 68, .5 63. .1 916 160-30-F 33.4 33.6 29.7 29.4 70, .1 67, ,9 69, .2 65 . .0 920 200-20-F 19.3 19.0 20.2 19.3 59, .7 57, ,3 57, .5 55. ,4 922 200-2;5-F 24.6 27.0 25.3 25.2 64 .9 64, .1 66, .4 61. .8 923 240-15-F 18.5 20.1 19.4 17.8 58, .9 54, o 58, .0 52, .7 924 240-20-F 21.9 24.0 20.7 19.7 59, .9 58 , .0 60, .4 53, .1 927 280-15-F 19.2 22.1 18.6 19.7 57 .1 54, .1 58, .1 53. .7 929 320-15-F 22.0 21.7 20.3 21.7 59 .5 52, .7 62, .0 54, .1 58 SUMMARY OF AVERAGE RESULTS— LOCOMOTIVE No. 5266. PENNSYLVANIA RAILROAD COMPANY. Events of Stroke from Indicator Cardls 1 Head End Crank End Head End Crank End ss hU -r- L, H U ^ s « Crank End j 1 CfJ 355 356 357 358 359 360 1 1 361 362 ^ 1 363 1 1 1 364 1 901 1 1 80-15-F 1 1 2.41 2.19 2.46 2.34 902 80-25-F 2.37 2.10 2.42 2.28 904 80-25-F 2.04 2.00 2.19 2.09 906 80-30-F 1.96 1.86 2.03 1.88 908 120-20-F 2.30 2.11 2.35 2.24 910 120-25-F 1.99 1.94 2.13 2.02 912 120-30-F 1.85 1.67 1.88 1.81 913 160-15-F 2.34 2.08 2.24 2.24 914 160-20-F 2.25 2.05 2.26 2.08 916 160-25-F 2.07 1.85 2.06 1.93 917 160-27-F 1.89 1.92 2.06 1.98 918 160-30-P 1.79 1.75 1.93 1.86 920 200-20-1' 2.26 2.23 2.14 2.15 922 200-25-F 2.08 1.95 2.09 1.99 923 240-15-F 2.29 2.06 2.21 2.18 924 240-20-F 2.10 1.94 2.20 2.06 927 280-15-F 2.19 1.94 2.27 2.08 929 320-15-F — ^ — 62 SUMMARY OP AVERAGE RESULTS— LOCOMOTIVE No. 5266. PENNSYLVANIA RAILROAD COMPANY. i Test Number 1 i Laboratory Desi^ation Engines. Indicated Horse Power Division of Power Higfh Pressure Cylinder Low Pressure Cylinder High 1 Pressure Cylinder Low Pressure Cylinder Right Side Left Side Right Side Left Side Head End Crank End Head End c -e Q W Head End Crank End Head End Crank End Right Side Left Side 2 ^ ' Left Side 365 366 367 368 369 370 371 372 373 374 375 376 901 80-15-F 96.6 113.7 105.7 103.8 210.3 209.5 902 80-20-F 114.1 125.8 122.1 115.2 239.9 237.3 904 80-25-F 150.7 145.4 145.4 144.1 296.1 289.5 906 80-30-F 179.5 177.1 187.7 183.6 356.6 371.3 908 120-20-F 176.0 174.1 169.2 168.3 350.1 337.5 910 120-25-P 213.0 213.0 215.2 209.9 426.0 425.1 912 120-30-F 235.7 264.8 256.4 258.5 500.5 514.9 913 160-15-P 172.3 207.6 191.0 177.9 379.9 368.9 914 160-20-F 185.1 231.1 212.2 198.4 416.2 410.6 916 160-25-P 228.8 273.1 257.6 252.1 501.9 509.7 917 160-27-F 271.6 254.9 264.6 263.9 526.5 528.5 918 160-30-F 281.2 289.6 279.9 282.6 570.8 562.6 920 200-20-F 237.4 270.7 262.5 248.0 508.1 510.5 922 200-25-F 287.6 325.7 316.4 294.0 613.3 610.4 923 240-15-P 239.5 290.8 283.6 271.5 530.3 555.1 924 240-20-P 258.5 311.8 301.5 292.7 570.3 594.2 927 280-15-F 277.5 316.5 299.5 284.9 594.0 584.4 929 320-15-P 300.7 334.6 319.6 326.4 635.3 646.0 Enigines [ Locomotive o t o Division of Power 1 Consumed Per I. H. P., Dynamometer Horse Power Pounds Per D. H. P . cu o ■;:! 5 Total Total I. H. P. Per Hour Per ; Hour B. T. U. 1 Per D. H. : j Per Hour m CO o a 3 CL cc < CO < a coal POUNDS CC 1 - - I ^oile r ] ^rcssur 7- Ui ^ -60000 -55000- ev[ o.i iitioi /i — c ^ , / n 'J ' -5000C 1 n 1 9000 - 8000 - 7000 - 1) 1 )ai \ 111 ul 1— r 1 j .45000 r r N - u ■ 40000" 1 y 6000 • “30000 0*^ 5000 " 4000 3000 2000 - 1000 - 0 -25000- -20000" 1 5000 / - -1 0000 1 I?' 0 1 1 8.45 A.M. 10 20 30 40 50 1 10 20 10 20 30 40 50 LENGTH OF TEST, MINUTES AND HOURS. graphical log of LOCOMOTIVE TEST LOCOMOTIVE TEST NO. 913 Type 4-4-2 R.P.M. CUT-OFF THROTTLE class E 2 A 160 15 F. NUMBER 5266 subject: LOCOMOTIVE TEST WITH SCALP LEVEL COAL ALTOONA, PA. 1-3-07 210. 200. 19a -165- 1 fin _J o - < z QC Hi -to 1 1 — I - ’rl 1 [ . Cl o c UJ 0. -soooo 1 iler-I 1 _| ;sJ nr 1 1 1 ( "1 r < 1 !V( iluti( 4 1 BOILER PRESSURE, LBS. PER SO. IN, 1 revolutions per minute ^ i DRAWBAR PULL POUNDS o o O 3 oo _ a . -50000 .45000 - - — _c I Xi 3a; 'ul IL . 8000 . 7000 • 6000 - 5000 - 4000 - 3000 - 2000 - 1000 - 0 .40000 . ~ 1 r ■ ~ d 1 1 P Ul r 1 25000. IL'" \ yf p c 15000 - ■10000 - - 5000- 0 r > O' T - L C IO 20 30 40 50 1 10 20 30 40 50 2 10 20 30 40 50 ; i •.If, LENGTH OF TEST, MINUTES AND HOURS, GD GRAPHICAL LOG OF LOCOMOTIVE TEST LOCOMOTIVE TYPE 4-4-2 CLASS E 2 A NUMBER 5266 subject: locomotive test with scalp level coal TEST NO. 914 R.P.M. CUT-OFF THROTTLE 160 20 F ALTOONA PA. 12-18-’06 BOILER pressure, lbs. PER so. IN. § § F 165 160 155 lij 1- D i UJ z O K O > UJ GC DRAWBAR PULL POUNDS o o o o ,V Ij ;ir R jII 1 < 1 j - 4 -5' 20000 15000 ^o‘ y ^0' i ,r' U 2^ 1 rf ■ 5000 - _L. 0 JO 20 30 40 50 1 10 20 30 40 50 2 10 20 30 40 50 3 LENGTH OF TEST, MINUTES AND HOURS GRAPHICAL LOG OF LOCOMOTIVE TEST LOCOMOTIVE TEST NO. 916 TYPE 4-4-2 R.P.M. CUT-OFF THROTTLE CLASS E 2 A 160 25 F number 5266 subject: locomotive test with scalp level COAL altoona PA. 12-19-’06 BOILER pressure. LBS. PER SQ. IN. o g 5 1 REVOLUTIONS PER MINUTE S g S | DRAWBAR PULL POUNDS § § o o CD ^1 o o 0. 12000 11000 10000 9000 8000 7000 6000- 5000- 4000 3000- 2000 1000 cr ^ o 1 1 1 1 ! i 1 ! 1 ^ O- s ^ 60000 55000 50000 -45000 40000 35000 ! 1 B ail er -R ■es ;su Tt s y -- le\ [ol ut ioi .V / 1 TT / 1 r )ri iw. ba r-J liUj ii / -> 1 y 1 / / / 25000 20000 15000 10000- ■ 5000- a; («? d y / .y / / 1 w- I Ll 0 10 20 30 40 50 1 10 20 30 40 50 2 10 20 30 40 50 3 LENGTH OF TEST, MINUTES AND HOURS 70 GRAPHICAL LOG OF LOCOMOTIVE TEST LOCOMOTIVE TYPE 4-4-2 CLASS E 2 A NUMBER 5266 subject: locomotive test V'ITH scalp level coal TEST NO. 917 R.P.M. CUT-OFF THROTTLE 160 27 F ALTOONA PA. NOV.-28-’06 BOILER PRESSURE. LBS. PER so. IN. § § g S REVOLUTIONS PER MINUTE S § S DHAWBAR PULL POUNDS | g o o (0 - J Q n < z O 3 - o o J Q. - 12000 • 11000 - 10000 ■ 9000 8000 7000 6000- 5000 4000 3000 2000 100C- cc n I n 1 1 1 1 ! 1 1 1 / - V=>' 1 1 7 1 lij ° ’ • 60000 • 55000; oil er r-: es ;$u re ri y"^ D n -J y r1 b 1 Ti n □ 7 1 > 1 J . 1 I X J \tyui ns 1 1 1 1 1 1 ' 1 M i 1 M 1 / V' p \ n 1 - 50000 - 45000 - 40000- - 3500C L„ A pr av I 'b: iPl 11 N 7 1 [ ' P 1 1 D "1 I n / 7“ 1 1 y I / / '7 1 f T' 1 / 1 7 * 1 I , ir 7 ■ 30000 • 25000 - 20000 • 15000 ■ 10000 - 5000" r 7 ! 1/ / 7^ / /I J 7^ T 7 r 7 1 1 1 0 TO 20 30 40 50 1 10 20 30 40 50 2 10 20 30 40 50 3 LEiSGTH OF TEST, .MINUTES AND HOURS GRAPHICAL LOG OF LOCOMOTIVE TEST LOCOMOTIVE TEST NO. 918 TYPE 4-4-2 R.P.M. CUT-OFF THROTTLE CLASS E 2a 160 30 F NUMBER 5266 subject; LOCOMOTIVE TEST V^ITH SCALP LEVEL COAL ALTOONA, PA. 1l-26-’06 BOILER PRESSURE, LBS, PER SQ. IN. S S § § o REVOLUTIONS PER MINUTE 31 S S yi q cn DRAWBAR PULL, POUNDS | S O Q . . . . 1 COAL POUNDS CC - 1- CO- 1 1 1 i 1 1 1 i 1 1 1 1 1 1 “rrr 1 1 i I 1 1 1 1 j 1 1 1 -o UJ li- - 7 Boile r] L-SS ur e I 1 L.. 1 f' N M 1 1 I ! i 1 ! r 1 1 1 1 1 1 1 1 1 1 1 1^ 1 r' I 1 1 1 1 1 - te’ rrkiiif i/^rio 1 1 1 1 i ! 1 Ml L 1 1 1 1 ] Dri ttW' ba r Pu'll 1 1 1 1 1 1 1 S 1 1 1 T \ i 1 1 1 1 1 1 1 1 1 1 X i) 6000 5000 4000 3000' 2000 1000- o ■ 30000’ - 25000 r 20000 ■ 15000 ^10000 - 5000 • i 7 jj 3 7 r-' P / J i A 7 b f i 7 1 U LJ_J L_ 1 _j L_ u 10 20 30 40 50 1 10 20 30 40 50 2 10 20 30 40 50 3 LENGTH OF TEST. MINUTES AND HOURS n GRAPHICAL LOG OF LOCOMOTIVE TEST LOCOMOTIVE TYPE 4-4-2 CLASS E 2a NUMBER 5266 SUBJECT; LOCOMOTIVE TEST WITH SCALP LEVEL COAL TEST NO 920 R.P.M. CUT-OFF THROTTLE 200 20 F ALTOONA, PA, 12-20-’06 GRAPHICAL LOG OF LOCOMOTIVE TEST LOCOMOTIVE TYPE 4-4-2 CLASS E 2a NUMBER 5263 subject; locomotive test with scalp level COAL. TEST NO- 922 R P.M. cut-off throttle 200 25 F ALTOONA, PA. 12-l2-’06 BOILER PRESSURE LBS. PER SQ.IN, So- o o o -205- 200- 195- D S CE a. / J \ } 1 [-■ / 1 1 1 □ iteYolotioiis - - I 1“ TT I ” 1 L_ J > L Dn IVV bn r 1 'nil ..wp r' u u - 1 i 5000" 25000 z 1 L“ 4000' 3000- 2000' 1000' 20000 wV’y .25-F 917 10O.27-F 924 240-2ttF 909 80.90.K 912 19-F 918 100-30-F 927 280.15-F !3 904 oO-25-E 913 100-l.VF 920 JiJO-20-P “'1 900 80-30.E 914 100-20-F \y22 ■JOO-25-F 908 120-90-F 910 1G0.25-F 240-15.F 1 A [ OR Y S TE AIV 1 U SE D ^EF 1 H OL )R, PC )UI S \ 50 00 1 IOC 00 15000 200 lOO 250 '00 30 )00 1 A— iL ; 4 1 J 6 1 ’ 1 ? ( ) It Lil 2 □2 DRY STEAM PER SQ. FT. OF HEATING SURFACE PER HOUR PLOT No. 902. DRAFT, FRONT OF DIAPHRAGM, INCHES 76 DRY COAL FIRED PER HOUR POUNDS PLOT No. 903. EFFICIENCY OF BOILER PER CENT 77 r 1 ! r r ! 1 1 1 i 1 L 1 r -7C s f”” 1 901 i i" 1 1 <)()1 i I 1 1 (.91 8 r 1 1 ’ 1 -60 N N C'. oot i’ 91 3o Sr- L I 1 ! 14^ ) ^ .92 ) 1 91 0 ^ N 9U - - r'i 1 1 1 i ^ ci r s -jL 1 iic 1 r 1 R 1 i'’~i oo« i:i r: 921: V4 n 1 -40 > 1 - - 9 -30 1 TEST NO. LAD.DES. TEST NO. I.AB.DES. TEST NO- I.AB.DES. TEST NO. LAB.DES. 901 80-15-F 910 120-25-F 917 100-27-F 924 240-20 F -20 1 002 80-20-F 912 120-30-F 918 100-30-F 927 2S0-15-F 904 80-25-F 913 100-15-F 920 200-20- F 9U0 80-30-F 914 l(>0-20-F 922 200-25- F 908 120-20-F 91G 1 00-25- F 923 240U5-F - -i-c - - 10 00 20 DO 30 00 40| po [50 00 60 00 DRY COAL FIRED PER HOUR, POUNDS PLOT No. 904. ( TEMPERATURE OF FIRE-BOX, DEGREES F 78 DRY COAL FIRED PER HOUR, POUNDS PLOT No. 905. TEMPERATURE OF SMOKE-BOX, DEGREES. F. 79 DRY COAL FIRED PER HOUR, POUNDS PLOT No. 906. CARBON MONOXIDE, PER CENT 80 DRY COAL FIRED PER HOUR, POUNDS PLOT No. 907. DRAFT. FRONT OF DIAPHRaGM. INCHES 81 DRY STEAM USED PER HOUR, POUNDS PLOT No. 908. EFFICIENCY OF BOILER, PER CENT 82 7-0 01( 1 ^ 0 904 J\j> 50 V t)16 0 1 \ W. 91' ■ 0 C 127 92 0 i\ 40 923 1 - - — — 92 A < 3-0 20 TEST NO. LAB. DES. TEST NO. L.4B. DES. TEST NO. LAB. DES. TEST NO. LAE. DES. yo\ dD-lo-f’ 910 120-25-1!' 91T 160-27-f 924 240-20-? JO-J BO-SO-t' 912 120-3y-E 91 S 1G0-30-E 927 280-15-? — U04 8U-25-r' 913 160-15- (' 920 200-20-? yoo 80-3y-E 914 lGO-20-f 922 200-25-? 12y.:^0.E 916 160-25-E 923 240-15-F l-Q- 5C )0 lol 30 I 5 I 30 20 00 25 00 TEMPERATURE OF FIRE-BOX, DEGREES F. PLOT No. 910. EFFICIENCY OF BOILER, PER CENT 84 00 )02 o 904 1 o 908 90C 50- )13 s 91^ O N \ 920 1 9 ,2'* ^910 50' o9; 16 22< 92T — 9 O' o9 17 18 0-9/ 40’ o 924 TEST NO, LAB. BES. TEST NO. LAB. DES. T.EST NO. LAB. DES. TEST NO. LAB. DES. 901 80-15-F 910 120-25-E 917 l''.0-27-E 924 240.20.E 902 80-20-F 912 120-30-E 918 ioo.;io-E 927 2H0.15-E - — 904 80-25-E 913 160-15-E 920 200-20- r' 900 80-30-E 914 1G0-20.E yi*2 200-2j-r’ 908 120.20-E ■916 1C0.2O.E 923 240-15-E -LA rU 5 i ( J E i c 1 0 _J DRAFT, FRONT OF DIAPHRAGM, INCHES PLOT No. 911, INDICATED HORSE POWER 85 * MILES PER HOUR PLOT No. 920. 8G 24 c c D o 9 18 c 392 i 0 9 17 O! 127 A 90 iGo 903 o9 .6 ( 192 1 *T 1 ° 901 91( )Oi 113 90 40 113 .4 ^92 ) »oa J TEST NO. LAB. DES. TEST NO. LAB. DES. TEST'NO LAB. DES . TESTNO, . LAB. DES. 901 80.16- E 910 120-2a-F 917 160-27-F 924 240-20-F i — 902 80-20-F 912 120-30-F 918 1C0-30-F 927 280-15-F 904 80-25-F 913 160-15-F 920 200-20-F 906 80-30-F 914 160-20-F 922 200.25-P 0 908 120-20-F 916 160-25-F 923 240.15.F -L 1 JJ 3 2 Lj 3 p 4j p 5| |0 -2 P 7 LJ U u L MILES PER HOU/l PLOT No. 921 DRY STEAM POUNDS ?FR INDICATED HORSE POWER HOUR 8 *^ MILES PER HOUR PLOT No. 922. E.T.U. PEH INDICATED HORSE POWER HOUR 88 MJLE.SPEB HOUR PLOT No. 923. DRY COAL POUNDS PER INDICATED HORSE POWER HOUR 89 — 924 Q_ e o 918 o 923 3 9: T o« 27 A O' ^2 OC cr9 .6 o ; 22 901 u c 5911 [) 09 12 9C •lo C 91i oS. U n9 30 u 908 — — TEST NO. LAB. DES. TEST NO. LAB. BES. TEST NO. LAB. DES TESTNO. LAB. DES. 901 80.15-f 910 120-26-F 917 T60.27-F 024 240-20-F 902 SO-2J-F 912 120-30-F 918 100-30-F 927 280-15-F 90 •! 80-2, )-F 913 10C-15-F 920 200-20-F -2 90G S0-:i0-F 914 1G0-2O-F 922 200-25- F 908 120-20-F 910 100-20- F 923 240-15-F -1—: 1^ 2^ )0 4C )0 6( )0 8( )0 10( DO 30 J DO indicated horse power PLOT No. 924, DRY STEAM, POUNDS PER INDICATED HORSE POWER HOUR <)() 3-5 O 90 02 o 904 - - L) 1 )06' -- o 903 5 91 3 f ^91 0 912 o ^ li j O 918 25 Of 14 p91 6 92'^ 923 o9; 24 % 0 322 - 0 r\ — 1 TEST NO. LAB. DES. TEST NO. • 1AB..I5ES. ' TEST NO. LAB. DES. TEST NO. LAB. DES. 901 80-15-I- 910 120-25-F 917 1C0-27-F 924 240-20- F 1-5- 902 80-20-F 912 120-30-F 918 1G0-30-F 927 280-15-F 904 80-25-F 913 160-15.F 920 200-20-F 906 80-80-F 914 100-20.F 922 200-25-F 908 120-20-F 916 1 160-.25F 923 240-1&-F -10 — c J 2( )0 u L_ 6( io 8C fO 1 1 1 i loj 30 12 00 h; 00 INDICATED HORSE POWER PLOT No. 925. B.T.U. PER INDICATED HORSE POWER HOUR 91 — c C ..I 1 M 1 1 ! 1 1 1 1 I ^ J i 1 1 ! 80 ooc ^4 r) 91h 1 ° ooc n 92: 591 7 ..9 6 O p37 6o!oO( 1 1 ■% 02 n " »0G oi 22 J 1 ?91i 0 O <) 12 ! C O 91;, --oJ 1 091 2Q 1 -5oio( 1 o 908 ) 1 4000( } 1 □ 30 001 \ TEST NO. LAB. DES. TESTNO. LAB. DES TE? r NO. LAI). DES TEST NO. LAB. DES. J 901 80.15-F 910 120-2.VF 91T 100-27-E 924 240.20-F 90 li ,a0'20-F 912 120-.iO-F 9ltt 1 00-30- F 927 280-15-F 904 80--2.V.F 918 lC0-l!j-F 920 200.20-F 9015 80-30-F 914 1 00-20- F 922 20IV25-F 20 00( 1 908 120-2U-F. 910 10O-20-F 923 240-15-F J '1 — - - - '10 ooc ) — i 2( io 4C 10 1 ec 0 8C )0 ! loloo 12] 00 i± 00 J L -INDICATED HORSE POWER PLOT No. 926. AVERAGE M.E.P. 92 CUT-OFF PERCENT OF STROKE PLOT No. 927. PERCENT OF M.E.P. TO BOILER PRESSURE 93 CUT-OFF PERCENT OF STROKE PLOT No. 928. DRAWBAR PULL POUNDS, 94 MILES PER HOUR PLOT No. 940. DYNAMOMETER HORSE FOV/ER 05 MILES PER HOUR PLOT No. 941 DRY COAL, POUNDS PER DYNAMOMETER HORSE POWER HOUR 96 — — 9; 24° O 927 0 f )18 c 923 1 0 i !5i c 901 O 916 3 9‘ 12 D O' 90a 1 1 „ 1 o 906 1 n ( iin pi 3 95 10 i -915 Loons os 114 o 904 TESTTNO. LAB. DES. TEST NO. LAB. DES. TEST NO. LAB DES. TEST NO. LAB. DES. _2 POl 80-15-K 910 120-25-F 917 1C0-2V-F i 924 240-20.F 902 80-20- f 912 120-30-F 918 1C0-30.F i 927 280-15-F 904 1 80-25 F 913 100-15-F 920 200-20-F 1 906 80-J0-F 914 1 60-20- F 922 200-25-F 908 120-29- F 916 100-25-F 923 240-15-F 2 1 ii P 2 0 0 4 0 1 5 0 1 e 0 1 0 MILES PER HOUR PLOT No. 942. 97 MILES PER HOUR PLOT No. 943. B.T.U. PER DYNAMOMETER HORSE POWER HOUR 98 r” J TEST NO. L.V3. OES TEST NO. lad. :i>es TEST NO. XaC. des . TEST-NO. L.tB. XTES. 901 S0-15-F 910 120-2iS-r 917 1CO-27-F 924 240-20-F 912 80-20-r 912 120-30- F 913 160-30-F 927 280-15-F CO'4 80-25-F 918 160-T5-F 920 200-20-F 90TG SO-30-F 914 T60-20-F 922 200-25-F 908 120-20-f 910 160-25-? 923 240-15-F 1 101 300 1 A — ( 24c U 1 ! i 1 -9000 0 o9 ( 23( 3 0 )27 -8000 1 0— ooh U 2 2 boi •JOi 006 oO'i 0916 i -7-000 ! 10 0913 c )92( 3 0 — ' o 0 m !0E 08 09 14 -6000 1 _ -50 ool 1 i -AOOO'O- 1 1 -3C 1 ! )00 t lo 1 -2000 A 0 — 1 -Jooi 1 0 2 n r 1[ 0 0 J L 3 0 4 0 5 0 6 L 7 2- MILES PER HOUR PLOT No. 944. DRy COAL, POUNDS PER DYNAMOMETER HORSE PO^ER HOUR 99 - - ■’92 14 - - — — ( p92 0! )23 o‘ )18 — L' 917 O 901 91 o 9?? o <)02 13 1 ■0*3 qQi _0-( 1( 0 92( Q1 o I /i )■ ( )9i: 4 908 - TEST NO LAB. DES. TEST NO. CAB. DES. i TEST NO ! LAB. DES. TEST NO. LJ VB. : 40-2( DES. 901 S0I5-F 910 1 20-25- F 917 1 1CO-22-F 9^4 2 >F ■3- 902 80-20-F 912 120-30-F 918 1 1C0-30-F 927 280-15-F 904 80-25-F 913 160-15-F 920 1 200-20- F 906 80-.10-F 914 100-20-F 922 1 202 9! 20 -20 Q c 92: 3 91.3 1 -O-i; 1 . 116- 1 914 n9 ‘o'! 17 UT ■1-5. 0 *)1( ,.0-| jOS' O I ^12 10( V ) 90 63' 901 902 ri o 1 1 1 TEST NO. LAB. DES. TEST NO. LAB. DES. TEST NO LAB. DES. TEST NO . LAB. DES. -5 — 901 80-15-F 910 120- 25- F 917 1CO-27-F 924 240-20-F 0- 902 80-20- K 912 120-30-f 918 1C0-30-F 927 280-15-F 901 80-25- F 913 10'9-15-F 920 200- 20- F — 90C 80-jO-F 914 160-20-F 922 200-25-F 90S 1 20-20- F 916 160-25-F 923 240-15.F 1 1 1 11 0 2 0 30 4 0 5.0 60 7 0 MILES PER HOUR PLOT No. 948. EFFICIENCY OF LOCOMOTIVE MACHINE EFFICIENCY 103 MILES PER HOUR PLOT No. 949. 104 NOSING DIAGRAMS. 105 NOSING DIAGRAMS. lOG WIRE DIAGRAMS, COUNTERBALANCE TESTS. 107 • tr-T C'T't-iMOK.p?. v_eF-x TeST No. 901 QO-IB-F 13.1 MH_I.3 PEW -rcLs-r E>jo So- 2 . GO--ZO-F- • 3.1 Mil-e .3 RtG^HT CVLINOC.R RlGiKT CVUIt>40tF» CRANK CNO HEAD INO »_E.1=T CrutNDELR i_E.F-r CVUINDCR CRAKK e.lKD HEAD e^NO TCST SO-^S-P" t 9 .l |v\»l_C.‘ 3 . PER HOAJR TesT No. 90€> e.0-30-F 19.1 MtEES F»E.R ROWR TYPICAL INDICATOR DIAGRAMS. 108 UCrT OnruiNDER p >%00 >i«o t-ar-T G^uiNoaiR TEST No.eoa I20-20-R 2a.GS MlL.tS F»t« MOwf=\ TEST No. 910 l-Z-O-ZS-r ‘•z&.e>5 MILES Per howr TEST No.91'2. l-ZO-SO-E 23.e.s MILES PER HOUR Test No. 9 i-i i&o-is-p- 3a. 2. Mll_ES f=ER MOOPt TYPICAL INDICATOR DIAGRAMS. 109 TE.&-r tMo. 9('4- l€>0-'20-J=- TE-^T iSo. 91S l€> 0 -' 2 .E>-F- 3©.'2. MOv./(=^ »“EI=t MOv_»v=l TE.E.T Mo. 3l"7 IG.O--E7-F". ^©.2 |V|II_E'& F»E.F^ TEST* No.91© IS0-30-l=’ 3B.^ M\UES PER HO'w-'Pl.. TYPICAL NDICATOR DIAGRAMS, 110 TEST No. 320. 200-20-F: ^"7.7C Mii_e.e> r»c.i=t Test No. SZ.'Z. -^7.7S Mtufb ^iOCl-TLS-F- Tsst No. 32.3 ZAO-lIb-F 57.3 M1I_C.S F>EFl TEST No. 32A a-^o-eo-F: 57.3 MIL. es PER HOOFl, TYPICAL INDICATOR DIAGRAMS. Ill Test No. 327 2SO-15-F €>fe.65 PER HOWIR TelstNo. 923 7<&.04 MiuES TYPICAL INDICATOR DIAGRAMS. 320-15-F PER MOtJ fR 113 -DIST/VNCE.— lOOO F^EET I t — 1-< ■< < 1 > 1 t < > t I I I TIME -ONE SECOND > > 1 > < t t 1 i > < I > M ■ 4. t * i « M - TYPICAL DYNAMOMETER DIAGRAMS. 113 1. L o\STA^'^cEi - looo ?=-e.e:t- orMC scc-or^io — k — k — k. i -n -4 1 ^ OISTANC-E - IOOOF-E.E.T Jl tk IV — i JU-_J\ IV TIME -ONE SECONO jy .> ft ft— ft. -A ft. JL WVAAAAA/WWW^AAAAAAAAAAA/\AAAAA/'o^A;^AAAA/WWV/vAAAAAAAMA^ Of=»A.WBAR PV-IL-L. LINIEI TEST No. 92-4- LAB. DESIGi. a^O-SO-F" TYPICAL DYNAMOMETER DIAGRAMS. 114 j f, (1 ru DlS'TAvrHCe. - lOOO »l L IME.- OfJE. -» « becoMo -A 1_ J 1 VV WA/\AAAAAAA/ VWW\^AAAA/W^AA/VVWWWVVWV^^AAA/VVW^W W J C:>F?A>We>A.F=« T=W\_\_ \_ltvlE. l-AB DE.^>. 200-'20-F=- Di S tance iooo p'SET- A. J .\, 1-^ TIME.- ONE. second 1 ^ A >l ^V\AA/VV■VVVWv^/\A.WWVV\^V\AAAAAAAAAAAA/WWWWV^,^AAA^WiAA 0(=«AVVBAP^ ^WUL_ OA^TVJM L_IN(C. TEST (No. 9-2.7 i_AB oesi<^. sao-is-F- TYPICAL DYNAMOMETER DIAGRAMS. 116 -Ol^TAisiCe — ^OOOrc.^T- --T»r^e - OfNC •,C,<,or40 h \ V- lAAA-^m^/V\AAA/W\AAAAAAA/\AAA/l^^^/\AAAAA/\AAAA/V^V\^\ ,rrm Pi FIG. 918— ELEVATION, SHOWING POSITIONS OF INSTRUMENTS, LOCOMOTIVE No. 5266. I [¥m — ^ ^ ^ ^ ^ — 1 I z & ^ i « FIG. 919— CROSS SECTIONS, LOCOMOTIVE No. 5266. FIG. 920— BOILER, LOCOMOTIVE No. FIG. 921— FRONT END ARRANGEMENT, LOCOMOTIVE No. 5266. ^ — * — — ^ if ■'*^. . ^ /„ j ■ . - '~- ^ cto V , i *7 — ^ J:! 5L(=~r. FIG. 922— GRATE AND ASH PAN, LOCOMOTIVE No. 5266. FIG. 923— VALVE GEAR, LOCOMOTIVE No. 5266. PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN No. 6 (REVISED). Formerly Bulletin No. 9. HOLLOW BRICK ARCH Copyright, 1912, by Pennsylvania Railroad Company 1912 LOCOMOTIVE TESTING PLANT. TESTS WITH HOLLOW BRICK ARCH. (Conclusions and recommendations on pages 6 and 7.) INTRODUCTION. 1. For the improvement of combustion in locomotive fireboxes many devices have been suggested, one supposed to have merit being the hollow arch. This arch, in addition to maintaining a uniform furnace temperature, by its mass of heated bricks, also admits air above the fire to unite with the combustible gases. Combustion of these gases is, in many cases, but partly completed on account of the limited supply of air that is drawn through the grates, and it has been thought that, if additional air, passing through a hollow arch and becoming heated, could be mixed with the gases, combustion would be completed with beneficial results in economy of coal and emission of smoke. The.se expectations in regard to air admission were not realized, however, and the hol- low arch did not show any marked advantages over an arch with- out air admission, but the advantages of the latter are brought out. Description of the Arch. 2. A detail of the arch and the method of its application are shown in Fig. 6. As will be seen, the arch was formed of fire-clay segments 8f inches wide, made in two pieces and fitted together at the center of the span. These segments were hollow, having air passages through them. The arch was supported by angle irons held by studs in the firebox sides. Air was admitted to the air passages by holes drilled in the dead grate castings at the front of the firebox. 3. The combined area of the six air passages through the arch was about 60 square inches, or only 0.75 per cent, of the grate area. The total area of the openings in the dead grate below was 140 square inches. (2) 3 Method of Making the Tests. 4. An arch of the hollow brick form arranged for air admission was applied to class “E2a” locomotive No. 5266, and with modi- fications, tried out in a number of tests, other tests being made on the same locomotive without an arch, all on the Locomotive Testing Plant, for the purpose of determining to what extent the amount of smoke could be reduced by such means, and whether and how much the evaporative efficiency of the boiler could be improved. 5. All of the tests with arch, with one exception. No. 900.16, were made at a speed of about 38 miles per hour, or nearly 160 revolutions per minute, with a cut-off of 25 per cent, and fully open throttle. Modifications of Arch: 6. The first arch tried was the short form as shown in Fig. 4. The arch was next extended, as shown in Fig. 5, and in order to strengthen the end support for the arch it was necessary to cover 15 tubes. 7. The arch in the second form cracked between the air passages, and just after the test was completed the lower part of the arch separated completely and fell down. It was then re- built with new bricks in the form shown in Fig. 6, where it will be seen that the front end of the arch is brought much lower down and is well supported without covering any tubes. The supporting angles were increased in size to by 2^ inches, as lighter angles used in the first arches were found to sag between fastenings. 8. With this large arch, in two tests, the back end of the grate was blocked off so that the total grate area was reduced from the normal area of 55.5 to 39.5 sq. ft., or a reduction of about 29 per cent. 9. In three tests the air inlets to the arch were closed with fire-clay so that the arch would act as a simple arch without air admission. • 10. When the air entered the firebox through the arch there was no means of determining what proportion of the air leaked through the joints between the arch segments. It was not possible to make these perfectly air tight. 4 11. One test, No. 900.16 with arch, and in which test the minimum amount of smoke was produced, was made at a lower speed and earlier cut-off than the others, and air was admitted to the firebox through the firedoor, which was kept on the first notch of the latch all of the time except when firing coal. No air was admitted through the arch in this case, while in the other tests the firedoor was kept closed when not firing coal. 12. The coal used was, in four tests, “Run of Mine Penn Gas,” in seven tests, “Screened Penn Gas,” and in one test “Scalp Level,” see tables 1 and 2. 13. Penn Gas coal has about 36 per cent, volatile combustible material, and while a good coal it is smoky on account of the large amount of volatile matter It is a coal which should show im- proved performance with an arch, the object of which is to main- tain a high furnace temperature and thus consume all of the volatile gases as they are given off from a new charge of fuel. 14. Scalp Level coal is, on the other hand, a very low volatile coal for a bituminous coal, having as little as 16 per cent, of volatile combustible matter, or less than half that of the Penn Gas coal. Results of Tests. 15. The results are given on table 2. Tests 900.2 and 952, made without any arch, are shown for comparison. Also in table 1 are given two additional tests, Nos. 900.1 and 951, without arch, for comparison of smoke readings. 16. The test results are plotted in Figs. 7, 8, 9 and 10. On these diagrams no curves are drawn through the points repre- senting the brick arch tests, but the number of the test is given in each case opposite the points plotted. Other points are shown and curves drawn to show results obtained with the locomotive without any arch in the firebox, but fired with the same kind of coal, T emperatures: 17- The arch covered the opening in the side of the firebox and prevented the use of a firebox pyrometer, except for two tests, and in these the temperature was about 15 per cent, higher with the arch than without. This is shown in Fig. 7. 5 Evaporation: 18. All of the tests with the arch and high volatile coals show results in evaporation per pound of coal above those obtained without the arch. There appears to be an improvement in evapor- ation with each increase in the length of the arch, and the best evaporation obtained was with the long arch without air admission through the arch. 19. Test 900.17 made with Scalp Level coal, with the arch and without air admission, gave an equivalent evaporation per pound of coal of 7.79 pounds, while a test of this coal, under like conditions but without an arch, shows an evaporation of 7.64 pounds, or practically the same result. 20. Scalp Level coal, however, is almost a semi-anthracite, and gives results fully equal to the screened Penn Gas coal when not burned too rapidly, but its evaporation falls off sharply when forced, on account of unburned coal lost through the stack. 21. From these tests, at rather a low rate of combustion for Scalp Level or a low volatile coal, it would appear that the steam- ing of this coal cannot be improved by the use of an arch. Smoke: 22. Observations of the effect of the arch upon the smoke were made according to the Ringelmann method. The average smoke readings are given in the following, table 1 : Table 1, Smoke with Arch. Test No. Speed. Cut- i OFF. i Throttle. Smoke. ^ Arch. Coal. Grate. Miles per hour. Per cent. In per cent, of Black. With or without. Length of — inches. Blocked or open. Screened or run of mine. Small or full. 952 38 25 Full 46 Without 1 Screened Full 900 2 38 25 Full 46 Without 1 R. of M. Full 900.10 38 25 Full 1 46 With 33 Open R. of M. Full 900.11 38 25 Full 34 With 50 Open R. of M. Full 900.12 38 25 Full 28 With 62 Open Screened Small 900 . 13 38 25 Full 22 With 62 Open Screened Small 900 . 14 38 25 Full 20 With 62 Open Screened Full 900.15 38 25 Full 18 With 62 Blocked Screened Full 900.16 28 20 Full 2 With 62 Blocked Screened Full 900.17 38 25 Full 22 With 62 Blocked R.ofM.=*= Full 951 28 20 Full 38 Without 1 Screened Full 900.1 28 1 20 Full 34 Without R. of M. Full * Scalp Level coal. 6 23. In test 900.16, as already stated (paragraph 11), there was very little smoke. No air was admitted through the arch, but the firedoor was partly open for air admission. 24. There is a decrease in the smoke accompanying the improved evaporation with each increase in the length of the arch, and a further slight decrease when there is no air admitted through the arch. In table 1, the per cent, of black smoke decreases from 46 to 18 per cent, with increases in the length of arch. 25. By the use of the arch the high volatile coal shows smoke four per cent, less black than does the low volatile coal under the same conditions of running. Conclusions. Evaporation: 26. The use of the brick arch, with a high volatile coal, such as Penn Gas, results in an increased evaporation, representing an economy in coal of from 12 to 13 J per cent., the indication being that the hollow arch has no advantage over the solid one. (Paragraph 18.) 27. With a low volatile coal, such as vScalp Level, the arch does not appear to be of much benefit. (Paragraph 21.) Smoke: 28. The admission of air through the arch does not appear to decrease the amount of smoke as obtained with the solid arch. (Paragraph 24.) 29. The smoke from a smoky coal, such as Penn Gas coal, can be reduced by the use of the arch so that it is less than the smoke from a low volatile coal without an arch, but it cannot be made so little as was obtained with low volatile briquettes without an arch. (Paragraph 25.) General Conclusions: 30. The best results were obtained with the long arch and with air admitted to the firebox through the firedoor. The in- crease in economy and decrease in smoke followed closely the increase in the length of the arch. Recommendations. 31. To reduce the amount of black smoke and to improve the economy of the boiler on locomotives where there is con- 7 tinuous firing, as on long runs, a solid arch of a length greater than one-half of the firebox should be provided. 32. The reduction of smoke and the saving in fuel depend upon the servdce in which the locomotive is operated, and this as well as the maintenance of the arch should be given con- sideration, so as to save the expense of the arch when it is known there can be no material saving by its use. C. D. YOUNG, Engineer of Tests. Approved : J. T. WALLIS, Genl. Supt. Motive Power. Test Department, Altoona, Penna., January 28, 1912. 8 GENERAL ARRANGEMENT OF LOCOMOTIVE. 9 GENERAL DIMENSIONS OF LOCOMOTIVE (CLASS E2a) Total weight in working order, pounds 184,167 Weight on drivers, in working order, pounds — 110,000 Cylinder (simple) size, inches 20J x 26 Diameter of driving wheels, inches 80 Firebox heating surface, square feet 156.86 Heating surface of tubes (water side), square feet. 2,471.04 Total heating surface (based on water side tubes), square feet 2,627.90 Total heating surface (based on fire side tubes), square feet 2,319.26 Grate area, square feet.. 55.5 Boiler pressure, pounds per square inch 205 Valves, type... Wilson double ported, slide Valve gear. , Stephenson Firebox, type Wide, Belpaire Number of tubes 315 Outside diameter of tubes, inches 2 Length of tubes, inches 180 10 THE BOILER. 11 THE GRATE. It can be shaken in four separate sections. There is a drop grate at the front and rear and a dead grate at the forward end. Fig. 3. 12 LOCOMOTIVE: TTPE -4 — A-'2. CLAS9 ^'2.^ NUMBER Pennsylvania Railroad company. test no«. SOO.IO TEST DEPARTMENT SUBJECT; ARtCM 'TRlAUti AwroOM A, Pa., 7-ZS-'ot THE FIRST OR SHORT FORM OF ARCH. This arch was too small to show much improvement in evaporation or smoke. Fig. 4. 13 Pennsylvanja railroad company L.OCOMOTIVE; TYPE CLASS EJZa^ TE^T 0EP*ARTM6MT NUMBER S'2.<£> SUBJECT; BRICV<. A«t=«C.H -TP«A^\-B TEST No.^OO.II AuTOONA. PiU,T- -ZB- o-r <^OO.A THE SECOND FORM OF ARCH. It is longer than the first form, and while the lower row of tubes was covered it gave better results than the first arch. Fig. 5. J4 Pennsylvania Railroad Company LOCOMOTIVE.: TYPC ^ ”2. CUAM E.‘2a^ XEST OCMARXhACNT NUMBEA TKBT Mo. ^OO. l‘2_ Soo, 1-5 - I -4. - I s -U-17 SUBJECT: BR\c* 3. WEIGHT OF ENGINE WITH WATER AT 20. GAGE COCK AND NORMAL FIRE. POUNDS On Truck 37 .».& 7 _ “ 1st Drivers 51>3> ^ “ 2d “ “ 3d * " - “ 4th “ " 5th ‘ “ Trailers 37PO O Total “ on Drivers .1 I Q OOl Cylinders Diam. and Stroke, H P _ 20. 5X2© “ “ “ L. P TTZ clearance in per cent, of piston DISPLACEMENT H. P. Right, Head End . “ “ Crank “ V?- • “ Left, Head “ * “ Crank “ L. P. Right, Head “ “ “ Crank “ * Left, Head “ * * Crank “ W Receiver, Cubic feet Volume Right Side * Left “ Steam ports, inches H. P. Admission, Length ._ \® * ‘ Width L. P. * Length * * Width . H. P. Exhaust, Length * “ Width . 2.. s>a L. P. “ Length * “ Width " Piston rods, Diameter inches High Pressure 3 Low “ 4T2 , Tail Rods, Diameter, inches High Pressure **' Low “ Valves Type OPUBUC POWT& O St-\OE . nMign A>Mt:RtC/\W BA\-.VAL.VtL CO. Per Cent. Balanced T? Type of Valve Motion Greatest valve travel High Pressure, inches Low “ “ Outside Lap of Valve High Pressure, inches . Low “ “ Inside lap of Valve High Pressure, inches WKQA-rtvc Low * ' boiler Type ^ct-v»AtRc w toc rt nt-eox Outside Diam. 1st Ring Tubes Number Outside Diam., inches ?. r Q_ Pitch “ Z-©25 Length Between Tube * Sheets, inches t “1 3 -JIS Total Fire Area, sq. ft S.g.s Boiler Pressure, pounds 2. 05 Superheater Number of Tubes Outside Diam. “ inches Length of 1S4 165 166 157 *158 169 Firebox, inside, inches Length o Width Air Inlets to Ashpan, sq. ft. __ . 3) GRATES Type 'ROCK ItSk.GL FtnCjER^ Grate Area, sq. ft. _ 5 5.5 Area of Dead Grates €>. o Heating Surface, Square feet Of the Tubes, Water Side_. • • ‘ Fire “ Zl feZ-Ao * “ Firebox, “ “ “ “ Superh’r, " “ Total, Based on “ “ 23\3 .■Z.fe of Firebox and Water Side of Tubes ZG’a .T.QO Boiler volume WITH water SURfIoE AT LEVEL of 20 GAGE COOK Water Space, cu. ft. . 33S.S_ Steam “ “ “ 1 03 . 3 Exhaust nozzle Double or Single Sire, inches 5- €>'2.5 Area, sq. inches 24. S 5 REVERSE LEVER H. P. Notches Forward of Center 1 B L. P. Notches Forward of Center RATIOS Heating Surface (158) to Grate Area (145) _ ^-l. Fire Area Thru Tubes (119) to Grate Area (145) _ ‘ Firebox Heating Surface (156) to Grate Area (145) 2. Tuoe Heating Surface (155) to Fire Box Heating Surface (156) Twe. ASOvre. ITELMS tsowMAV- DIMEM^»\ 0 T«»«=> or THE U-OCOMOTWEL VVVTW FUL-L- CiRA-TE. AVACLA •USED IN CALCULATIONS DIMENSIONS OF LOCOMOTIVE 5266. 20 SxioH LOCOMOTIVE: _ TYPE CLASS E..ZA NUMBER S/Z&G? Pennsylvania Railroad Company Philadtiphia, Baltimore A Waahington Railroad Oompany Northern Oentral Railway Company Went Jeraey A Seashore Railroad Company TEST DE^AFt-rivn crvix Average Results of Locomotive Tests FUELi PEMN CiA^ AtdO Scaup wtycw ..COA U. . SUBJECT : H>1=neK A>RCK XRVA.\_S. AltOONA, Pa.,JB- \ 2>- OT TEST NUMBER RUNNING CONDITIONS BOILER PERFORMANCE TEST DESIGNATION Duration of Test, Hours Milos per Hour Throttle Opening, Full or Partial 4 Actual Cut-off Per Coot, H.P. Cylinders ARC Vi OP* MO AVRC-H 1 Pressure In Boiler, Lbs. per Sq. Inch Draft In Smoke Box, Inches of Water , Draft 1 In 1 Ash Pan, Inches of Water. | CilorWc Value of Dry Fool, B.T.U. per Lb. Cinders Collected In Smoke Box, Pounds per Hour i. r. M. Cet-ett Thisttlt 196 199 203 268 tl 271 1 1 217 222 226 1 248 238 ssz 900.Z 900.10 soo.ri 000.12 900.15 900.14 900.15 900.16 900.17 l€»0- 29 -F l€»0-25-F l€>0-25-F ie>0-25-F |feO- 25-F IGO- 25 -F IGO-2&-F lfeO-25-F 120- 20- F IGO-2&-F ‘Z-.So 2. SO 2.1-1 z.ao \ . oo 2. BO 2 • oo 1 .SO 2.00 2. oo 3atoe 3“I.fe5 3n.&5 3T.as ST.CeS 3T C.S 3T.&& 3T.G,5 ZA.-Z^ 3T.&S FlaUI. tt «« No AfACH NoApch AWCH zo\ .a 2o 1 . 5 ias.4 laa.a Z03.1 Zoo fo 2o3. o 303. n 2oz. Z Zoz.z 3 . a 4. 1 4. -| 4. -I 5. 3 5 3 5 O 3.8 3.0 5.Z .2 1 .2 .2 .Z .2 .2 .2 .2 . 1 -■Z- 1 14 844 14 32 33-T^‘4 32232 3v3a‘<4 31\^4 33045 31 5-ie 311 20 33o\\ 23B3e lA.Sti. 13. ao 13 S3 /-4-oc. 1-4.92 14. 2C, 1-4.32 1-4.ao 10.TC, \-4.2o 8.9^ a. 34 a.ao a. 28 a.4<3 9.3.o3 sa.ia €»2.41 5-1. 5T 40. 38 e,3.a3 G4.a3 73 83 48. 8S Z.3 j 2. 3 Z. 3 1.-I 1.4 1- 1 1.0 •a .1 \. 1 1 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engines, Pounds per Hour Indicated Horse Power Dry Fuel per Indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, Pounds t-t1««6TH OF" AkReH Drawbar Pull, Pounds Dynamometer Drawbar Horse Power Dry Fuel per Dynamom. Horse PowerHour, Pounds Dry Steam per Dynamom. Horse Power Hour, Pounds Machine Efficiency of Locomotive, Per Cent. Thermtl Efficiency of Locomotive, per Cent., (Based onFuel) KlfMO or COKU 214 379 380 381 265 383 364 386 398 399 952 8-14 8 888.8 4.24 3 0.74 4. 04 PEHN Gas 900 ,»2 8847 888 . 5 4.30 Z8.55 4 12 . .. 900,10 2 - 9 ' 8378 841. S 414 3o. \z 4 . ZS 900.11 4-'- 2“ 8482 8SZ. 8 3.94 So-ZZ 450 - 900.12 5-2” 88ZZ 885.9 4-4 1 30.8Z 3.8S - 900.13 5-2" 8433 844.9 3.88 30. 18 4 37 - .. 900 .14. 5-2* 874 Z 878. 9 3.44 28.84 4.47 - 900.15 5-2* 8804 8^4. 1 3.48 30.45 4.4 2 900.16 5-2' 7783 584. 1 3.BS 31. Z& 4.79 •• 9 oo.n 5 - 2 '^ aass 8o3,c 4.4-T 28.84 3.70 SCALP 1 -6YSL Table 2. RESULTS OF TESTS WITH AND WITHOUT ARCH. Tests 900.2, 900.10, 900.11 and 900.17 were made with run of mine coal; the others with screened coal. The tests were from one to two and one-half hours long. 21 s Q. N (\l (Vi ' ItliO i a. h UJ u cn m iij UJ cn Q. < ^ CO > J 3 3 h O Z (fl LENGTH OF TEST — MINU1 ES AND HOURS Pennsylvania Railroad Company test no._90Q. 1 1 22 sIl 2 I I u |l z 0 . sS) 5 JS 1 ii 2 a tt > t O 1 O 0 q: < JS UJ 0 “^0(5 ,! S Nl< ^ j ul lO t (r uj in “ 0. < I > J 3 h u z LENGTH OF TEST — MINUTES AND HOURS Pennsylvania Railroad company test no 3oq, i'Zl 23 I i g g p|ti p ::- ' 1!^ TE m g P IE: S B p - 7^* Ip h 0 StgEj §i i g ii p iJtt iS: n § B p P i 3j 3 8 1 § PIP P i ii g m p iHt ^i! 3 i f •PMi i nil Jttr i±2 ii ffi •Hit s m B s i 8 w 88 M 0 W- nr i m ms HT ii Bp g kIh m B p B tgi B IHll i::n mis iim H luy p -ii” EHt nl]]34 Mi Jill iS ijti P p p p] p jgit an SS gpi mii jmHm CQ 1 r ■h ; F.|t- mil iJ) -Pr-r »*-»I44-h-!- uh: it::; iMij im: Mit 4^1 41^1 |-n-|i' itji H-4H ixi j jll U-^ Ksn au: :i:i: 99 ?3t zzrt ktxj ;!» Ji: i ^ iffi Stj Elij itn. 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S p If mHil M B g p M g B B p i B ginU IS £ la -:tEf is Ett p Si m M m p B p; P |i!{t|liHj i L ri r r u C sc fcl3X' ] Nno VAA a d 33 d r i C c _J U 1 1 jm L J r J J L p 3_ _J P 2 S 1 ? S_ JI S a 1 I i- < : ® [N < u SO N nod , ■ j nvoo .j M n n r J I S L u 1 L § S ^ 2 1 'f |ii Ilf) K CP i| ! 1 Ij ^ ^ soNnocJ •nricj avsMvaa iij d • UJ 1 5 1- 0 UJ . -) 1 , ! ' Ul i ji LJ a ! 9 , j J BXnNI IN fcISed SNOIJ.n-|OA3fcJ a > 1- , < c c ^ J D ) z m D (J) i e> t N ! 3 3 0 £ j 'N 1 •os idSd ■sen •atjnssaad ; fcl3“1 1 OB 1 LENGTH OF TEST — MINUTES AND HOURS 24 soNnod •-i~ind avsMvaa 3xnNiiN a3d SNOixn-iOA3a •Ni os y3d 'sai ■3anss3dd fci3iioa LENGTH OF TEST — MINUTES AND HOURS Pennsylvania Railroad Company test no ^QO. 25 s ► § ill ^it i 5 g ail (/) UJ (/) Q. < >- J h U ' , < If . 4 (\i N f 1 UJ « C ^ a OF TEST — MINUTES AND HOURS 26 LENGTH OF TEST — MINUTES AND HOURS Pennsylvania Railroad Company test no <=)O0.»€» 27 1 1 1 III s Hi 0 0 (fl J M i iff (J T a. 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Hz r “e 1 ^ SO N 3 J.V/W ^yM’Ttrr-j nocd I a^^^ ' i j h3S| 1 $ : ? r > L Ip _8 i □ 1 4 ffl| ( ( r m n :••"* 1 J g 1 SO N nOed -| VOO 8 o <0 % 0 N 0 0 U) 1 § s < ( ( > > i ‘ ; 0 8 ffl o o g SONHOd • Tind avBMvao j in 0 d tl ' 3Xn N 1 1^ 1 a 3d ' 5NOixn-iOA3a 0 8 N 0 £ *N 1 OS asd san ■3anss3ad a3-iioa LENGTH or TEST — MINUTES AND HOURS Pennsylvania Railroad Company test no.S_OQ ..\7 28 6 - r s ^ o ( r- .0 lO N I h 4 a. 4 z 0 0 h J < ill I 5 i h SiF g o J i s u. U 0 5is h 0 S 5ss in -I r. i '9 ai!fl a I- m o m •‘J 2 5 3 D 01 UJ U) 0 . < >■ J h O Z cn 4jj iii M i. frii ■pSF [P ffT— ipT" rn n • 4n i , 1. ~'P- - ! - •:*i ■ ill'’-: ■PIP :! .' pi uilp: 1 l:U f i’- . - P iFii:.: .- IP ’bTT ' ■• ' 1 i i S‘ si .fHfS ff!.- ► liil I liH ;!j.- ■ H, ; ■ ■ . i - ■ _i _ I i bit ' ’:Pf :-j. ii; ■ ij^j : . tr:^ tHt J -rq-r- i_ ii ,ii i;- '' ■ 1 • - : i ■ fe ..:i: :_ b > '■'■i r;a - ■ i ■ • 1 P \yi i . £ Il'P P kb lip “1 : ‘ ■■;.]■ FiT 4U1 f'’' ; 'J 1 j •. .__p. r . r i:i/i PP P m : r. -■k:- -. 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The Type of Locomotive used in the Piston Valve Tests. PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN No. 7 (REVISED) Formeri-t BriiLETiN No. 20 PISTON VALVES Copyright, 1912 , by Pennsylvania Railroad Company 1912 LOCOMOTIVE TESTING PLANT. PISTON VALVES. (Conclusions and recommendations on pages 6 and 7.) INTRODUCTION. 1. In the tests of piston valves described in this Bulletin some remarkable results were found in steam leakage with one type of valve. Valves of the Company’s own make are found to have very substantial advantages in price over valves of outside manufacturers. 2. Two forms of piston valves are in extended use on our locomotives, one the American Semi-plug, as used on the Lines East, and a valve which will be designated the “L” type, much used on the Lines West. Another form of valve is the Stayman Self-expanding Valve. This Stayman valve is not used on our locomotives. 3. While the three valves differ in details of construction, their overall dimensions were alike so that they would be expected to give practically the same distribution of steam in the cylinder. Differences in service were to be looked for in the amount ol steam leakage under various conditions of running. 4. Satisfactory service has been obtained with both the Amer- ican and “L” type form of valve, and these trials were undertaken, not because of defects found in the valves, but in view of the lower first cost and lower repair costs of the ‘.‘L” type valves, to deter- mine their performance under identical conditions, where the steam and coal used could be accurately measured. 5. The amount of wear and the expense of maintenance of the valves could not be determined on the Testing Plant. These items could be determined only by wearing out the valves in service. 3 Description of Valves. The S layman Valve. . 6. The Stayman Self-expanding Piston Valve is shown in the photographs, Figs. 2 and 3. The valve is made up of a section of four and one-half inch, wrought iron, pipe screwed into castings which carry the packing rings. There is a split cast-iron ring fitting on the valve spindle and outside of this ring there is a heavy cast- iron ring divided into three segments. The segments are held together by brass plates and pins. The ring does not come apart when the valve is removed from the valve cages. 7. The wearing surface of the valve ring is 2J inches wide and has grooves as shown on the drawing. Fig. 5. Besides the valve stem, the heads of the valve are held together by one through bolt. The valve is 12 inches in diameter, 32J inches long over the pack- ing rings, is made up of 10 principal parts and weighs 188 pounds 8. The valve was furnished for test by the Cockburn Barrow & Machine Company of New York, N. Y. The American Valve. 9. The American Balance Valve Company’s Semi-plug valve, as shown in the two photographs with the Stayman valve, is of the same design as the one tested, but is larger in diameter. In the tests, however, the valve used was a 12 inch one. The rings of this valve are shown on the drawing. Fig. 4. 10. The American valve is made up of 17 principal parts and weighs 161 pounds, the heads being held together by two bolts, in addition to the valve stem. The rubbing face of the valve is formed by two narrow expanding or snap rings connected by a thin, wide ring having a number of “V” shaped grooves. Under this wide connecting ring there are wedge-shaped rings as shown in Fig. 4, and from the chamber under the wedge rings there are 18 small ports leading to the live steam side of the valve. 11. This is the standard valve for the “H6b” class of loco- motive, and is made by the American Balance Valve Company of Jersey Shore, Pa. The “L” Type Valve. 12. The “L” type valve is shown on the photographs. Figs. 2 and 3 and on the drawing. Fig. 6. It is made up of a section of 4 8 inch, outside diameter pipe, riveted to steel castings at the ends. The heads also of the “L” type valves were of steel in the valves tested. There are two “ L” shaped cast-iron packing or snap rings with a cast-iron separating ring between them. The separating ring is not divided or split. 13. The packing rings are divided and are held from turning by pins on the lower side of the valve spindle. The heads are held in position by the nut on the valve stem, there being no through bolts as in the other two valves. The valve is 12 inches in diam- eter, 32i inches long over the packing rings, is made up of 10 prin- cipal parts and weighs 137 J pounds. The valves were furnished by the Pennsylvania Lines, Fort Wayne Shops. Method of Conducting the Tests. 14. Two different “II6b” locomotives had to be used for these tests; first. No. 2860 for the American and Stayman valves, commencing August 9, 1910, and No. 884 for the “L” type and American valves, commencing September 14, 1911, giying a direct comparison of the American with the other two types. The general arrangement of the “H6b” class locomotive is shown in Fig. 1, and the cylinder and valve in Fig. 7. American Valve, 15. The American valve, as it was found on the locomotive where it had been in use for over two years, having made about 620 runs of from one-half to three hours duration each, was the first to be tested. The valves, and the cages which had been in service as long as the valves, were then removed, new cages put in and the Stayman valve (new) placed in the new cages and a series of tests made. Following this, American valves were again applied (new) and tested likewise without changing the cages. “L” Type Valve. 16. New “L” type valves were used and new cages were put in the steam chests. Immediately on starting with the “L” type valves one of them was broken. It was found on removing it from the cage that the openings in the valve rings were passing over ,7 open ports in the cages. Both valves were then replaced on the valve stems so that the openings in the rings would travel over one 5 of the bridges on the lower side of the valve cage and no further difficulty was experienced with the valves after this change, 17. With the American Semi-plug valve no special setting of the valve on the stem is necessary, as the opening in the rings will not catch on the port in any position. 18. After eight tests had been made with the “L” type of valves they were removed and the tests duplicated with the Amer- can valves in the same cages. These were repaired valves with new packing rings, making them practically new valves. 19. While data had been obtained for the American valve in the first series of tests, on the other locomotive, it was tried again to make a more accurate comparison with the “L” type valve. 20. Each set of new valves was used in preliminary tests during about one week so that they would be in good running con- dition and well lubricated before the actual tests were made. 21. The American valve is a very satisfactory one from a mechanical standpoint, while the workmanship on the “L” type valves was not as good from their general appearance, and it is possible that the two types of valves, both carefully made, would show the same results. The valves for tests were not selected with any particular care as it w^as desired to obtain valves as ordi- narily used. Results of Tests. 22. The Stay man valves show remarkably poor results in steam and coal consumption. In these tests they used from 25 to 200 per cent, more steam, and from 44 to 81 per cent, more coal than the American valves. 23. The speeds ranged from 6J to 26^ miles per hour, and the cut-offs from 20 to 40 per cent. The results of the tests are shown on the diagrams, Figs. 8 to 11, and on tables 1 to 5. 24. There was a slightly lower coal and steam consumption with the American than with the “L” type valve. The diagrams, Figs. 8 to 11, show curves for the three valves on both locomotives. In Fig. 11, the “E” type valve compared with the American valve shows practically the same results. 25. At the speed of 6.6 miles per hour (40 revolutions per minute) and at a cut-off of about 20 per cent, with the American valves, the drawbar pull was 13,283 pounds, as against a pull of 6 9,114 pounds with the Stayman valves, under the same conditions as nearly as could be maintained, or a loss by the Stayman valves of 4,159 pounds, equivalent to 31 per cent, of the drawbar pull. At 26} miles per hour, the highest speed of the tests, a similar com- parison of the pulls shows a loss of 3,500 pounds or 29 per cent, with the Stayman valves. 26. The fact that the valves were leaking to such an extent was not evident from the sound of the exhaust while the locomotive was in motion. With the locomotive standing the reverse lever was placed in the centre notch and with the driving wheels on each quarter stroke position the throttle valve was opened. Under these conditions there was a heavy blow or valve leak. Cost of Valvks. 27. The first cost of these valves to equip one locomotive is as follows : American Semi-plug Piston Valves, complete (2 valves) $77 00 “L” Type Piston Valves, complete (2 valves) 71 46 Stayman Self-expanding Piston Valves, complete (2 valves) 360 00 28. The cost of renewals of parts most subject to wear, or the rings which are in contact with the valve cages, is as follows: American Valve (8 snap rings and 4 wide rings) $15 96 “L” Type Valve (8 snap rings) , 3 04 Difference $12 92 Stayman Valve (4 segment rings) $180 00 29. The quotations on the Stayman valves are for single valves, while those on the other two are for considerable quanti- ties. The higher price at which the Stayman valve was offered, especially in view of the poor results obtained, made further inquiry as to costs not worth while. Conclusions. 30. The Stayman piston valves, when in good working order, leak so badly as to seriously limit the hauling power of the locom- motive. They used from 25 to 200 per cent, more steam and from 44 to 81 per cent, more coal per unit of power than the standard valves for the “H6b” locomotive. 7 31. The excessive leakage of this valve is probably due to the rigid construction of the expanding or packing ring. This heavy ring cannot adjust itself to unevenness of the valve cage. This valve is not well adapted to valve cages which are slightly out of alignment at the opposite ends of the steam chest on account of its packing rings being held parallel at all times. 32. The very little difference shown between the “L” type and American valves in steam and coal consumption per unit of power in favor of the American valve, is too small to be given serious consideration (Paragraph 24). 33. There is, on the other hand, a slight advantage in the cost and weight of the complete “ L ” type over the American valve, and a very large saving possible in the cost of the renewal parts on account of the simplicity of the parts of the “L” type valves (Paragraphs 27, 28 for cost, 10 and 13 for weight). 34. The “L” type of valve may be manufactured without any liability for patent infringement about which there might be some question, in the cases of both the American and Stayman valves. Recommendations. 35. The Stayman valve is very wasteful in the consumption of steam and coal and should not be used in any service (Paragraphs 22 and 25). 36. There is pending a complete series of trials to show the leakage of piston valves of sizes ranging from 12 to 18 inches in diameter with various designs of rings. These are to be made on a specially constructed machine. We believe, therefore, in view of the equal performance and of the advantage in maintenance cost of the “T” ring type (Paragraphs 32 and 33) that it should be used for new work and for renewal of American valves when the spool requires replacement. C. D. YOUNG, Engineer of Tests. Approved : J. T. WALLIS, Genl. Supt. Motive Power. Test Department, Altoona, Penna., April 23, 1912. s Fig. 1. THE LEADING DIMENSIONS OF THE “H6b” LOCOMOTIVE ARE AS FOLLOWS: Total weight, pounds 198,267 Weight on drivers, pounds : 176,600 Cylinders (simple), inches 22x28 Diameter of drivers, inches 56 Fire-box heating surface, square feet 166.4 Heating surface in tubes (water side), square feet 2673.68 Total heating surface (based on water side of tubes), square feet 2839.74 Total heating surface (based on fire side of tubes), square feet 2505.29 Grate area, square feet 48.66 Boiler pressure, pounds 205 Valves American, Stayman and “L” type Valve motion Walschaerts Fire-box, type Belpaire Number of tubes 373 Outside diameter of tubes, inches 2 Length of tubes, inches.. 164.28 The maximum tractive effort is 39,773 pounds, which is cal- culated on the assumption that 80 per cent, of the boiler pressure (205 pounds) is available as mean effective pressure at starting. 9 “L” TYPE VALVE. Assembled. AMERICAN VALVE. Assembled. STAYMAN VALVE. Assembled. 12 inch valve. Fig. 2. 10 AMERICAN VALVE. STAYMAN VALVE. “L” TYPE VALVE. Partly Dismantled. Partly Dismantled. Partly Dismantled. This is a 14 inch valve of the 12 inch valve, same general design of the 12 inch valve tested. Fig. 3. 11 LOCOMOTIVE TYPE -a-B-o CLASS NUMBER Pennsylvania Railroad Company TEST DEPARTMENT LOCOMOTIVE Testing Plant SUBJECT ALTOONA PA Aivic.RtCA.ts scLVM - p»cv-» Or >^A.v.>ye: >/AUV«: CACHE.. THE AMERICAN SEMI-PLUG PISTON VALVE, SECTION THROUGH THE PACKING RINGS. There are two packing rings with a wide ring between. Under the wide ring are three wedge rings. The lower drawing shows the cast-iron cage that is pressed into each end of the steam chest. Fig. 4. 12 LOCOMOTIVE Pennsylvania Railroad Company TEST DEPARTMENT LOCOMOTIVE Testing Plant SUBJECT altoona pa \0-\a-\Si0 TYPt © CLAS« NUMBER Sfe.NJF* Fo»4L.owe« SPWiMGr THESTAYMAN SELF-EXPANDING PISTON VALVE, SECTION THROUGH PACKING RINGS. The packing ring is 1 J inches thick and 2i inches wide. The thin ring under it is the steel expansion or spring ring. Fig. 5. 13 THE “L" TYPE VALVE, SECTION THROUGH RINGS. The two packing rings are “L” shape in section. Fig. 6. 14 SECTION THROUGH CYLINDER AND PISTON VALVE, H6b CLASS LOCOMOTIVE. The valve has inside admission. The steam lap is \ inch negative. The exhaust lap is i inch negative. Above the valve there is a flat by-pass or drifting valve. Fig. 7. COORDINATE PAPER. J B Webb 15 INDICATED HORSEPOWER AND STEAM PER HORSEPOWER FOR THE THREE VALVES. The Stayman valve shows excessive leakage of steam. The “L” type shows a higher water rate than the American valve. Fig. 8. CO-OltDlNATE PAPER. J. a WEBB. Hoboken, N. J. 16 INDICATED HORSEPOWER AND COAL PER HORSEPOWER. The Stayman valve uses very much more coal than the others per unit of po//er. The "L” type and American show results practically equal. Fig, 9. COORDINATE PAPER. J B. WEBB. Hoboken, N. J. IBCBimB, 9 a) ORtMKATE PAPER. J B. Webb Hoboken, 17 DYNAMOMETER OR DRAWBAR HORSEPOWER AND STEAM, The valves show the same characteristics as in Fig. 7. Fig. 10. CO-URUINATE PAPER. J. a WEBB. Hoboken. N. J. )INATE PAPCR. J a WtM Hot-oken, 18 I I DYNAMOMETER HORSEPOWER AND COAL. This diagram shows the net power per pound of coal. The Stayman valve uses from 6 to 12.5 pounds per unit of power, while the “L” type and American use from 3.5 to 6 pounds and no difference can be found between them. Fig. 11. COORDINATE PAPER. J. a WiW, Woboken. N. J. 19 M. r. 894 .1 na dLi~~~ LOCOMOTJVB: TYPE "E^QerCt CLASS NUMBER TEST NUMBER TEST DESIGNATION V T-t, Heura ■Ilea pee Hour TaieWo Opening, Fuller Partial Actual Cirt^eir Per Cent. H. P. CyHnden COHOrraaMl o^- Y 4 VVAS Aho I CA«K« 1 1 Preaiure la Bollw, Ut.p« Sq. Inch Draft la Smohe Bna. Inch* of Water Draft la Alh Pan, Inchoa of Water Calorilic Value of Dry FmI. B.T.U. perU. cinders Codectedin Smoke Box, Poueds per Hour 1 . P. a. Ccfatf Thattl. 1 M 199 203 m tl 271 1 1 217 222 225 248 1 238 IZOO.S24 AO-eO- F 3 es .84 Fwi.l_ 18.8 OUO 1 ItOZa.S \.\ o I 4 «ae» s IZOO.SZf 60-Z0-F 3 ^.97 \Q.\ 20 b .9 \A o 34 IZOO.bZfi so-40-r 1 13 .Z 9 > 39.9 2 oz >.4 A 2 . .1 53 tzoe.sz'; 100*40-F t Ib.lol 40 .e Z04.9 £.1 ,1 3G IZOO.&Zf \zo- 4 o*r t 19 .94 43.1 204.4 G.Z. .1 •• 157 izoe.Bzi 140-30-F 2 23 . Z& 34.7 204 .S 5 P .1 - 7 & •ZOO.&K ICaO' 30 'r 1 2 «>.S 8 3 Z .8 204 . 9 S 4 J 149 Pennsylvania Railroad Company PlHlad«lphia, Balttmor* A Wutiin/^aLwa .... Average Results of Locomotive Tests SUBJECT : VauVbls, Amkjricax ScMi- Pusaifir Altoona, Pa., io-ta-i9VO . RUNNING CONDITIONS BOILER PERFORMANCE BOILER PERFORMANCE EIGIRE PERFORMAICE TEST NUMBER Dry Fuel Reed per Hour, Pounds Dry Fuel per Hour, Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Poueds per Hour EQUIVALENT EVAF>ORATION FROM AND AT 212 ° F.. POUNDS Bollor Hmo. Power ( 34 * U. off. Efficiency of Boiler, B—.a Fuel Prossere le Branch Pipe, Pounds per Sq. la. Supeitseat In Branch Pipe, Degrees F. Per Hour Per Hour ^VfT./‘- Heating Sur. Per Pound of Dry Fuel 338 ' 339 340 344 346 347 349 360 220 230 i«oe.s»( ll€»'S> Zb . 90 9 A 40 U 40 S A . 55 9.91 330 .G IZOO.SZ5 1483 29.84 11900 14079 5.0Z 9.70 409 . 1 BB.OA tZ00.6Ui 3 BOB TZ.Ob 24409 29340 \l .71 8.37 850.4 5 G 90 1200 .sn 40 8 A 93.97 2839 \ 33 8 Z 5 13.50 8.29 980.4 54.17 izoo.set 5004 I 0 Z .84 32394 38 B 89 15.40 7.71 lUB.S 52.49 1200 .BCg 4»48 &S .25 288 53 34302 13.72 &.Z 9 99 G .0 SB .37 noo.szc 49^4 IOZ .02 29-7 TO 354 TT 14.10 7 .»b 1028.3 48 .<&e ENGINE PERFORMANCE LOCOMOTIVE. PERFORMANCE TEST NUMBER Englim, Paandc Indicated Korae Ofj fuel per Indicated Horae Power Hour, Pounds Dry Steam per Indicated Horae Power Hour, Drawbar Horse Power Dry Fuel per Bynamom. Horae PowerHoor, Pounds Dry Steam Horse Power Hour, Pounds Machine Efficiency of Thermal Efficiency of locomoflvo, per Cent., Baaed onFuel) 214 379 380 381 265 383 384 386 398 I^OO.SM reoo.52« tZOO.SZfi izoo.sn IZOO.SZf izoo.sts IZOO.SM SOIA- »i-7S Z3.&A- I3Z72) I30ZG ZA3BS zz««e Zl 303 tsz&s Z 35 .Z 3 -Vfe .2 ©® 3.2 lOOA.l I13Z.S JOZZ. 4.3 4.4 4.4 4. I 4.4 3.9 RESULTS OF TESTS WITH AMERICAN VALVES. OLD VALVES AND CAGES. Table 1. 20 M. P. 8®4 A— Sfath Sheet 7 « mot Pennsylvania Railroad Company 1 rtr>rturtTIUC Pkiladelphia, Baltimore A Wwhinaton Railronl-C« Wait Jertey A Seaihore Railroad Oomeany FU E L : .O CLASS He® NUMBER 2:.e»e»o Average Results of Locomotive Tests SUBJECT: RlSTOrS ALTOONA, PA.,10-\a-V9VO TEST NUMBER RUNNING CONDITIONS 1 BOILER PERFORMANCE TEST DESIGNATION Dnratioa of Test, Hoars ■llet par Hear Throttle Opening, Full or Partial Actual Cut-off Per Cent., H.P. Cylinders COHOIVtaOr o IS- >/ALue.& Amo 1 Pressure In Boiler. Lbs. per 1 Sq. Inch Draft le Scnohe Box, IrKhea of Water Draft ie Ash Pan, lochet of Water Calorllk Value of Dry Fuel, B.T.U.per Lb. Claders Collected le Smoke Box, Poaede per Hoar 1. P. M. Cal-efI THrethe | 196 199 203 26810 271 1 217 222 225 248 1 238 \ZOO.UC) ItOO.BBT I100.5S4 IZOO.BSS izoo.sse i«.oo.8ae 4.0- 20 -F &0-20-F ftO-40-F tOO->40-F 140-30- F l€jOrSO- F 3 3 2. 2. 1.25 \ 9 .33 13.24 23.10 26.47 Fucu 1&.7 \9.l 37.5 39.0 30.0 ^6.4 HOkW 204-8 t03.6 20'2..6 20) .6 70 2.5 202. 1 2.2 2.4 5.4 6.4 5.9 3.9 O O .1 .1 .1 .1 13547 26 27 112 193 277 418 TEST NUMBER BOILER PERFORMANCE 1 ENGIIIE PERFORMMCE Dry Faal find per Howl Poeadt Dry Fiel per Hoar, Pounds per Sq Ft. of Grata to BoHea, Pou«d< par Boar EQUIVALENT EVAPORATION FROM AND AT 21 F.. POUNDS BoHer Horse Power OAiU.ofE.) Efficiency of Boiler, Based Fuel Pr«5it»F» Brwidi Ptpei Potmds p«r Sq. In. Superhoet In Branch Pipffi Degrees F, Per Hoar Per Hoar per Sq. Ft. of Fire Beating Sur. Per Pcimd of Dry Fael 338 339 340 344 346 347 349 350 220 230 tZ00.66«> tZOO.SS7 1200.554 1200.555 1200 . ssa 1200.559 200-Z. S»&G> 5Te.i 41.14- 45.45 90.10 IO€>.5& I0T.«7 1 IS.&I iSTe® 1-7 4-35 3I95€>0 Pennsylvania Railroad Company (phi*. Ballimor* A Waahinoton Railroad Oompanr Northorn Contral Railway Company Meat Jertoy A Soathora Railroad Company TeST DEF^ARTIVIEMT FUEL: v)aM<5»C>H C OAsV- Average Results of Locomotive Tests SUBJECT: P^STOM VAUn/c:^ AMCt^CAH ^t5:t-\»-PV.VaKq- ALTOONA, Pa.,VO-\B-1«IO TEST NUMBER TEST DESIGNATION Duration of Test, Hours Miles per Hour Tnrottle Opening, Full or Pertlal Actual Cut-off Per Cent., H.P. Cylinders COWOtTidlH ow Vpkwvm.^ Amo CAoes Pressure In Boiler, Lbs. per Sq. Inch Draft in Smoke Box, Inches of Water Dran la Ash Pan, InchM of Wultr CalortAc Value of Dry Fuel, B.T.U.per Lb. Cinder* Cofleded in Smoke Boa, Pounds per Hoar 1. P M Cul-ofI Throllli 1 196 199 1 203 }68 tl 271 II 1 222 1 226 1 248 1 236 1100-571 40-20-F. 3 6 .62 ITouu. 22. S New 205.1 1 .3 0 I37€. 4-2. 1200.572 €>0-20- F 3 3 .93 21.1 204.9 1 .4 0 23 1100.872 ©0-40- r 2 13 .24 40.9 204.8 4.4 .1 59 noo . S74 I00-4O-F Z \4.55 42.3 201. 2 5.4 .1 181 1200. STS l20-40-r 1.5 19.85 m 41.7 203.9 6.2 .1 147 1200. 57« I40-30-F 2. 23. It. n 35.5 201.5 5.4 0 172 I100.8TT I6O-30-F 1 26.47 32.1 205.0 S.7 .1 193 RUNNING CONDITIONS BOILER PERFORMANCE BOILER PERFORMANCE TEST NUMBER Dry Fuel per Hour, Pounds per Sq. Ft. of Grate Water Delivered to Boiler, EQUIVALENT EVAPORATION FROM AND AT 2t2“ F, POUNDS Per Hour per So. Ft. of File Heating Sur. Efficiency of Boiler, Based EIBIIE PEDFOIIMAICE Branch Pipe, Pounds per Sq. In. Degrees F. 338 339 340 344 345 349 350 IIOO.STI 1200.571. FltOOw57» 1200. STA- iioe. B7S 1200.570 1100.577 USB 15^7 S36S AT 91 24.AI 3Z.BZ 71. 07 S4.T6 no. 13 96.AiS> 95.01 |09G»«» »3Z»3» Z573B 29BTB 3ZBTB 30hSO 3<\SA \30e9 \5«>T9 30T79 35 Ca^Z. 39^BT 3«0A 3T3AO 5.19 11.29 14.23 IS.feB »4.40 \0.95 9.82 8.70 7.73 7.33 7.S3 6.0^ 377.0 464.5 892.2 1034.0 U38.8 1045.4 1079.4 76.82 48.90 41 .04 54.23 S' .43 52.83 56.55 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engines, Pounds per Hour Indicated Horse Power Dry Fuel per Indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, Pounds Drawbar Pull, Pounds Dynamomoter Drawbar Horse Power Dry l uel per Dynamom. Horse PowerHour, Pounds Dry Ste.m per Dynamom. Horse Power Hour, Pounds Micbino Efficiency of Locomotive, Per Cent. Tbenael . Efficiency ef Locomotive, per Cent., Based onFuell 214 379 380 381 265 383 384 385 398 399 1100.871 >0481 329. S 3.6> 31.84 14302 262.4 4.7> 4 >.56 76.6 3.93 UOO.S72 >2524 450.1 3.55 17.82 >3392 354.5 4.50 35.33 78.8 4.l> 1100.578 1534-3 >003.4 3.51 25.26 24385 860.5 4.>> 29.45 85.8 4.50 noO.STA 29323 »26.5 4.09 26.03 21898 966. > 4.77 30.35 88.8 3.88 1100.575 32477 >289.3 4.16 25.19 20642 >092.9 4.90 29.72 84.8 3.77 1100.670 2965> »9S.O 4.0> 24.81 >6106 994.8 4.82 29.81 81.2 J.84 1100.S77 30568 >242.2 3,72 24.6> >4342 IO>2.4 4.57 30.>9 81. S 4.0S RESULTS OF TESTS WITH AMERICAN VALVES, NEW VALVES AND CAGES. Table 3. 22 LOCOMOTIVE: TYPE 2.-©.— Q CLASS H0!B. NUMBER ©&4- Pennsylvania Railroad Company a, BaHimora A Waakiagloa Railraad Com(>aa|r Norihara Cantral Railway Compaay Waai Jaraay & Saaakora Railroad Campaay TEST DEPARTMENT FUEL : v3ami - sots COAvU. Average Results of Locomotive Tests SUBJECT ; Rl STOH VAl-vg>©," iL "T-f Altoona, PA.,vQ-»a-lSn RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Ditatlen of T«t, Hoor* par Hour Throtth Opening, Full or Parllnl Actual Cut-off PerCont, H. P. Cylindnr* 1 Prw*um 1 In Bailor, 1 Lb*, pnr 1 Sq. Inch Draft In Sawk* Box, lacho* ufWatnr Draft In A*h Pan, nfWatnr CaloriEc Vtiun of Dry Fuol. B.T.U.porLb. Cinder* Colloctod In Smok* bx, Pound* par Hour ■.r.a.c«i-MnraWe 198 199 203 268 1* 271 217 222 225 248 238 2201 4O-20-F 3 6.< Fouu 18.2 206.4- 1 . 1 0 1402^ 5 ZZOZ eO' 20- F 3 9.9 .• 18.2 206.0 1.4 o .. 7 2203 60-30-F 2.5 9.9 « 28.9 2068 2.2 o . 17 220A. 80-40-F 2 13.2 • 39.2 205.5 4.3 o 37 2205 100'40-F 2 16.5 « 41.1 2048 5.2 0 • 48 22oe 120- 40- F 2 19. i " 40.9 205.8 6.0 o « 114 2207 I4O-30-F 2 23. 1 •• 30.5 2C6.0 4.8 o « S7 2206 1&0-30HF 2 25.4 R 30.0 20fi4 4.9 o M 62 BOILER PERFORMANCE EieiNE PE iEOiyAXCE TEST Dry Fiial Or; Fael Wftor Dellvorod to Boder, Poood* IMtHow EQUIVALENT EVAPORATION FROM AND AT 2120 F.. POUNDS Bollnr Efficiency of Bollnr, Ba*od on Fuel Pi***ata la Snporhoat la NUMBER Flrod ptt Hoor, Poutidi Pound* per Sq. Ft of Grato Pnr Hour «Tt He^ajlur. Per Puand of Dry Fuel Hone Power (SAHU.nfE.) Branch Pip*, Pond* ptrSq. In. BraiKh Plpo DagreaoF. 336 339 340 >0<4 345 34T 349 360 220 230 2291 I2a4- 25.€» 11520 1367 S 5.4 10.7 396.5 73.7 2202 !4.S)e 29. .8 12972 153 69 6.1 10.3 446.1 71.2 2203 l9€>b NUMBER Pennsylvania Railroad Company PKUadtIplib. B»Hlinor« 4 Wa»b)»ot«« Rallr««d Company Waal Jaraoy 4 iaaa^.ora Railroad Company TKOX DCPARXMKNX FUEL :0Ar^\SOrs Cqal^ Average Results of Locomotive Tests SUBJECT : ^PlST0^4 .yAU^/&^ Semi PLWiS- ALTOONA, Pa., |0- I H TEST NUMBER RUNNING CONDITIONS | n BOILER PERFORMANCE TEST DESIGNATION OuiUtloA of Toa, Houit ■llu. p« Hour Throttlt Oport,«, Fuller Pirtlal Actukl Cut-off Por Cool, H. P. Cylinder, I Proiwr, 1 la Bollor, 1 LbLpor Sq. loch Draft lu Smoko Boi, Incho, of Wotor Draft lo Aih Pun, Incho, of Water Caloridc Value of Dry Fool, B.T.U.porLb. CIndon Colloctni) In Sfflokn Bax, Pound, p,r Hour i.r.B.cdt-tnTitoHi« 196 1»9 203 268 U 271 217 222 225 248 238 2208 2210 22M 2212 2213 2214 2215 221^ 40-20-F ©0-20-F eo-50-r 8o-40-r I00-4O-F l2C--40-r 14C>-30-r l€>0-30-F 3 2.6 2.6 2 2 2 2 2 &.
    8.8 9.8 13.2 15.6 18.8 23.1 26.4. Put-Up « a • a a a 18.8 20.0 31.0 40.4 41.2 41.4 31.2 31.0 205.6 204.4 206.8 204.8 204.2 203.5 206.8 205.1 1.0 1.4 2.2 4.3 5.1 5.8 4.2 4.7 O O O o o o o o 14444 7 lO 14 37 32 37 45 . 53 TEST NUMBER BOILER PERFORMANCE ENGINE PEI FORMANCE 7^”* per Hour, Pouuot OryFwd porlfeur. PouoA por !!<|. F«, of Grut} Wlfor DolHotw) to Boiler, Poundo por Hour EQUIVALENT EVAPORATION FROM AND AT 212<» F.. POUNDS Bollor Hotm Power OAHU, of E.) HkiMMy ofMlur, Buod ou Fuof Pt— in In Branch Pipe, Pautdi 1 pnrSq. la. Suporhont In Branch Otc—nF. Por Hour Per Hour por Sq.Tl. Ht^og'^ur. Per Pouid of Dry Fool 338 338 340 344 34B 347 340 360 i 220 230 2208 2210 2211 2212 2213 2214 2215 2218 1257 1484- 1888 3188 3883 -4400 3384 36A2 25.0 28w2 37.8 e3.E 77.4- 87.8 e7.4 70. E 1131-4- 12390 1«>3-Z:(6 24-808 27894 307&S 25815 28854- l'&B04 14701 iseoe 28770 33ei2 37074 31188 32535 5.4 5.8 7.8 If .9 13.4 14.8 12..4 13.0 10.7 10.0 10.3 9.3 8.7 8.4 9.2 9.2 391.4 426.2 568.3 862.9 974.3 1074.4 904.3 943.0 72.1 97.4 69.3 62.7 58.1 54.6 61 .9 61 .7 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TCST NUMBER parKour Of^Fael Hon* Powr Hoar, Paoiidt Dry Stoin Pull, Pouads Dry Fuol por Dyuaimni. Kotm Power Hour, 6rj Stauu PW Dynmom. Hotm Powif Hour, Poundr ■icMuo iictor of wool Por Cool porCout, (luwdwiFuo!) 384 388 Z209 ^^IO ZZ\I 7L2.« 2214. 2215 22ie lOGe-y ll.'SGI »s^02 247SO IT8Z.» 30785 B57®E. 2« 2 IP in I D r C 0 JO > T) 1 0 > r H 0 H ^ 0 0 ■n T) > o H ^ I °z 2 0 H H < m H m U) H D m z z U) lj> ; I f ? 5ii> e* „ 2 ;i^33 § r f i> 5 °0 |0 ^ o I V > z 1^00. LENGTH OF TEST— MINUTES AND HOURS 28 Pennsylvania Railroad Company test no.IZOQ.S^S LENGTH OF TEST— MINUTES AND 29 Pennsylvania Railroad Company test No.iZQO.St'2> length of test— minutes and hours 30 Pennsylvania Railroad Company teot no.I'^O.S^O UENOTH of test— minutes and HOiJWS 31 Company test no.\2DOi iii. a a Li a « Hm a rjl i M M ■tti* •Mtr TJtt tt .-• Ui.. il.* ii • r-'- ii fe- !i’‘ rnr a tit iiii f P a 1 1 H M 111! i I i tr’"*"*'!!. nr r ,::.-r - rr Lir iii_ liu ■L| 1 " j i!'- 1 4ti i m ffiij ii.j|; jfe hi il L-, 1- • 1“ T L! iiu tL P ;. . ^ IP i ft rM iiii a It Mr 1 • It 1 r. • ' ,■.*■•. tL :;L la Hr i f E jr III Ill 1 i I IS I m Mr M. 11 ir Ij;. h't .. .:!l — a a [j 'l-;l m 1 4 it a ii| iPp i 1 i 1 iiX y i iiii ; r Si 'F - . J ■ ■:.| a iii M P il Iji M t III fll. M 1 jlf: -rif; r,, ■ •;•■ , a 7771 }Cf iii' i: ill m Mi Lil MIMi "T 1 7 |’ i' 1' to Fr tM 1 M a 1 ■}■. i i Pr M ' 4 I ;■ 1.:, 1 n r] ■PJJ M 1”' Mi rir itii i i iL. r'liMf il M It:; ■* - f ■. - S tfi fF^ ^ };i| .,[- 4 - 1 t+n M i •: Ml Tn- r. r . ' . — ■ri-r TV Mriiiu. 1* 1 ' iili s r ~ i‘ * r : il ■f ;. Lr ■ctt -:*ri I!' y;' y 1 ijit i 1? a iNr a * L lj 1 a' ! 1 ' Tr~ i-f -4 i i -41 ffl 1 i M jtl v uU *- t- "( * i;i- I-i I ‘ i* ' ’rti iii i ruf :r}l H y n I Er P ' 1 M ti: ‘V.t tiil Tp- T*t Tl 1 a ai na 1 ii. W M liM lisl r ” a iMMli i ! i ^fr ll tptr 1 I till H.F fMt a Vi a a V i TTT 'f . ;■ t'% •••4 i "Ml 1 'HI tfi p IIP' a 11:1 n 1,' ir ' iiii : f j III p a L: iHj % a iiif rr M, it a a ‘D tiu iru Iii lij. ; . Mi a.i ■ill '.J a a T' J M i 1; r MtF itl i itli trr w pas Si; ■ r'l h ''il r - ri lut fT ; a ;■!: 1 M a ■j;. L! lUl p h-Ni a 1 i . . i. ““...1*1 il ; J’ .• LL '■•» r PS a rij ’ a li ir \.^ i Iii; M , [- tTTT rtr; a E. ;• -t a ■', '. ... j„.. .. r-'; ,ir t M ^4 a iV L- ; I. i L: ■ 1 ■ : li u hii a TX tt *rr r pLi- „i mF iia p '1 .a tja to 1':;- JT i' h’ i 1 i r sh i iHijS a K a a rFFTj 1 i Li ttrt i 1 lit lif Il® i a !iP a jfit 1 i a a M i a yi- ti tfftM if I 1 rtl 1 1 IP if Ijiijj jfP 1 1 p M te ■ 1 lilt b m LL i£L m I a ^ g t ■ t T w I 1 1 ll£ jii iP il \iU j[ 1 p ll iii! 'B ip M 1 1 1 .11 lill ipji pv| 1 :tS Sti P 11 Pi ito ffi P p m M pp iiii iii i 1 fe p ft bi M w tfl Z 0 H c c I 2 m 0 o r •< > TJ w m U) 5 g<5>fi ^ p^O 2 < ■D m z z U) ip ?< « Hi 8 ? ! " S s »• i ' J M I?! fii ^ s 5 S: p ^ i 0 ■ania Railroad Company 'test no.»Z.OO.B5.T LENGTH OF TEST— MINUTES AND HOURS 33 LENGTH OF TEST 34 Pennsylvania Railroad Company test no.IZMaSSS LENGTH OF TEST— MINUTES AND HOURS 35 Railroad Company test Nolfi^xjO.BSa MINUTES ANO HOURS 36 Pennsylvania Railroad Company test no.V2DO.SS^ LENGTH or TEST— MINUTES AND HOURS 37 Company test no.»2j!X1u5*7| '”^00»S*73. length of test— minutes and hours 88 NiA Railroad Company test No.ltOO-572. LENGTH OF TEST 39 r o o 0 2 0 j < m 1 i s f Pennsylvania Railroad Company test No.l‘2LOO.^"r2> 40 Z O H c r ■< 7 > n m w t*i 3J |V p A D' ® ANiA Railroad Company tcst noIILQQ^St^*^ 41 LENGTH OE TE»T I KLlTE <5 ANO HOU«S 42 NiA Railroad Company tebt no.\^ioo.57 -0 m o w I . o w ' , f)i IF p u m 2 2 (/) . ifis iIf !i? i:; " o ■2 TJ > Z t- •: lii 0 m ■ LENGTH OF TEST— MINUTES AND HOURS 45 BOILER PRESSURE. LBS. PER SO. IN. i Li- REVOLUTIONS PER MINUTE 1 \ i DRAWBAR PULL. POUNDS g g I 1 I L[l_ t 1 , 1 1 Sill mn II 1 i ! POUNDS ■L A [ iL ■11 L[ n ^CKC PO > WATeH UNoa ffiteHTFil t 1 m^m :9:9::::nti lllllililil \\l lii ::i 99i 1 illiiiiiiiliii ii HI mi Ih: \m 1 1 liii i ii ii mm lilllllli ::: iillliliiiilii piljiM 1 ij||y ■ 1 ® wj mi :Hi mi lii Hi! Ii 1 ii§ mi i 1 ii li IJliF mm ia: : M 1 TTTr HH M i MS Jm liipj illr iilliiliHi mm ^ p p pjjjil }||| ||4 l| pp I 11 fi 1 1 mf ii ill i p 1 ii Pif k llll 1-: 1 : Ii iipi c:::! s ppp ffi ffl p i pip ilil 111 1^11 ‘trfa- + t:! ilSi :::fi p psiS p -tf lilt p ^ m liLi fcii 1 i± pi ::: tiiiii! ifil! p iji" if i p s ■ t s i:n 1 p yoi m Ilti ipHli tlllp 1 ilili ::: lUU !»:: tiVK Pp :i 11 I f : : if Pi ii :s : a? HE 1 1 Ini. ii il ii iiii‘ i Hiiiu::;: ::: Obiv.Hih:: iliioy iiiiliffn : - miiiiil 111 iliHifK lyiii iiiyiiiiyi ;:n;:9::9>;n: HiHnnlHi: diiilHni! B RHOunniii nHiKinjifei :9:::99;:,9;:l9 ■f 9:1 9.9 iiL J 1 i 1 ii I Ii ^ Iff? iip m: i 1 S*v r ill feaiii jgi n? 15 tt ifFt mmip lii m 11 1 lii® pi I ■ 2i iil ii 18 Onliinillij 1 ss I 1 ■| 1 S a3 ^ m 1 JHT 13 flS ^Ltr km InnljiirTiin m i S^S p 11 jVl - i::u9»; 9n:i:Knuiii ■tig gg igi ifi’’ i ~ ;t7 4tff aft It i : ffl niiSHHl 999*9 p ^■.TT t! ; 5 uft ty 5} l^rr .'"liMiiiillKlII M ppup m M iS m a,! iHife tr». ‘t-- -rh-'- w iiipiiliililiirei i] iiji nSiOHI!!:!; hui;;::: p P ptft 14 li-. M lyyiiyiiiioiiiPoi iilllllSi Ii 1 m Bi 9^9;;^:; wm ^(1 II H P illilll S ii il ii ill 9 n ® la i n ifMli pjjp Ipiatt! f m gH tTi-F I =1 Uli IliililliillHlilllllli p M p jlfj P M p ~|i|p p ifffi II Olliillliiiiilljg ::i||nlLj:[||i||||]j| ii I 1 ISf iniill ItUZSSUS SSnaiH Si 1 1 I #|w is i 1 :r r^T - ffff itjr .s P n liimiHli iliilliilli 8U:SU8Sn83 ■ ‘ijniiiiiiiin 1. il Ripf 9ff!^ IfS !:9:n!99:::il |llll]^|s*| :::9:;i::9: 9i9:::i:::9 1 rH»::::99:: :::::::::: llllilil liH ■iill llll 1 9 llaniHin*! ;:mKu;:i9J' 0- :::::::::: »:8?su:r9 IF M ;s3UsshrtK Hiyiilii -fiBi-iUB::: sussu: m\ :.*K :::! :»3 un mwm M 4 j-H-j ::9:9»::::9:: 999:9 «:::::: :n9 fffff 1 1 1? 1 1 It i iilr "irii gg ft frrm mt s:s:s::::: I:*: yhi “•i pptliTTffiit. ^4H Bh iftt ftnfTfff M UglyPlllllnl uli HH :i:: :uss::: -- :r:s ::un:: mu PhUltIgl ppPI m nftttirt fHntffni iTT 1 iiTTTT m lUtti jjgllHillili 9 ,9. UUUJIll :::::snuu: Jllidlisiiil: m H H HiEii ilHij 1 W) Z O H C C r -< m 7 > T) m m ^ ^ 3 2 O ^ ^ n) I ? SS? ; J^ro- 0 D > ■B 1 O > r H I- S !2 “ o 0 TJ m z z w I Li> :f5 ; !ii I f jr sl|0 nf > s !o B ii ; LENGTH OF TEST— MINUTES AND HOURS 46 Company test no.'2.20'S LENGTH OF TEST— MINUTES AND HOURS 47 LENGTH OF TEST 48 LENGTH OF TEST— MINUTES AND HOURS 4^) BOILER PRESSURE, LBS. PER SO. REiVOLUTIONS PER MINUTE H DRAWBAR PULL. POUNDS i * g — ~ — n i...ii i.j 1 1 1 ! 1 COAL. 1 i I ' 1 POUNDS 1 1 LL tirfela 4 4? P i I if II ii • ■4 ■^1 u,; % ih^i PH" Ft E C PO FT > w u r-( r ' ATE P DS 4^4 LiiMii) ijit Wr 1 i2 fi4 ilEil I 111 rtP r r:i '. 4 JI PP irr; Ilf 4’' # t.‘ ■ik ^ d rJf i •■•I'-: i.ii k. , * , 1 - ti 4- I: 4 ;Ln r.f. i. ii'' (iH iL pH i*r ; j dd r;t ii \il 1^1 4 . 41 ifk ..• p Hij' . ! nk liL T* TTT \ •ill Ift tip- Pii ii M 1 P j;'F^I 41 rr i £i M. P Ik 1 )„■ liH: J ft 1 ffi ^ J ' ,b ~iT 44v.; hd 1 hpr im IHf iiij P- W PHii Ii P t: i iii ii r -i ii.;i :i3 P iit }’!:P ' :I5 1 .ttE ii •fiH pf ■ff^T im S M 1 ft tdi ^fif PIkSi irr^ ill -id fe rf-ljiti. •4 1 ii Ip i gl ifiii Iji Ij kills i liH. im rtti ii 1 * iM " ■ PI, h5 4»irri i\‘: Pijp pl 4: t- " i r^KfP ii m fflii ft m 4iiW- Jiil *1:' ti.T-r- — f-- •:rr ..1 • 1 II [•r;^ irr- r.'* *j% #ij i ]^.-T t4 P III P U4 1 *ml I Ip 8 tlr-i hi, j ■ 1 . il -,4-t • r : . 1 “ “r”: •1 • - -,T^ i ! ■ ■■•'T ip .-fJ fc-i PiiS Piiis 1 i-iil r 1 ■ ' 1 “ i- •3 P ft' •4 ~.T ' 1 ir "i\ 4,1 ;i^ iiTi ■-T-r M ‘■.T • d r- ■ ' P -inr k.4i pii Til Mi P 5 I: vF V- P 77 4' '4 pf-pfti 4- .a :4:- "4 ■V' ■ .ikii 1 " •p t- flH TI- [ T - c- r U:: P fcifP mTmr, r- :: i i:!‘ V' 4 1 -4- & I ■ -4 npT- xm HdXiH jilt 4' ii* , L.r . .;Lr:f frjTi ! ^4 flf Pkk'* „4 : . J.. 4 4. i::; pnir.jt igl kii i. '■^4 4 -~i - -P "T r • 1 • 4‘: Hi -4 ri 4“ 2 SSiliS tM feliU ■iA&gj ^n-TT^rr - 4 ni U-1. pr ii Si li ss pjft HH 1 l|lnt|u 1 i P P g g|^ g z o C c r U 7 > L i W ® (I) 0 H 3J 3> ODl 5 (pfil Ik O' r < ifl P \ r -< < ■D m r o N o I I (P ^ I < /% m Q JJ > V I o > r H I- O H a> _ ■D m 2 Z U) « jf!:D If ii,s to ' o I V > z < LENGTH OF TEST— MINUTES AND HOURS 50 Pennsylvania Railroad Company tb»t uoZ2.0'7 LENGTH OF TEST— MINUTES AND HOURS 51 LENGTH OF TEST— MINUTES AND HOURS 52 Pennsylvania Railroad Company test no.ESOS LENGTH OF TEST— MINUTES AND HOURS 53 LENGTH OF TEST— MINUTES AND HOURS 54 PENNSYL-VANI A F^AiLRCAD COMPANY Test No < LENGTH OF TEST ♦ LENGTH OF TEST 56 LENGTH OF TEST 57 m u) (fl o B 5 JS 0 2 S ■D m z z 0 ) S t ? j I r iHo n i > i ” 0 i I o o I TI > Z -( n K z 0 LENGTH OF TEST— MINUTES 58 Pennsylvania Railroad Company test no.‘S2.\5 MINUTES AND HOURS 59 Pennsylvania Railroad Company test •1''^ V I • = . ■A A I '..f PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA. PENNA. BULLETIN NO. 8 (REVISED) Formerly Bttlletinh Nos. 10 and 23 GRATE AREA REDUCED AND GRATES WITH SOLID ENDS ( Copyright, 1912, by Pennsylvania Railroad Company 1912 GENERAL ARRANGEMENT OF LOCOMOTIVE. LOCOMOTIVE TESTING PLANT. GRATE AREA REDUCED. Two forms of modified grate tested for their influence upon boiler efficiency and smoke. (Conclusions and recommendations on pages 26 and 29.) INTRODUCTION. 1. These tests justify the conclusion that a reduction in the grate area is undesirable and that such a practice affects the boiler capacity and efficiency and does not improve the smoke conditions. Efforts to abate smoke on a locomotive should be directed along other lines than by the blocking off of existing grate areas. 2. In view of the introduction of mechanical stokers, the subject deserves more careful study, and it is hoped that the following description of tests of different areas of grate will add something of value to the data on this subject. 3. Before the general use of the wide grate on locomotives, the length had been limited to about ten feet, as the greatest distance that coal could be thrown by the average fireman and with the introduction of the wide grate the length has still been restricted for the same reason. 4. There seems to be an impression on certain divisions that the wide gr^te is too large on some of our passenger locomotives, for best results, and extensive use has been made of a method of blocking off or covering part of the grate surface, usually at the forward end. The assertions in regard to this or any other method of reducing the grate area were debatable. On long passenger runs it has been claimed that the grate, thus reduced in area, is easier to fire because of its being smaller and the active part near the firedoor so that coal does not have to be thrown so far to cover it. (3) 4 5 . Whether or not the reduced grate is easier for the fireman to handle will probably remain a matter of individual opinion and one not easily determined for the average fireman. There are, however, certain facts in regard to the reduced grate that can be developed by tests, and the tests hereafter described have been made to show the effect of the reduced grate, in coal consumption and emission of smoke. The practice of reducing the grate is found to be undesirable as the capacity of the locomotive for making steam is reduced and little benefit in smoke reduction realized. 6. The standard grate for the class E2a locomotive has an area of 55.5 square feet, including the dead grate at the forward end, which has an area of about 9 square feet. There are two drop grates which are fixed, but have holes for the admission of air. The active or shaking portion of the grate has an area of about 31 square feet. Method of Reducing Grate Area. 7. On the Atlantic City Division where the grate has been reduced, the method used is to disconnect six sections of shaking grate at the front end of the firebox. This portion of the grate is then covered with firebrick. Sometimes a sheet of steel is placed over the grate before laying the bricks so that there will be no cold air leaks, should any of the bricks become broken. 8. On the New Jersey Division a similar method is used but the area covered with brick is less, so that all of the shaking part of the grate is still open and can be operated. 9 . The areas of the several grates are given below. Akea or Grate IN Sq. Feet. Relative Area IN Percent. Ratio or Heat- ing Surface to Grate Area. Standard 55.5 100 • 41.8 New Jersey Division 39.5 71 58.7 Atlantic City Division. 29.76 54 77.9 5 10. The grate of this locomotive as reduced in area on the New Jersey Division is shown in Fig. 2, while Fig. 3 shows the method used on the Atlantic City Division. GRATE WITH FRONT PORTION COVERED WITH FIREBRICK as used on New Jersey Division. All of the shaking grates can be used. The grate area is reduced 29%. Fig. 2. 11 . The locomotive used in the tests was an Atlantic Type passenger locomotive of the E2a class and is shown in Fig. 1. Coal Used in the Tests. 12. Two kinds of coal were tried, one a low volatile coal, which breaks up easily into small particles and is drawn through the tubes in the form of cinders and sparks, and the other a 6 Pittsburgh region gas coal, which shows little tendency to dis- integrate in the firebox. The analysis of the two coals was as follows : Scalp Lbvel Coal Penn Gas Coal Fixed carbon 76.98% 15.96 58.35% 35.65 Volatile combustible Ash 6.02 4.71 Moisture 1.04 1.29 . 100.00 100.00 Sulphur 0.91 1.15 B. t. u. per pound, dry 15167 14864 Method oe Making Tests. 13 . The tests were of two or three hours duration in most cases. The locomotive was run under the test conditions for about fifteen minutes before the test began. The fire would then have been built up and the rate of firing established for the load upon the boiler. The firing was continued at the same rate of firing as shown by the graphical log for each test. 14 . The boiler was operated under light, medium, and heavy loads and the firing was done by experienced men. Results of Tests. Low Volatile Coal, Evaporation: 15 . The results of the tests with the low volatile coal on two sizes of grate are shown on Tables 4 and 6 and some of these results, showing the evaporation and efficiency, are plotted in Figs. 4, 5 and 6. 16 . With the reduced grate there is a loss in evaporation and efficiency through the whole range of out-put of the boiler; the 7 greatest loss being shown at the lower rates of evaporation. 17 . When the boiler is evaporating water at the rate of about 14 pounds per square foot of heating surface, the loss in coal due to the use of the small grate is about 29.4 per cent. 18 . With the small grate the boiler could be forced to an evaporation of about 14 pounds per square foot of heating sur- QRATE WITH FRONT PORTION COVERED WITH FIREBRICK as used on Atlantic City Division. Six grate bars are inoperative. The grate area is reduced 46%. Fia. 3. face, while with the full size grate in use the evaporation was 16 pounds per*^ square foot of heating surface, or an increase of 14.3 per cent. The small grate then limits the steaming capacity of the boiler. 8 19. The use of the low volatile coal, such as was tried in this test, is not present practice on passenger locomotives, and the tests show very clearly that this small grate is not at all suitable for this class of coal. Cinders and Sparks: 20. The immediate effect of a reduction in grate area with low volatile coal is to cause more cinders and sparks to be drawn through the tubes, for the reason that, as the area of the grate becomes smaller, the draft, through what is left, becomes more intense and as a consequence the particles of coal are carried along with the gases in increasing quantities. These unburned cinders and sparks are almost entirely clean coke, and would, if burned, release about ten or eleven thousand heat units per pound. They escape unburned, however, and the heat that they contain is lost. The disadvantage of increasing the spark and cinder losses is thus apparent, because it means a loss of heat that might be made available for evaporation. 21. An indication of the extent of the losses from the cinders and sparks is given in Table 1 where the calorific value of the coal is compared with that of the cinders collected in the smoke- box and the sparks discharged from the stack. 22. With low volatile coal the cinders collected in the smoke- box were at times as much as 900 pounds per hour, with the full grate, and it is evident that even the full grate is not large enough, and only allows this coal to be burned with serious cinder and spark losses. 23. The weight of the sparks thrown out of the stack was not observed, as a satisfactory method for catching them had not yet been provided at the time of the tests. These sparks are large in amount, however, and their discharge from the stack is undesir- able as in the course of time they fill the stone ballast of the track and choke the drainage making it necessary to frequently fork the ballast in order to keep the road bed in proper condition. High Volatile Coal, Evaporation: 24. Following those already described, another series of 9 LOCOMOTIVE: TYPE 4-4-2 CLASS NUMBER .5Z6.6 Pennsylvania Railroad Company Philsdelphia, Ballimor* A Wuhington Railroad Oomgany Northorn Oontral Railway Oompany Waal Jartey A Soathora Railroad Oompany TEST OKF>ARTR/IKrMT Average Results of Locomotive Tests Bollttln So* 8 TC8T NOS., 950 to d53i 901, 908 ,916,9170918. SUBJECT : ... Grate Area Reduc.od, Altoona, Pa,, B.idO-1907 DRIVINO WHEELS 1 Number of Pairs ._2 2 Approx. Diameter, inches _ 80 74 Engine Truck wheels T6 4— 16 ..36—. Trailing wheels re 16 Diameter, inches 50- - 80 Wheel Base, Feet 17 Driving Wheel Base ... . .. 7.42 82 18 Total Wheel Base 30*85 83 19 Gage of Wheels _5d*ia. _ 84 WEIGHT OF ENGINE WITH WATER 66 AT 20. GAGE OOCK AND NORMAL FIRE, POUNDS 86 20 OnTriirk .3716Z 88 21 “ tst Drivers 53334 - 22 * 2d " .. 56o6Z - 90 23 94 24 “ 4th “ — 26 “ 5th “ 98 26 * Trailers 37000 102 27 Total — .16.4167— 28 “ on Drivers llOOOO 113 Cylinders 114 Diam. and Stroke, H. P 20.5 X 26 “ - * L. P rr: 115 CLEARANCE IN PER CENT. OF PISTON 116 DISPLACEMENT 40 H. P. Right, Head End . 12.7. lie 41 * * Crank “ _. - 12.X-. 42 “ Left, Head “ 12*4- 119 43 “ “ Crank “ 11*9- 124 44 L. P. Right, Head “ . . .-r._ 46 * “ Crank “ 125 46 * Left, Head “ ... -r: 126 47 * “ Crank “ ~. 128 RECEIVER, Cubic Feet 48 Vnliimn Right Side — 132 49 *■ Left “ — 133 steam PORTS, INCHES 13T 60 H. P. Admission, Length _ _ I9.e7_ 61 " ‘ Width _.-l*4B_ 68 L. P. * Length — 144 69 “ “ Width . — 146 66 H. P. Exhaust, Length.... 146 67 “ “ Width _... _ _2*9e_ TO L, P. “ Length' — T1 “ “ Width _ . Piston rods. Diameter Inches High Presiure S-»472 — Low “ Tail rods, Diameter, INCHES High Presture == VALVES slide Type roubl e Porti?d,£al„ Oetign_incr.*£al« Valve Co» Per Cent. Balanced 75a7_. Type of Valve MotionStaphansOZl— Greatest Valve Travel High Pressure, inches_ Za.0 Low ‘ * = Outside lap of Valve High Pressure, inches 1*5 Low “ “ _ Inside lap of Valve High Pressure, inrhos VAg, 0.1 & Low " * - Boiler Outside Diam. 1st Ring 67 Tubes Number 315 Outside Diam., inches 2 Pitch “ _ Length Between Tube Sheet*, inches _ 179aT6 Total Fire Area, tq. ft. 5*£6 Boiler Pressure, pounds 2Q5 Superheater 160 101 162 163 167 168 169 Grate Area, sq. ft. Area of Dead Grates 4.0.. Number of Tube.s Outside Diam. “ inches _ Grate area 39.5 29,76 Length of “ “ Firebox, inside. INCHES 171 58,71 77,93 Length Width Air Inlets to Ashpan, 114 _ 68 172 173 — 0.13 3.97 0.18 5.27 sq. ft. . 6*3 heating surface, Square Feet Of the Tub**, Water Side_ 2471*04 __ ' ‘ * Fire • 2162.40 * * Firebox, “ * 15 6.66 “ “ Soperh'r, “ * Total, Bated on * “ 2319.26 • of Firebox and Water Side of Tubes. 2627^90 BOILER volume WITH WATER SURFACE AT LEVEL OF 20 QAOE COOK 338*6 109,9 Water Space, cu. ft. Steam “ “ “ _ Exhaust nozzle Double Of Single Single Size, inches 5.6 25 Area, sq. inches 24.65 Reverse lever H. P. Notches Forward of Center _ 15. L. P. Notches Forward of Center — RATIOS Full Grate Heating Surface (138) to Grate Area (145) .41*79 . Fire Area Thru Tubes (119) to Grate Area (145) Q.09. .. Firebox Heating Surface (156) to Grate Area (145) 2.83 Tube Heating Surface (155) to Fira Box Heating „ Sur^ce (156) 13>^9 Ratios. Reduced Grato, •USED IN 0AL0ULATI0N8 DIMENSIONS OF E2a CLASS LOCOMOTIVE 5266. The locomotive used for the Reduced Grate tests. Table 3. 10 ■ p. at»t 8»iuJ4 Sheet LOCOMOTIVE : TYPE A.r4.-Z. CLASS .B2a NUMBER 5266,_ Pennsylvania Railroad Company Buiietm ko. a 950 to 953 FUEL:..P.Q»n....G:M. ...901.. to....91.7 Scalp Level Phiiedelphia, BeKimare & WukUgtee Beilroad Company Northern Central Railway Company Weat Jaraoy & Seaahore Railroad Company VEST DEPARTMENT Average Results of Locomotive Tests SUBJECT Altoona, Pa. 8-10-07 RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Daraticn of Tait, Nllaa per Throttle Opening, Full or Actual Cut..ff Per Cent, Coal Preeeure In Bailer, the. per Sq. inch Draft In Smoke Box, Inch.! Draft In Aih Pan, Inchaa CalorlAc Value of Dry Fuel, CIndore Coliected In Smoke Bex, Pounds Partial Cylinder* of Water ofWitar 8 .T.U.perLb. per Hour '■.P.aeat.aflTkrottlt 196 199 203 268 to Z71 217 222 226 248 238 950 OO-IS-F 3.00 19,10 Pall Penn 204.5 2.0 .1 14713 126 151 120-20-F 3.00 28.42 It Gas 201.4 3.4 .2 14864 49 952 160-25-F 2.50 38.02 M tl 201.9 3,8 .2 14664 48 953 160-3L-F 2.00 38,02 n It 1 198.9 7.3 .3 14864 91 901 60-1 5-F 3.00 19.10 ti Scalp 1201.3 2,0 .2 15264 52 908 120— 20— F 3.00 28.65 ti Level 1201.0 3.9 • 7 15167 101 916 160-24=# 2.50 38.20 « II 1 200.0 5.2 .3 15264 302 917 ?.60-27-F 3,00 38,20 II |l68.4 7.7 .3 16167 492 910 160-5Q-F 1,00 Cl 0,20 19 •' Il8-6.>L, 6-g Xa3 15167 ■ -2P7 BOILER PERFORMANCE EN6INE PERFORMANCE TEST Dry Fuel Water i4 EQUIVALENT EVAPORATION FROM ANOAT2t2<> F., POUNDS Boiler Efficiency of Boiler, Bated on Fuel Dpft ProMure la Superheat In NUMBER FIrtd par Hoar, Potisdi Pound! par SthFtef 6 rata to Boiler, Poondt per Hour Per Hour Per Hour per Sq. Ft of Fire Heat'ng Sur, Per Pound Dry*^uel Horee Power (34HU.ofE,) Fire- box, Branch Pipe, Puuedt par Sq. In. Branch Pipe Degrees F. 338 338 340 344 345 347 349 360 2£Q 230 950 1800 32.58 14647 17798 7,67 9,84 515.9 64.59 0.5 951 2585 46.58 20652 25235 10.88 9.76 731.4 63,42 0.6 952 3760 67 .89 27590 53764 14.56 8.96 979.7 58.22 1.2 953 5480 98 .74 35144 43030 1§.56 7,85 L247.3 51.01 2.1 901 1665 30,00 14673 17806 7.68 10.69 516.0 67.65 0,6 19P,3 900 2455 44 .24 20135 24434 10.54 9.95 708,2 63,36 1.7 1 197.7 916 4221 76 ,05 26436 32246 13.90 7.64 934,7 48.34 1.5 1 195,0 917 4802 86 .55 26670 34793 15.00 7.25 1008. 5 46.17 2.1 1 165.6 918 5581 100 ,58 3072! 37170 6^66 1077^ 42.41 ■2 A- 1 engine performance LOCOMOTIVE PERFORMANCE TEST NUMBER Pry Steam to Eaginet, Pounds per Hour Indicated Horee Power Dry Fuel Indicated Horee Power Hour, Pounds Dry Steam per Indicated Horaa Power Hour, Poundf C 0 1 Smoko- box gases Drawbar Pull, Pounds Dyramometer or Drawbar Horee Power Dry Fuel per Dynamem. Horee Power Hour, Pounds D 7 Steam per Dynamom. Horae Power Hoori Pounds Machine Efficiency of Locomotive, Per Cent Thermal Efficiency of Locomotlye, percent,, (iMedonFuel) ScQOke in Peroenli 214 879 380 381 266 383 384 386 398 399 950 14172 0 7059 359.6 5,03 39,42 3,44 72 951 2L448 0 7579 574.3 4.50 35,58 3.80 38 952 27326 .27 8766 888.^ 4.24 30.74 4.04 46 953 34800 .67 11790 1195,3 4.58 29,11 3.74 32 901 14077 419.8 3,97 33.54 0 */27 327,3 5.09 43,02 3.28 Vo 908 19548 667.6 3.57 28.81 0 7280 556.2 4.42 35.16 3.79 916 25529 LOU, 6 4.17 25.23' 0.06 8155 830.7 5.08 30,73 3.28 Record 27958 lO.yO.0 4.55 26,50 0.60 8757 892,1 5.36 31.34 3.10 30057 2a.4£ . 0.60 ..9571 ■ 071^,0 .5.72 L30.fl.T -am9a.- TESTS WITH THE WHOLE GRATE IN USE. Two coals were used, Penn Gas and Scalp Level. The first a high, and the second a low volatile coal. Table 4. 11 M. F. laMM LOCOMOTIVE: TYPE CLASS NUMBER ^66 Pennsylvania Railroad Company PhliMkIphia. Baltimore A Wothinfton Railrood Oompony Northom Control Railway Company Woot Jorooy A Seaohoro Railroad Company XC»X DK»=»A«TIVtKrsJX Bulletin HOp 6 FUEL: Coal Average Results of Locomotive Tests SUBJECT : Gxate. Iraa Bednhed to 39^5 ..aqp ft, Altoona, Pa., RUNNING CONDITIONS | BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duration of Toot, Hours Mllat per Hour ThrottIa Opening, FuNor Partial Actual Cut-off Per Cant, H.P. Cylinden Coal Pressure In Boiler, Lbs. per Sq. Inch Oran In Smoke Boa, Inches of Water Draft In Ash Pan, Inches of Water CalofHk Value of Dry Fuel, B.T.U.perLb. Cinders Collected In Smoke Box, Pounds per Hour I.P.ffi. Cat-eft Tkrtllta 196 199 203 2Utll71 217 222 226 248 238 905 925 926 928 60-15-F J.20-20-F 160-25-F 160-32-F 3.00 3.00 2,50 2.00 19.01 28,42 37,78 37,78 Full ft H 16 Penn Oaa 200,7 204.9 203.1 201.5 2.2 5.5 4.7 7.5 .1 .3 .3 .3 14411 14411 14411 14411 26 31 81 120 TEST NUMBER BOILER PERFORMANCE 1 ENGINE PERFORMANCE On'Ftel A«d per Hour, Pounda Dry Ftel per Hour, Pounds per Sq. Ft. of Grate Water Dellyerwl to Bollor, Pouada per Hoar EQUIVALENT EVAPORATION FROM AND AT 212° F., POUNDS Boiler Horse fewer (341 U.ofL) Efficiency of Boiler, Bated on Fuel Draft File- box. Pressure In Branch Pipe, Pounds per Sq. In. Superheat In Branch Pipe, Degrees F. Per Hour Par Hear pw 8g. Ft. of Firo Heating Sur. Per Poend el Dry Foal 338 339 ■ 340 344 346 34T 349 360 220 230 905 925 926 926 1602 25. 36 3952 5389 45.62 64,20 100,05 136.43 15003 20097 26550 34350 18483 24395 32286 41602 7,97 10.52 13,92 18,02 10.26 3.62 3,17 7.76 535.7 707.1 936.8 1311.7 68.76 64.47 54.75 52.01 0.5 1,3 1.5 2.7 TEST NUMBER Dry! Indkated Horta Power Dry Fuel per Horte Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, C 0 TiOX gsaee, Drawbar Pall, Pound* Oynamoototer ♦r Drawbar Horte Power Dry Fuel per Dynamom, PowerHour, Pounds Dry Steam per Horse Power Hour, Pounds Machino Fffcicncy of Locomotlee, Per Cent. per Cent. (BasedonFuel) Thermal Efficiency Sfeooke in Peroeni 379 381 266 383 384 386 398 399 905 925 926 0 0,07 0 0,4 7454 6072 9561 11980 377,8 613,7 963,3 1207.0 4,77 4.13 4,10 4,46 59.48 52.40 27.18 28,15 3.70 4.28 4,31 s5,96 18 24 36 52 TESTS WITH THE GRATE REDUCED as in Fig. 2, and using a high volatile coal. Table 5. 12 M. F. 894 A-Sixth Sho«t SxlUji LOCOMOTIVE: TYPE 4-r4r?^ CLASS IZS, NUMBER S;S66. Pennsylvania Railroad Company Philadtlphi*, BahiHiar* 4 WMhiagtM lUilrMd Cempaiiy Ner«h«ni Caatral RalhuMy Campaay Wm< J«r*«y 4 8«« Inch Draft In Smoke Box, Inches ofWtter Drift In Ash Pin, lichet efWiUr CiloHle Vilui of Dry FmI, B.T.U.perU. Cinders CoHocted In Smoko Box, Pounds per Hour 4 P. «. M.««f TMtIt 196 199 203 268 te 271 1 217 222 226 248 238 946 80-30-P 3. 00 19. 10 notches 27.5 Penn 1 195.1 1.5 .0 14713 30 948 120-20-F 3. 00 28. 65 Pull 18.4 Gas I 202.1 3,5 • 2 14713 42 945 160-25-.P 2, 50 38.20 23.8 ” 1 200.4 5.5 .2 14713 93 947 160~32~? 2. 00 38. 20 32.9 It 1 182.6 7.2 .2 14713 128 940 80-1 5-P 3. 00 19. 10 n 14,5 Scalp 1 199.1 2.3 .1 15077 104 941 120-20-F 3. 00 28. 65 •1 18,2 Level 1 3,5 .1 15077 324 943 80-30-F 2. 50 19. 10 »• 29.9 l» I 202,7 3.9 ■1 • •*' 15077 327 942 944 160-25-F 160-25-F 1. 1. 33 67 38., 38., 20 20 24.3 24.0 If tf { 1 195.1 1 ie7,>£ 5.7 • 2 .1 15077 15077 368 775 BOILER PERFORMANCE EN6INE PEf FORMANCE TEST Di^Fmi Dry Fuel HSMf* WiUr EQUIVALENT EVAPORATION FROM AND AT 2120 F. , POUNDS Boiler ESclency of Boiler, Bued on Fuel Draft Fire- box. Preuun Id Superheat In NUMBER Find ^Hour, Poud< Poindt per 8 951.3 57.11 2.7 195.8 947 5014 160 .48 33067 40426 17,43 0.06 1171,7 52.91 5,0 179.5 940 2195 73 .76 14527 17652 7.61 8,04 511,7 51.50 0,9 196.2 941 3366 113 .10 19613 23936 10.32 7.11 693,7 45,54 1.3 193.8 343 4406 146 .05 22050 26932 11.61 6,11 780.6 39,14 1.4 199,0 m =JM. 207 193 .§6 2( m 32846 14.16 5.32 952,1 34.08 1.8 191.8 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam te Engines, Pounds p^f Hour ladlcated Horse Power Dry Fuel P*f Indicated Hone PowrHour, Dry Steam per Indirated Horse Power Hour, C 0 1 5moko- I box gases. Drixrbar Pull, Pounds Oyaamometer or Drawbar Hone Power Dry Fuel P«f DyaimMi, Horse Power Hour, Dry Stum per Dyumom. Horn Power Hoar, Michlaa Elllclency of Ueomotlva, ParCont Thoraial ESdoncy of Lacoowthrs, per Cut, Smoke in Percent Pounds Pounds Peundt 214 379 380 381 286 383 384 386 398 399 946 11234 307.3 4.05 36,57 0 5064 259.0 4.81 43.39 84.28 3.60 2 948 19664 706.4 5,32 27*87 0 7336 560,5 4.18 35.13 79.35 4,14 22 945 26388 1O31V0 3.66 25,58 0.3 8360 851.6 4.43 30.99 82.54 3.90 ^°rec(rd 947 32408 1232,4 4,07 26.30 0.7 9831 1001.5 5,10 32.97 61.26 3.39 38 940 13816 417,6 5,26 33,10 0 6712 341,9 6,42 40,43 81,67 2,63 Ho 941 16996 685.9 4.91 27.99 0 7092 541,9 6»21 35,42 79,01 2,72 943 20889 720,0 6,12 29.30 0.47 [12321 627,6 7.02 33.61 87,17 i.40 Record HI 6.06 5.2Q 25,95 26l5L, _J^ \m ill± ilL jm JM m TESTS WITH THE GRATE REDUCED as in Fig 3, and using both a high and low volatile coal. Table 6. EQUIVALENT EVAPORATION PER POUND OF DRY COAL. CO-ORDINATE PAPER. J B. WtBB. Hot-oken, N. J. NtCATm, 2 13 EVAPORATION PER POUND OF COAL. The upper line is for the full grate and the lower line, showing much less water per pound of coal, is for the grate blocked off to the smallest area. The coal used was Scalp Level, a low volatile light friable coal. Fig. 4. CO-ORDINAI'E PAPER. J B. Weib, Hoboken, N. J. 14 EFFICIENCY OF BOILER. The large grate as shown by the upper line gives the best results. The coal has been plotted in total pounds per hour instead of per square foot of grate, because there were two sizes of grate. The coal used was Scalp Level. Fig. 5. 15 tests was run on three sizes of grates to show the effect of changes in the grate area when using Penn Gas coal, which is Table 1. Test No. Calorific Value, B. t. u. Per Pound Kind of Coal Grate Area Sq. Ft. Of Dry Coal Cinders Sparks 901 15264 11713 10868 Scalp Level 55.5 908 15167 10606 8484 u u 916 15264 9287 9042 u ' u 917 15167 9701 11617 1 u 918 1 15167 11497 10899 u u 950 14713 10808 19028 Penn Gas 55.5 951 14864 10659 9540 u U 952 14864 11430 11017 u u 953 14864 11312 10370 « ! 1 u 905 14411 11109 11109 Penn Gas 39.5 925 ; 14411 9008 9298 “ 1 1 “ 926 14411 10691 10572 u a 928 14411 9971 10452 ! « I u 940 15077 10227 10227 ! Scalp Level \ 29.76 941 15077 10868 11997 ' ‘‘ 1 “ 943 15077 11291 12216 i u 1 U 942 15077 11351 11977 1 U 944 15077 10660 11677 a u 946 14713 8623 10300 Penn Gas 29.76 948 14713 10061 11672 ! « -- u 945 14713 11198 11618 1 “ u 947 14713 10898 11018 a u high in volatile combustible and is representative of the kind of coal used on passenger locomotives. The grate areas chosen were those referred to in the first portion of this report, namely: full, 39.5 and 29.76 square feet. With this coal, the results obtained are very different from those with the low volatile coal. Figs. 7, 16 8 and 9 and Tables 4, 5 and 6 show the results with the high volatile coal. Unless the boiler is forced to high rates of evapora- tion, the evaporation per pound of coal and the efficiency of the boiler are not much influenced by the reduction in the grate. 25. It is noticeable, however, that the full size grate gives an equivalent evaporation of 18.56 pound per square foot of heating surface, as a maximum, while with each reduction in grate the evaporation is decreased. It is 18.02 with the medium grate and 17.43 with the small grate. The full grate is none too large for high volatile coal, and a reduction in it limits the output of the boiler. Cinders: 26. In Fig. 9 the cinders caught in the smokebox are shown with the dry coal fired per hour. At all rates of firing the cinders are increased with the blocking oflf of the grate, showing again that the full size grate is none too large. Smoke: 27. The smoke was observed during the trial with the high volatile coal with the results shown in Table 2. Table 2. Average Smoke (Ringelmann Scale) Penn Gas Coal. Test Miles PER Cut-Off Throt- Average Smoke Analysis of Smoke- box Gases Size OF No. Hour tle IN Per Cent Oxygen CO C02 Grate 950 19 1 1 15 Full 12 9.60 0 9.30 55.5sq.ft. 905 19 15 U 18 9.9 0 8.9 39.5 " 951 28 20 U 38 7.73 0 10.33 55.5 “ 925 28 20 u 24 7.9 .07 10.3 39.5 “ 948 28 20 u 22 7.33 0 11.0 29.76 " 952 38 25 u 46 7.07 .27 10.80 55.5 “ 926 38 25 u 36 6.4 0 10.7 39.5 “ 953 38 32 u 52 5.73 .67 11.13 55.5 " 928 38 32 u 52 4.4 .4 11.18 39.5 “ 947 38 32 i a 38 4.9 .70 11.9 29.76 “ 17 Flip® 11 ‘‘J laiiJii W w w 9^ Tm 1 I TfT 1 W 4 “P Td ;l Ml H i g ffl M 1 1 im -(- 1 : ■ 4 TI M ± 4 :■■ r- IS m 1 lliHI I 1 ■ii!! m 1 1 i % i !ti WS e;;' M 1 li- : 1 p |I ' i, M Td TT ti' f -H P E ffj® p f 't i { i|j I'iij !j-| w 1 ) II |i 1 #1' ilH P ii ii p Sptf gJ]L If it il!-: 1 M i! 4 Mj 4 ,1-; 4 ii' titi Aid P Ukiitji 4£ uii ill ii.il 4 tii U 1 iX m 4 % Mr lli ii'j f f j }! il I 4 “t T* ■il f ri ■ n.. 1 !■ J ■ P u ;|f:: tl" i 4t ill; it 1 _L 1 ■1 ® 4 1 H'i E 1 ii;i jl III 1 i imp i t H!i 1 If 11 lip 1 1 i 4 M iki 'ir 'K !:i r . 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Tp Eas:'ts: .!444 - *1 11 ::: 5:K::::;e:::;:R : 4" • -RT 4'h4- lill £^t , 4It S ' ill I'ti ! 1 [j'jT ^ ifrTM H ’’/I ^ ffir ±± USIl tfflttttt ' ■ tr ■ ^ i fli m ; uT M yj# By HtJ titi 'itr yS w ' F i m m PP p -f-jM 1 :f it4^_|4-|-[ t- tVrr ■tjtttttfT '-S'- -TTI it ffli S : H jn-j m i Iggg:; 1 Si m i g m iM 1 w i' g 4 P 1# P p til ifti S 1 if gti ti- w p U P 4 il‘- IIKI ! 1 f.r -Iti; Jiri jl!! titi mm jpi - 1- lill! m ml m II m g 'M M HI tii 1 1 P iti i < titi 4 II II j M PI 1 1 1 1 1 1 I 1 I 1 i 1 1 1 It# hM ii 1 E 4 m liii:::il Ilf 1 Hlil m ilii Hi Ills 1 1 1 1 1 1 1 1 1 m Ulii ffi 1 m Sis CINDERS COLLECTED IN SMOKEBOX. With this coal. Scalp Level, there is little difference between the two sizes of grate, in the quantity of cinders collected. Fig. 6. 18 EVAPORATION PER POUND OF COAL, PENN GAS COAL. With this coal the effect of the differeQce between the grates does not appear, except that the maximum evaporation is reduced with each reduction in grate area. Fig. 7. 19 EFFICIENCY OF BOILER, PENN GAS COAL. Three areas of grate. Fig. 8. CO-ORDINATE PAPER. J B. We»b. Hoboken, N. J. •.♦ negative. CINDERS COLLECTED IN SMOKEBOX, PENN GAS COAL. The effect of a reduction in grate surface is very clear on this diagram, and the large amount of cinders with the smaller grate indicates where the losses occur that limit the boiler capacity with the small grate. Fig. 9. 21 28 . In general with this high volatile coal the smoke shown is less with the smaller grate than with the whole grate in use. The decrease in smoke is considerable with the smallest grate. There is a decrease of 27% in one case and 42% in the other. 29 . The combustion on the small grate would appear from this to be better than the relatively slower combustion on the large grate, and this may be due to the combustion chamber that is formed at the front end of the grate over the blocked off portion. 30 . The figures from the analysis of smokebox gases are too inconsistent to be used as the basis for any deductions in regard to combustion on the different grates. 31 . After the tests on the E2a locomotive with the front end of the grate blocked off, a series of tests was made with a locomotive of the H6b class having the grate made solid around the edges. 32 . As these tests are similar to the foregoing, in that part of the grate surface was blanked or blocked off, they will be described in what follows: 22 GENERAL ARRANGEMENT OF H6b CLASS LOCOMOTIVE. Used in Solid End Grate tests. Fla. 10. “Tk r GRATE WITH SOLID ENDS. The second form of grate modification and results from its use. INTRODUCTION. 33. For a long time past the Pennsylvania Railroad Com- pany’s locomotives have had grates with side bearing bars that fit close to the firebox sheets so that no air can enter the firebox between these bearers and the sheets. The sheets are thus protected, for a space of about 2 inches, from direct contact with cold air entering the furnace, 34. It has been proposed, in endeavoring to prevent smoke, that this protecting strip be widened and the air entering through the grate be compelled to come up at a greater distance from the firebox sheets, and tests of such an arrangement have been made. It was expected that this blocking of the grate would result in better combustion and evaporation and a reduction in the amount of smoke on account of the higher furnace temperature that would be possible. The results were not as anticipated, and no advantage was found in the use of the solid end grates. There was an increase in the smoke and no saving in coal from their use. Description of Grate. 35. In order to test the effect of such a modification of the grate, a set of grates as shown in Figs. 11 and 12 were prepared for the H6b class locomotive. The photograph shows one section each of the front drop grate, half grate, filling piece and one section of the rocking or finger grate bar. The pieces shown, make up the forw^ard end of the grate on one side of the firebox. 36. On the outside end, or the end of each grate bar nearest to the sheets, the openings through the grate have been closed up or the ends made solid. This solid part is about 6 inches wide, making a section of solid grate about 9 inches wide, if we include ( 2 , 3 ) 24 the grate bearing bar, all the way around the firebox. The firebox sheets were thus protected more perfectly than is usual, and better combustion and less smoke was expected from this arrangement. 37. The total grate area, measured up to the firebox sheets is 48.66 square feet and the air openings through the grate with solid ends are a total of 15.41 square feet or 31.7 per cent of the grate area. The grate without the solid ends, or the standard grate for this locomotive, has air openings of 17.6 square feet or 36.4 per cent of the total grate surface. The Tests. 38. Five tests of this grate were made and they were chosen so that they cover a wide range in evaporation. All of the tests were made with an H6b class locomotive, see Fig. 10. There were two speeds and cut-offs. For com- parison with them, five other tests with this locomotive at similar speeds and cut-offs with the usual or standard grate have been selected. 39. In all of the tests Jamison run-of-mine coal was used. The analysis of this coal is as follows : Fixed Carbon 55.57 Volatile Combustible 31.59 Ash 11.95 Moisture 0.89 100.00 Sulphur 2.21 B. t. u. per pound of dry coal 13540 The firing and handling of the locomotive were the same in all of the tests. 40. The results of the tests are shown on Table 9 and diagrams Figs. 13 to 16. 41. Table 7 showing observations of the smoke, would indicate that there is a trifle more smoke with the solid end grate than with the standard grate. 25 GRATE WITH SOLID ENDS. As applied to H6b Class Locomotive. Fig. 11. 26 Table 7. Te?T Number Test Designation Average Smoke Number Standard Grate Solid End Grate ! M.P. H. Cut-Off Throt- tle Stand- -ARD Grate ! Solid End ; Grate 1200.400 1 1200.405 12.86 1 20%: Full 12 I 14 1200.399 1200.406 12.86 30%: u 12 14 1200.401 1200.407 12.86 1 40% u 12 ! 16 1200.404 1200.408 19.3 ‘ 40%: u 22 26 1200.410 * 1200.409 jl9.3 i 45%: (( 32 30 1 This is further illustrated on the diagrams Figs. 13 and 14 which show the average smoke with coal fired and the average smoke with water evaporated. 42. On the diagram of evaporation per pound of coal and evaporation per square foot of heating surface (Fig. 15), no difference can be found between the two grates. The boiler capacity is apparently not limited to any great extent, by the use of this solid end grate. Conclusions (Grate Area Reduced). 43. It has been demonstrated that with a light friable coal which easily forms cinders and sparks in large quantities, the blocking off of the grate has a very bad effect and there can be no justification for making the large grate smaller. If the low volatile coal is to be used in locomotives which are operated at rates close to their capacity, there should be provided a larger grate area than is now customary. 44. With the gas coal the conclusions are not so decidedly in favor of the full grate, for with this coal there is a little less smoke with the smaller grates, but at the same time there is a reduction in the capacity of the boiler to generate steam which is a much more serious limitation to the usefulness of the locomotive than is compensated for by the slight reduction in smoke. We must conclude, therefore, that the methods of blocking off the GRATE BARS WITH SOLID ENDS. Each of the different shapes, which make up the whole grate, a'-e shown. There are four of the drop grate sections and 18 of the finger grates. Fig 12. 29 grate, that were investigated, result in limiting the power of the locomotive, and the slight advantages shown in ease of firing and reduction of smoke would better be secured in some other manner ])y which the locomotive’s power would be increased, rather than diminished. Recommendations (Grate Area Reduced). 45. These tests disclose the fact that any limitation of the active portion of the grate reduces the maximum capacity of the locomotive and the practice of reducing the grate should not be permitted with either high or low volatile coal. Conclusions (Grates With Solid Ends). 46. From these tests it appears that there is no advantage shown by the solid grate. The evaporation per pound of coal is not improved, and there is more smoke than with the standard grate. (Paragraphs 41 and 42.) Recommendations (Grates With Solid Ends). 47. There is little promise of important developments in smoke prevention from such devices as this solid end grate, and our recommendations are, that further efYorts in the improvement of combustion be directed along other lines. C. D. YOUNG, Engineer of Tests. Approved : J. T. WALLIS, General Supt. Motive Power. Test Department. Altoona, Penna., August 31, 1912. 31 M. P. 894A_ M- lOK LOCOMOTIVE: TYPE 2-a-O CLASS _H6b. _ NUMBER 2860 7 t imn Pennsylvania Railroad Company Philulalphia, Baltimore i Wathingten Railroad Oompany Northern Central Railway Company Weat Jertey dL Seathera Railroad Company Bulletin Ho* 8 TEST NOS., 1200,399 to TEST OEPARTrviEr*JT Average Results of Locomotive Tests 1200,410 SUBJECT: Standard and Golld End Gratos Altoona, Pa., 4-20-1912 Driving Wheels Piston Rods, Diameter , Number of Pairs 4 Inches 2 Approx. Diameter, inches 66 74 High Pressure _ . 4 184 Engine truck Wheels 76 Low “ — 165 14 Number - _ B - TAIL Rods, Diameter, 166 16 Diameter, inches ___- 3a _ INCHES 167 trailing Wheels 78 High Pressure . •168 16 A* • 80 Low “ . . .r _ - 169 Wheel Base, feet VALVES 17 Driving Wheel Base.. _ 16,26 62 Type Vlaton 13 Total Wheel Base 24,84 83 Desigt*Amr,Bal, Valve Co, 19 Gage of Wheels 4,75 84 Per Cent. Balanced 100 WEIGHT OF ENGINE WITH WATER 86 Type of Valve MotionWalscbOOrtB 1 60 AT 20. GAGE COCK AND NORMAL Greatest Valve Travel FIRE. POUNDS 86 High Pressure, inches 6,26 161 20 On Truck 21667 88 Low • « „ 2 1 “ 1st Drivers 45667 Steam lap of valve 162 22 ' 2d ‘ 42683 90 High Pressure, inches ,91 163 23 • « 47500 94 Low “ “ 167 24 • 4th * 40850 ExheuatLAp of valve 26 “ 5th ' 98 High Pressure, inchesWog, ,QS 166 26 m . 102 Low * * ^ 169 27 Total — .. 198267 _ BOILER 28 • on Drivers 176600 113 TypeBalpftlra^r.'l da FireboX- 171 Cylinders 114 Outside Diam. 1st Ring _71,l8 Diam. and Stroke, H P 22 X 28 Tubes 172 . . « . p 116 Number 373 CLEARANCE IN PER CENT. OF PISTON 116 Outside Diam., inches 2 173 DISPLACEMENT Pitch “ 2,6875 40 H. P. Right, Head End 12,5 118 Length Between Tube 174 4 1 “ • Crank “ 10,7 Sheets, inches ... 164,28 42 “ Left, Head “ _ 12,2 119 Total Fire Area, sq. ft. 6,23 . . 43 “ ' Crank “ 10,8' 124 Boiler Pressure, pounds 205 44 L. P. Right, Head - Superheater 46 • '■ Crank “ - 126 Number of Tubes — 46 ■ Left, Head “ 126 Outside Diam. “ inches — 47 ■ • Crank “ , . r 128 Length of “ “ — Receiver, Cubic Feet Firebox, inside, inches 48 Volume Right Side ^ 132 Length 116,32 49 * Left “ 133 Width 65,04 _ . STEAM PORTS, Inches 137 Air Inlets to Ashpari, 50 H. P. Admission, Length 30 _ sq. ft 7,66 6 1 • • Width 2_ Grates 68 L. P. • Length - 144 Type — RocJciug finger - 69 • • Width - 146 Grate Area, sq. ft. 48,66 66 H. P. Exhaust, Length Ko port— 146 Area of Dead Grates 0 67 ‘ “ Width . Air inlots throucJi gratos 70 L. P. * Length - •q. ft, 15,41 71 Width .. Heating Surface, Square Feet Of the Tubes, Water Side 2673,68 _ ■ • ‘ Fire “ 2339,23 * “ Firebox, * * 16Jj,06 “ * Superh'r, ‘ •“ . — Total, Based on ‘ “ 2606,29 of Firebox and Water Side of Tubes 2833^74 _ Boiler Volume with water surface at level OF 20 QAQE COOK Water Space, cu. ft. 349,7 Steam - “ “ 83^1 Exhaust Nozzle Double or Single _ 3 ingle Si/e, inches 6,63 Area,sq. inches ^,69 Reverse lever H. P. Notches Forward of Center 22 L. P. Notches Forward of Center — Ratios Heating Surface 058) to Grate Area 045) 51,49 Fire Area Thru Tubes 019) to Grate Area (145) _ .13 Firebox Heating Surface (156) to Grate Area (145) .?.41_ Tube Heating Surface (155) to Fire Box Heating Surface 056) nJSEO IN CALCULATIONS DIMENSIONS OF THE H6b CLASS LOCOMOTIVE on which the solid end grate tests were made. Table 8. 32 M. g. 394 A -aixth Sheet » sluJi LOCOMOTIVE: TYPE 2-8rP CLASS NUMBER Pennsylvania Railroad Company Philedelphie, BsHiawM & Wnhiegton Reilrud Cempaiiy Norihern Ccatrel Railway Company Wcat Jaraoy & Saaahoro Railroad Company TEST DEPARTMENT Bulletin VOp 8 FUEL : . Jamison CqsI AvERAQC Results of Locomotive Tests SUBJECT: Standard and Solid find Gr&to Altoona, Pa.,. RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duntlon of Test, MilO! per Throttle Opening, Full or Actual Cut-off Per Cent, Kind of Pra!!ure In Boiler, Lbi. per Draft In Smohe Box, Incho! Draft in Ash Pan, Inchn Calorific Value of Dry Fuel, Oadars Collactad In SnxAa Bex, Pounds Hour! Partial Cylindort Crete Sq, inch of Water of Water B.T.U.porU. psr Hour R. P. a. Citefl Ttnltla 196 199 203 268 te 271 217 222 228 246 236 1200.400 80-20-F 2 12.86 Full 1 ttandar^ 202.4 1.5 0 13540 19 1200.399 8G-30-P 2 12,86 N 99 204.8 2.1 0 13S93 24 1200.401 eo-«io-F 2 12.86 •9 99 203.8 3.6 0 13540 69 1200.404 120-40-F 2 19.30 •9 99 198.3 5.3 0.1 99 94 1200,410 120-46«F 1 19.30 m W 202.9 5.6 0,2 99 254 1200.405 80-20-F 2 12.1 36 •9 204,8 1.4 . M 17 1200.406 80-3 0-F 2 12.86 *• 99 203.0 2.1 0.1 19 27 1200,407 80-40-.F 2 12.06 99 99 205.1 3.4 0.1 H 37 1200.408 120.40-F 2 19.30 99 99 107,8 5,0 0.1 99 94 ^,409 120-4 5-F 1 19.30 99 99 6.5 0>2 99 254 BOILER PERFORM lANCE ENGINE PE IFONMANCE TEST Dry Fuel Dry Fuel Water Dolivofcd equivalent evaporation PROM ANQ AT 2t20 F., POUNDS Boiler Efficloney of Boiler, Baood on Fuel Draft Praooure la Superheat In NUMBER Fired per Hour, Pound! Pound! per Sq. rt of Onto to Boiler, Pound! per Hour Per Hour Per Hour per 8q.7t of Fire Heating Sur. Hone Powor OAHU.ofE.) In Firebox BnnchPIpa, Poaadi parSq. In. Branch Pipe DegreaaF. 338 339 340 344 345 347 340 360 220 230 1200,400 1867 38, .16 14850 18237 7,28 9.82 528.6 70,05 0.7 1200,399 2346 48, .21 17678 21509 8,59 9.17 623.4 66.13 0.8 1200.401 3469 71,29 23844 29046 11.59 8,37 841.9 69.70 1.3 1200.404 4893 100, .56 30625 37273 14.88 7,62 1080.4 64,35 2.0 1200.410 55S0 113, ,65 33058 40155 16.05 7.26 1163.9 51,79 2.0 1200.405 183S 37. .68 14435 17467 6,97 9,62 506.0 67.91 0.6 1200.406 2S40 48, ,09 17416 21186 8.46 9,05 614.1 64,55 0.8 1200,407 3274 67, .28 23467 28643 11.45 8,75 830.2 62.41 1.2 1200.408 5042 103, .62 31010 37786 15.08 7,49 1095.2 53.45 1.9 1200.408 16.80 1147.4 53^06 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST Dry Steatn to laiilcaM Dry Fuel per Dry Steam P« C 0 [ Drawbar Dynamometer Dry Fuel per Dry Steam pw Machine Effidency Thermal Effidoncy Saolso NUMBER Engines, Horse Indicated Indicated in Pull, Drawbsr Oynamam. Dynamom. of of In Pounds porHour Pouter Horse Power Hoar, Horse Power Hour, Gases Pounds Horae Powor Hone Power Hour, Horse Power Hoar, Locomotivei Per Cent. Lacomotivo, per Cent,, Per oont Paaads Poundt I Pounds (laaodonFunh 214 370 360 361 286 383 384 386 398 399 1200.40C 14306 0 14034 481.4 3.86 29,72 4.87 12 1200.399 17400 0 18027 645.6 3.63 26.94 5.23 12 1200.401 25466 0.2 24968 856.5 4.05 27.40 4.64 12 1200,404 30254 0 20301 1044.6 4.68 26.96 4.02 22 1200.41C 32658 0.8 21743 1110.7 4.94 29,19 3,80 32 1200.40f 14220 0 14176 486.3 3.77 29.24 4.99 14 1200.40( 17206 0 18497 634.5 3.69 27.12 5.09 12 1200 ,40T 23170 0.4 26051 859.3 3,81 26.96 4.93 16 1200.404 UQ0.4QS 30635 —32102. iiJ Lm mi 1:8 i8:il m $$ RESULTS OF TESTS OF SOLID END AND STANDARD GRATES. Jamison Coal. Table 9. coordinate paper. J. B. We>B, Hoboken, N. J. BtGATiTt, 33 SMOKE, AND COAL FIRED, The solid end grates make a little more smoke than the regular form of grate. Jamison Coal. Fig. f3. CO-ORDINATE PAPER. J B. WEBB, Hoboken, N. J. megaTIVE, 34 SMOKE AND EVAPORATION. The solid end grate again shows more smoke than the standard grate. Jamison CoaU Fig. 14. EQUIVALENT EVAPORATION PER POUND OF DRY COAL. CO-ORDINATE PAPER. J B Ws»B. HoPok«n. N. J. NECATirt. 3r> EVAPORATION PER POUND OF COAL AND RATE OF EVAPORATION. No difference can be found between the two grates. Jamison Coal. Fig. 15. ^ ATE PAPER J R WiM Hoboken. N. J. ‘ «CAT 6 ■■“•si:: :i ::::::! 11:1111 mil: 1 ii <° P iU:::::SS i:::::;::::::::::::: : i ::s::: i:::::: lliill ifnnsnsii 111:11111! ::::::: Hii 11 ilia: ~r iSiiiiHSUSHHii : itiiiiit ill Ig ^ jf f HI 111 Iji 1 liii W ililoiill "iUidS Lit ip Sf iw4 ilg 11 H 11 k. 1 m ii i m iii " - 11 Hilill- ::::::» ’ :Kn:B ss::::: Isssi: 11 w ii pp spii ill ijilHij JUiHI illi III s::::: Hmil ;;;;;;! Hi! i 1 ZOO mi tsc — 1 8 ii 1 s -gilt; MM s Ii pgj Jpg iniilisU ss:ss:: sHKiSir ■Hii liiil :::: hk: SWdWa iililli liil i IP ja Bi i •litiiL' Tft SHiliSu ^t: litii !!»!»»: IS. m ii boiler pressure, lbs. per so. in. ^ 36 EBfi zzit: — f j-iHH-irs lii-iOlH mt pi HilHlii iiiiiii :::: mff a mm iHUl ii mm i 1 ii mm m 1 1 1 I ^ { ii ii iff p 111 111 lUIlH liil :::::!s::e HHHiiiil ::H:HH1: sss:ss lllf Ilf Ifijn 11 sa:n:::a UHHt;; s::s: llHHl ss::; iliinj His:: s::s:: :::::s 1 1 a-IHnSs: Hjisisif iili HIFSUH nUHsif iliHliil ilitlii mi = ' Si IS B liS m IflHi-nSHS: ^ss-sH;:: Un;:: ■••1 illi li REVOLUTIONS PER MINUTE AND SPEED IN MILES PER HOUR *' SOQO 1 ii j mwf T S Pag w. M ii ^isHjlin HU ::::::! :::ss::u jiisns |i i IP DRAWBAR PULL. POUNDS | 1 j U plli L--- mm liil ill in; 1 ii Ii liiii nil :ss:sn:us iii IHiL lii|i|i ■yriii liilnr ::::::: s;:::: i« 1 i i 3 a ml H K ffl ^11 ISii fiiil “ HHiaS! ::u:s:e I 1 1 ii II HnnHjis ::ssais iilf PI" iilTinf J.: M 1 II m •HHp yiili Hii ss jiiiiil IB BB llli ifsin? 1 mil Pllllljl - ^:::l HHin:: »!i] lilHII iHl Hi HsiH-sis:; ::::::::::: ;::nr:r I 1 ml ii ■ SSSiriH! m m ilHli IHHHI: .. t“ ::::: I II :: :b::S:L i«** 1 liil 1 I ill * ill 1 [- Ilf 111 4:1:111 ituii: i i ii Kit P i: !:; ::: fill -Mi s :s::: HH i:s::ts;: ::::s: 30200 _Q_ iliiiiii ill;;? WM Rsnaia 11^ mw ii illi -Hi:: ::t:R:::: ‘ H-nHT: ““ •is: 1 liiii liiil iilii Oir is: :::: ss 1 iis i! !:> ::::;::s liiil iii^iif Iii tilt 1 iliii ii ijl mmE Stf tfati III iii liiiLjp i|. s 4 ! I i pi ^Jiii iiHHHi; I;; Iii ia iP iii lit JB if i 0 Iff ‘llsidiH H!n - liil "“I : :::::::::: t I:::::-:: 1 III? 1 >••• m il •HHiiS uxsssss 1 '§ 1 1 iii iSS Ssiil ■ 11 Iii 11 mmm 1 O 10 <;UPPCR riOURES R. P. M I.OWCP riOURES APPROX. SPEED IN MILKS PER HOUR 20 30 40 80 1 lO 20 30 40 SO t LENGTH OF TEST — MINUTES AND 2 'O 20 HOURS 30 40 SO 2 Locomotive Type 4»r4.^ Class *2a Number 5266 S»««< Ir M»«< Mf Hssr 1 . Rsssliitlons per MIsuts Cut-off PsrCsnt., H. P. Cylindsrs Throttle Opening Full PsrfisI Evtporstior Pousdt of Witer per Pound of Cool Tes T No. 918 lEt no. P^15 88.S I 160 30 Poll 5,43 She 41 M. P. Bxp«ntDent«i D-1 12 ft J0U Pennsylvania Railwoad Company Pmilaulphia, Balpikmc at Waimmutom Rwlmoad coarllMv NomHcna Ccktral Railway C<»Ar*MY< WUT Jtmr \ SCA.HOM Railpoao Comaant Sheet no. P--317 TEST DEPARTMENT Bulletin No a Graphical Log of Locomotive Test arata iraa Reduced. AiTooRA, Pa .4-10-1907 LENGTH OF TEST — MINUTES AND HOURS LOCOMOTIVE Type 4 - 4 » « 2 Class E2a Number 5266 Speed Mdcs per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cyliodori Throttle Opening Foil Partial Evaporation Poundi of Water per Pound of Coal 37,78 160 25 Pull 6.62 Sheet No. iU517 42 M. P. Experimental D-1 Pennsylvania Railroad Company 11 I itu « * w >4 Sheet No, P-318 Orate ifroa Reduced, West Jersey a Scrshore R«ilro*o Cumprrv TEST DEPARTMENT Bullotlll NO. Graphical Log op Locomotive Test Altoona, Pa.. 4»*11««1907 SUPPER FIGURES R. P. M. LOWER FIGUR ES APPROX. SPEED IN MILES PER HOUR Locomotive Type 4-4-2 Class B2a Number 5266 40 50 I lO 20 30 40 50 ^ LENGTH OF TEST MINUTES AND HOURS Speed in Miles per Hsur SevolutiSBs per Mlsuts Cut-off Per Cent., H. P. Cylinders Throttle Opening Fsll or Psrtlsl Evaporation Pounds of Water per Pound of Coal 37.78 160 32 Poll 6.29 Sheet No. 43 M. P. Experimental D-1 PENNSYLVANIA RAILROAD COMPANY Sheet No. P-319 TEST DEPARTMENT Bwlletla Graphical Log of Locomotive Test No Orate irea Radaoed Altoona. Pa.. 1*^9—1907 UPPER FIGURES R. P. Iv1 . L.OWER FIGURES APPROX. SPEED IN MILES PER HOUR locomotive Type 4-4-2 Class sZa Number 20 30 AO SO I lO 20 30 40 50 ^ LENGTH OF test MINUTES AND HOURS 20 30 40 50 5266 Speed Miles per Horn RevoluHpns per Wl.mlT Cui-sir Per Cent., H. P. CvV'Juri Tprottle Opening Full Parral Lvjpo.'ution Pounds nf Water per Pound of Loni 36*2 160 25 Pull 5.57 T e ST No. 944 Sheet No. ^-319 44 M. P. Experiuieatal D-1 Pennsylvania Railroad Company PHIHOewPMIA. Baltimow i WASMINaruN Railboao Compakt Northcan Central Railway Company West Jersey & Scasnorc Railroao Compahy Sheet No. P^20 test department Bulletin No. 8 Graphical Log of Locomotive Test Grate Area Reduced altooma, pa . 1-31-07 — tfl J 0 < z Od U o a. FEED WATER POU N DS m : Ttj; tt Lffim a JT5 m SE: sIjP •g gt P 55^ TO .3:;:u;hk::;:::;; ■*T^ tip* .f4-f -H— 4444it a T* irr: ;:ii ilfieaiaaffifiEiii iH ::u:n::;:i:K::::: p pp g:S}fy pp a Ig a Hty jiaf i!i ::;i ii a Hi TO in wf M iHniiilliillii P m Rp l:S: \izi\ ::h::::su eiSH: w S 1 Hi; UK* r ii rtn* uii M TO ii W !il 6 1 im P la a 5 a ip S 1 it UU i:;t *1 u;j n f ! ii TO :nr i; ill i Mg HI ffi P Pp |ip a ttrr Ti fr?? U 4i 4- i UIa IP -41 -lr4 t U B' 1 — ifiiiiz Sp a irti Hi; ; JH a TO ig[ tilt || i 1 -ffu tfe TO BH TO TO Si 1 1 1 11 ■ "*S; MMk li id a m - 1 tft i 1 HH IHiil •4! 5 jl iiU hE5 ii aL 1 lid W @ liHpH i 1 P 5;:! iKU lliilHil ryanqt:::::^::; iHHI-ibn::!:!:! :H;;n piSti n-.f pn a p 1 i IB 1 Mg ♦Hu TO tTO UUJ if j m P llg| iHiilliynilililli SK m »H::SS giiHs ii 1 un i'-4, TA4L-2 rA 2^ y-^ g if’; H? Ha uH iat a.'[ 1 1 "tlSI -|Ha ?? TO1 ■g ruii s 1 1 1 Ii I 1 llji ?500 m tr^ ilH ffll IT. a? ( % a r :: yu iX Bit MTt i f- ||k g TO t il Sfi 1 1 1 ss HE is Kr pi Ii i II” -1 15 TO 1 :ta| i;U 1’ fi.' „ f 4 :: ,tn nr ^1 1. X 1 P TO |i! * 1 llil w ;a; S ifil a gr :i:: —5 4 T V.W P BOILER PRESSURE. LBS. PER SO. IN. | 38 iiS Pps t; Hu 15{J t 4m -^r i!i- ”*T > IF HP 1 H ||!S1ih pH ■rpp ^ HH U1 Hn :: •i :...| 4 z M !i r if if 't r-| P W" H i S P ill 'ex O z q; UJ a tA ■ X z s ifi 0 z < z 1 z 0. z h > a: i3DCDC & re: iia 5a H t 1 juj ^ J-H fr T i ^§1 Ii i P itBijp i 1 ii n nm Hr ?ir mm^ rjii ■we*— -^y 1 1 i 1 1 Ii® 1 m Vjt 11 SSie 1 1 1 1 m 1 1 m 1 1 5^ pia Hi I 1 1 H DRAWBAR PULL. POUNDS 1 mrnm Sli 11 11 HS Ilf ^11 M i CHT~ an- " 4n. H’T [a If ^ 1 1 m m 1 1 g 1 1 1 I 1 1 i 1 1 1 -fr- . a i ki iL 1 s I S 1111 utas:ntr iHi;n»5i mwi Itei ii iiii Kh:3i a" :::: f tl a- / r rf: F*- ***1 1* “1 PPR 1 trpHji 5aa L mT a. a :? i::: T ‘ 1 1 TO TO ti 11 i'li 2 lii r 2000 5p ;:n. Hi* i 7 t a1 I a: Ttp TO f? It --- hi* ii: iluptjp 11 1 - / I t |Tr !ui 5; 1 T^nn a aaj I lUU TTT* 4L la: jiii 1- J , cJ M- a Ttr- ^ 1 1 JlauUkcJ pjM I^Ui IT arri a y i TTTtl ::ui ?UT :iu Ti 2ii ijii “ t" 3! iu 4 I Htn :t mil hTT 7 E Ptl S ‘Hn ■* 4“ 1 uy 4 iia HI; rM- t! j 1 I, 1 1 ii ri‘ 5tr ht jf 3 1 fjf fl > [iSljfl §1 p - 'J' ' t|: HIT u iT ;:il TO t? I “, 1 ‘ »! pn tj 't P k 1 i'l 1 1! TOon _Q_ 0 m iS a ipH]! " ::t! — 4i s 1 “JM FT L. P aa hr p P si. t Lilli'S liillli "irr T’ arf 1 T u - s h: J i'A •- H, L pi ffi s p tnf H iB ttn iff* ^ |2i;s.|. Pi' L' i amaHaii ftsfi im id Hfc £ '' ' J"*! i.r - P njikt i i illi O lO 20 30 AlO SO 1 lO 20 30 AO SO ^ 30 AO 50 ^ I-IUPPER FIGURES R. P. M LENGTH OF TEST — MINUTES AND HOURS l_OWER FIGURES approx. SPEED IN MIL.es PER HOUR Locomotive Type 4-4-2 Class B2a Number 5266 Spetxl in Mil«s per H0..r RevoluNons MIruIs Cut-off r*™"'' For Cost., cyii»«i.n p;;„ EvaporstioA Poundi of Witsr psr Psuik) of Coal Test no. 946 38.2 160 25 Pull 7.04 Sheet No. P^20 45 Sheet NoP^-JUa M. P. Bxp«rlim«ni«l D-1 Pennsylvania Railroad Company PMnAOXLPHiA, BALriMam & Wachihotoo Railroad coairant Nortmcrm Ccmtiuu. Ra lwav Coaaraiiv W i»r JtR«K A SAAUion Railroao Comramt TEST DEPARTMENT BallStlS Graphical Log of locomotive Test NO. 11 1 ini iiu^ 8 Locomotive Type <^-^2 Class B2a Number 5286 Speed H»ur ReralutiMii ixr MiRuti Cul-eir Per Cent., H. P. Cylinders Throttlf OpeniDK Full Partial Evaporation Pouadt of Water per Pound of Coal 38.20 160 32 Fall 6.62 Sheet No. P-521 46 M. P. Experimental D-1 Pennsylvania Railroad Company PHtLAOCLFHlA, BALTUftOAC A. WASKIMOTON ftAlLfl Noathcm Ccntral Railway CoMfANv Wur JtRSCY A. SCAtHOflC Railroad Com^amy 13 • 1311 «xi«K Sheet No P-S22 TEST DEPARTMENT Bulletin Graphical Log of Locomotive Test (irate Area Reduced NO. Altoona, Pa.. 3-8-07 UPPER riGURES R. P. M UOWER FIGURES APPROX. SPEED )N MILES PER HOUR L OCOMCrWE Type 4-4-2 Class E2a NuMsen 6266 20 30 40 so ^ 10 20 30 40 SO ^ LENGTH OF TEST — MINUTES AND HOURS Spevd Mil«s per Hour Revolutions per Minute Cul-off Per Cent., H P. Cylinders Throttle Oponirc; full or Part'ol Evaporation Pounds of Water per Pound of Coal 38.0 160 25 Pull 7,23 Test No. 952 Sheet No. P-322 r 47 M. P. BzD«nnicmt*l D- 1 Pennsylvania Railroad Company U » mi sxUH PmiKOCIMI*. BALrMom A Wa«HHWT(»< R«il>kmo NORTHCIW CcNruL Railwat CoarANT WUT JIRUr A StASHOM Railaoa/j Cumaa Sheet No P-SSS TEST DEPARTMENT Bullotln Graphical Log of Locomotive Test NO. Orate Area Bednced Altoona, Pa , 3-9—07 UPPER LOWER SPEED FIGURES FIGURES . IN MILES 30 40 30 I lO 20 30 40 50 ^ LENGTH OF TEST — MINUTES AND HOURS Locomotive Type 4-4-2 Class E2a Number 5266 Sprfd M'ies per Hour RevftlutiiHi» per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening FuM or Partial Evaporation Pounds of Water per Pound of Coal 38,0 160 32 Pttll 6,33 Test No. 953 Sheet No. Pw323 48 49 M. P. Bxperlmantal D -1 Pennsylvania Railroad Company nwjwcLrHiA, BuirnKMi & WAaMNOTon R*h.k>i)o Co«r«m NOMTHCMI CCRtlUa RAH.WAT COAIPAHT u t mi s*foB Sheet No. Ikj(25 Wnr Jkrmt A Sia«mom RAtuwAO Comtaat TEST DEPARTMENT Graphicau Log of Locomotive Test Bolletln No. aratea with Solid liinds Altoona. pa.. 12 - 22— 1909 SUPPER FIGURES R. P. M UOWER FIGUR es APPROX. SPEED IN MILES PER HOUR Locomotive Type 2-«-0 Class Hgt Number 2860 30 AO 50 I LENGTH OF TEST — MINUTES 2 AND HOURS Speed fliles per Hour Revolutions p«r Minute Cut-off Per Cent., H. P. Cylinders Throttle Openipp Full P»rt'»l Evoporatiop Pounds ciT Water pe Founj^ o£ Coal i 2 * 8 e 80 40 7.10 Test No. 1200*407 Sheet No. Bp326 PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN No. 9 (REVISED) FonMERLY Bulletins Nos. 11 .\nd 28 SELF-CLEANING FRONT END Copyright, 1912, by Pennsylvania Railroad Company 1912 THE E3a CLASS ATLANTIC TYPE LOCOMOTIVE. The type of locomotive used in the Front End tests. ( 4 ) CONTENTS. I. Self-Cleaning Front End for E Class Locomotive. PAGE Introduction, Reasons for adoption of self-cleaning front end and general principle of their design 7 Description of standard front end. Front end used on E or Atlantic locomotives 8 Master Mechanics’ Association front end 9 The locomotive on which the tests were made 12 Draft and back pressure 12 The tests ‘ 18 Preliminary tests 21 Table 1, draft in front end — Scalp Level Coal 22 Final tests 29 Tests with different firemen 31 Table 2, Self-cleaning front end compared with standard. 37 Conclusions 52 Recommendations 62 II. Self-Cleaning Front End with H6b Class Locomotive. Introduction, Self-cleaning front end H6b class locomotive 41 The standard front end 41 Front end with baffle plate 42 The B. & A. V. or Buffalo self-cleaning front end 42 Erie Division or Sunbury self-cleaning front end 42 Self-cleaning front end as designed and used on the Lines West 42 The tests 42 Conclusions 53 Recommendations 53 ( 5 ) LOCOMOTIVE TESTING PLANT. r- SELF-CLEANING FRONT END FOR E CLASS LOCOMOTIVE. The development of a Self-Cleaning Front End for the E Class or Atlantic Type Locomotive. Conclusions and Recommendations on page 52. INTRODUCTION. 1. In this bulletin is described the development of a self- cleaning front end for our Atlantic Type locomotive, and a comparison is made of some forms of front ends on our Con- solidation locomotives. The results of the experiments lead us to believe that satisfactory self-cleaning front end arrange- ments have been found which will increase the capacity of these locomotives for sustained runs without decreasing their efficiency. 2. Our locomotive smokeboxes retain a large part of the cinders entering them from the tubes, and provision is made for cleaning them at terminals or at coaling points on the division. This regular cleaning out of the accumulated cin- ders is an expensive and troublesome operation, but a greater objection to the retention of cinders in the smokebox, is the fact that they fill the passage through which the gases are drawn, and interfere with the draft. Eventually, in many cases, the passages are so closed up that the locomotive fails entirely. 3. It has seemed desirable to remove these conditions, which limit the steaming of the locomotive, and various devices have been tried, the object of which is to cause all of the cinders to be discharged from the stack. The method of producing this self-cleaning effect, is to create, in the smoke- box, a restricted opening, through which the cinders are drawn (7) 8 in a rapidly moving stream of gases. If the passages in the smokebox are large, the flow of gases is too slow 'to carry along the cinders. 4 . At the same time that the narrow passage is provided, the other parts in the smokebox must be adjusted so that the whole internal arrangement of the smokebox will act as a unit in creating sufflcient draft upon the fire and in discharg- ing the cinders. 5 . This bulletin describes a series of experiments with locomotives of the E class, or Atlantic Type, and H6b class or consolidation type in developing smokebox arrangements that would be self-cleaning, and at the same time give good results in steaming. 6 . Satisfactory results were finally attained for the E class with an arrangement as shown in Fig. 19 and for the H6b class in Fig. 25. The development of the E class front end will be the first described. Description of Standard Front End. 7 . The front end or smokebox arrangement now in use on a large number of our Atlantic Type passenger locomotives of the E class, is shown in Fig. 2. The outside stack is 16 inches in diameter at the base and has a taper of one inch diameter per foot of height. The inside stack is not tapered. The diaphragm plate is perforated and has an adjustable plate on the lower edge, a netting covering the perforations. 8. This arrangement will be referred to in the report as the standard front end. 9 . A large number of tests of various kinds have been made, on the Testing Plant, with class E2a locomotive 5266 equipped with this standard front end, and while it has been found to be a very good arrangement, when it is frequently cleaned, so far as the steaming of the locomotive is concerned. It is not self-cleaning, and with friable coals, the accu- mulation of cinders in the front end may be as much as 1000 pounds per hour — a quantity that seriously interferes with the draft and necessitates cleaning of the front end at the end of an hour’s run. With gas coals, the accumulation of cinders 9 is not so serious a matter, but even with these coals 300 pounds per hour or more may be collected and the smokebox must be cleaned at the end of each trip, where the locomotive Fig. 2. Standard front end arrangement E2a class locomotive. This form is not self-cleaning. A cinder trap is used with it. The diaphragm plate has 76 holes in. diameter and 75 holes % in. diameter, its tower edge is adjustable. The part extending forward across the nozzle is made up of netting. is working up to its capacity, and burned front ends result if there is any air leakage after cinders have collected. Master Mechanics" Association Front End. 10. A committee, appointed by the American Railway Master Mechanics" Association, reported upon a series of front end tests that were made at Purdue University, with a 10 New York Central & Hudson River Railroad locomotive of the 4-4-2, or Atlantic Type (See Proceedings, American Rail- way Master Mechanics’ Association, Volume XXXIX, 1906). Conclusions from these tests for a front end arrangement for best results, are given in the report as follows : “A suggestion as to a standard front end is presented as Fig. 1, which, with the following equations referring thereto, may be accepted as a summary of conclusions to be drawn from all experi- ments made. “For best results make H and h as great as practicable. Also make d = 0.21 D 4- 0.16 h. b = 2d or 0.5 D. P = 0.32 D. p = 0.22 D. L = (Not well established) = 0.6 D or 0.9 D but not of intermediate values.” 11 . These rules were used as the basis of a design of front end arrangement to be tried. No attempt was made, however, to have the lengths of the smokebox conform to those recommended, which could make it either 63 inches or 42 inches in length instead of the present 83f inches for the E class locomotive. 12. In Fig. 1 the proportions of the front ends as finally developed, and which gave the best results on our locomotives, are shown in connection with the Master Mechanics’ re- commendations, for a best arrangement. 13. Our arrangements do not conform very closely to the Master Mechanics. One diflference is in the length of inside stack (P). This length had to be increased in order to lift the cinders from the table plate or diaphragm. The longer inside stack, limits the diameter of bell (b), on account of the smaller space available near the top of the exhaust nozzle. The bell should not be circular, but should be extended on the sides to more completely cover the horizontal part of the plate. In these experiments, however, the bell was circular. 11 LOCOMOTIVE: TYPE, CLASS - ■P* ■ ■ .. No. M. P. 47»-A Pennsylvania Railroad Company Philadelphia Baltimore A WASHiNcroN Railroad Company Northern Central Rahway Company West Jersey A Seashore Railroad Company 8 X I n ■>, J.-. 4 -in'- 12 Sheet No. Self Clcsnloig vrcAC End TEST DEPARTMENT Bulletla No. 9 - Altoona Pa S-50-191B Taper 2 inches diameter AKBAHGZMEHT OP FRONT END FOR BEST RESTJITS Master Uechanlcs Assooiatlon £2s tc B3a Classes H£b Claes Stack throat d 0.21 D+0,16 h 0.21 D + 0.09 h 0.21 D +0.87 h •• bell b 2 d or 0o5 D 1.44 d or 0.33 D 1.32 d or 0.304 D length of inside stack P 0o32 D 0.54 D 0.51 D length of bell r 0o22 D Sot established Sot established length of Smoke boz 1 Sot well establish- ed 0o6 D or 0.9 D but not of inter- mediate values. 1.19 D 0.9 D h - Tip of nozzle to center line of smokehoz. P - Diane ter of smokshoz* R « Beifi^t of outside stack. Sheet No..P«?353.. Fig. 1. Diagram of front end arrangement giving best results as shown in report of Master Mechanics’ Association tests. 12 The Locomotive on Which the Tests Were Made. 14 . An E2a class locomotive 5266, was used for most of the front end trials but later some of the devices were applied to E3a class locomotive 2984. An outline drawing of these classes is shown in Fig. 3 and the principal dimensions of the locomotives are given in Tables 3 and 7. The E3a locomotive differs from the E2a in diameter of cylinder only. Draft and Back Pressure. 15 . In the tests made by the Master Mechanics’ Commit- tee, oil was used for fuel and by its use the admission of air to the firebox could be completely controlled. With oil firing, the effectiveness of any arrangement could be derived from the draft indications ; the draft in the smokebox at any fixed back pressure being dependent only upon the smokebox arrangement. 16 . As our problem was to devise an arrangement that would clear the smokebox of cinders, the use of oil for fuel could not be considered, and with coal it was found impossible to duplicate draft readings under apparently similar conditions of running. 17 . By means of a steam engine indicator connected to the exhaust pipe, a few inches below the nozzle, the back pressure was observed, and by running the locomotive under gradually increasing loads, a series of readings of the back pressure and corresponding draft or vacuum in the smokebox was obtained. These readings are plotted in Fig. 4, showing results for a light or thin fire on the grate. Fig. 5 shows a series of readings under similar conditions but with a heavy fire on the grate. A comparison of these diagrams indicates very clearly that the draft is so closely dependent upon the thickness of the fire that it cannot be used as a basis of com- parison for different front end arrangements when firing coal. 18 . In Fig. 6 the same readings of draft are shown in relation to the draft in front of the diaphragm. Here again the differences in draft conditions due to thickness of the fire are evident. 13 Fig. 3. GENERAL ARRANGEMENT OF E2a AND E3a CLASS LOCOMOTIVE. 14 LEADING DIMENSIONS OF LOCOMOTIVE (E2a CLASS) Total weight in working order, pounds 184,167 Weight on drivers, in working order, pounds 110,000 Cylinder (simple) size, inches 20J x 26 Diameter of driving wheels, inches 80 Firebox heating surface, square feet 156.86 Heating surface of tubes (water side), square feet 2,471.04 Total heating surface (based on water side tubes), square feet 2,627.90 Total heating surface (based on fire side tubes), square feet 2,319.26 Grate area, square feet 55.5 Roiler pressure, pounds per square inch 205 Valves, type Wilson double ported, slide Valve gear Stephenson Firebox type Wide, Belpaire Number of tubes 315 Outside diameter of tubes, inches 2 Length of tubes, inches 180 15 Fig. 4. The draft in the smokebox and firebox with a thin or light fire. F -- - I hr*' I ' J L rq [ T ! ^ i 1 L,;.. —f— FI L LC cc >TI Pent 4SYL /All^h \ F Railroad' doMPj Kny ■ TES1 1 tilt ■ it }’M :! i.Tifciji oitTfiudt m. f- W , ICiil.bAt { |. 1 .ivr-.si 1 1 NOS 1 . 900.2 3 TCU KBS i jWFH- h .iKf^dBT ft ^«ifcno T Hc'dJ \r. U^IL««(Af O.AII-N OTkiUTKlT 1" L. . i : ■ ; i 1 : ' | --i' ■ i SI BJ ECT: Em< A Penj^ .. ■ i ( -T 1 , . . 1 : A ILTOor^A. Pa $-s Pi 907 1 i ■ L . i ■ -1 k- I Li^- i - r-' i .. . i - 8 r i 1 1 i U- L... i i L i _ i . ■ i 1 i— F— - ; - L _ i 1 i' i 1 ■ | 1 ■ L-^ __L i - i._i i • J 1 1 : j L- i - ! i- 'i _J -5^ i 1 ■ ! r~ t ! 1 j i 1 ^ 1 1 : • M'1 Lhl i . 1 F i i ■ U-J r.j i ' T -■ ; 1 . 1 n ; • i ■ ^ i j ! " — 1 — 1 1 j - 1 t !■ 1 -I.H 1 . : I j j. i j - _j j L k r 1 ' 1 ! 1 ! ! ~1 [7 ^'T'~ I ■ ! 1 ■1 O 1 . 1 i 1 . 1-__| i - ' — r ! — rt“ . ( , i ■ , J. „ : . ! Pront of di' F?Hw4 pn 1 1 : 1 J 1^ 1 i T ; j — ! ^ -i IXj lh IZ'i i ^ J 1 r , j ■' 1 _e. 1 i i- ■ I r " I r-f-' “ - -j f — i 0 t i 1 , .1 . i i 1 . i Baak 1^ ihJ i .1. .,[, 16 19 . With a light fire the loss in draft between the two sides of the diaphragm and between the front of diaphragm and the firebox decreases uniformly as the intensity of the draft increases. 20 . With a thick fire the losses first increase to a max- imum at about five inches of draft and then decrease with higher draft. 21 . In estimating the comparative merits of the different devices tried, it then became necessary to take account of a number of factors, as : The weight of cinders collected in the smokebox. The quantity of water that could be evaporated as com- pared with the standard front end. The evaporation per pound of coal, or the efficiency of the boiler. The general steaming of the locomotive as shown by the boiler pressure during a test. 22. These methods, although logical, may appear to be indefinite and unscientific. There is at present no rational method for smokebox design and until much more careful investigations are made, comparisons of different smokebox arrangements cannot be based upon anything but very general considerations. 23 . It would have added greatly to the value of the tests if the weight of sparks discharged could have been measured. At the time of the tests, however, apparatus for this purpose had* not been perfected, and the cinders remaining in the smokebox were all that could be weighed. 24 . From tests made with the standard front end it was known that the boiler could be expected to give an equivalent evaporation of about 16 pounds of water per square foot of heating surface, with Scalp Level coal, and 18 pounds with Penn Gas coal. To obtain the lower evaporation, a speed of 160 revolutions per minute and a cut-off of 27 per cent, was required with locomotive 5266 with fully open throttle, and for the higher evaporation of 18 pounds, 160 revolutions and 32 per cent, cut-off with full throttle. 17 Fig. 6. The draft in the smokebox and firebox with a thick or heavy fire. The draft is nearly two times what it was with a thin fire. 18 25. If the results with the standard front end could be equalled with a self-cleaning device the object of the tests would be accomplished, as, with the added advantage of a self- cleaning front, which would permit the use of friable coal, the capacity of the locomotive would not be reduced. 26. The tests were made with both Scalp Level and screened Penn Gas coals. The Scalp Level coal was used for the preliminary runs, as with it large quantities of cinders are drawn through the tubes and the self-cleaning feature could be better observed than with a coal making less cinders. 27. The final series of tests was made with Penn Gas coal as it is one of the regular passenger coals, while Scalp Level is not. 28. The same fireman fired all of the tests on locomotive 5266, with one exception, which will be noted later. The Tests. The Effect of a Movement of the Diaphragm Edge with the Standard Front End. 29. Before any changes were made in the standard front end. Fig. 2, some trials were made to note the effect on the fire of a movement of the lower edge of the diaphragm plate. The normal position of this edge for locomotive 5266 is as shown, 21i inches above the bottom of the smokebox. The plate was lowered 5J inches from this normal position and after a short trial run it was raised 5J inches above the nor- mal position and a trial made. 30. These changes in the position of the diaphragm plate over a range of lOf inches, produced no marked effect upon the burning of the fire. It burned evenly over the whole grate under each adjustment of the diaphragm, and the loco- motive steamed as freely with the plate in either the upper or the lower positions as it did under normal conditions. 31. The fact that the diaphragm is perforated may ac- count for the lack of sensitiveness or marked effect upon the fire when the plate is given a new position. 19 Fig. 6. Draft losses at different rates of combustion with a thick and a thin fire. The loss in draft in- creases to a maximum, and then decreases with a thick fire. With the thin fire the losses become less as the draft Is increased. 20 Fig. 7. A comparison of draft and evaporation for the best arrangement on the E class and the H6b class. The rates of evaporation for the two classes are very nearly alike. 21 Preliminary Tests. 32 . The trials of front end made by the Master Mechanics’ Committee did not determine the arrangement of the di- aphragm plate to make the smokebox self-cleaning, and the first consideration in these tests was to investigate the shape of the diaphragm and its location in the smokebox for this purpose. 33 . A diaphragm of the general type recommended by the Committee as applied to this locomotive is shown in Fig. 8. The whole diaphragm plate was without perforation, and, as first applied, extended beyond the centre line of the nozzle a distance of 16J inches. At its end there was an angle and a plate inches wide, extending downward to a point 13J inches above the bottom of the smokebox. The netting was omitted for these preliminary trials. 34 . With the arrangement as described above and as shown in Fig. 8 a test was made. No. 900.25, using Scalp Level coal and working the boiler at about the limit of its capacity to maintain a good pressure. The arrangement was found to be perfectly self-cleaning, there being no cinders at all left in the bottom of the smokebox. 35 . An inside stack, according to the Master Mechanics’ recommendations, was then applied as shown in Fig. 9, and without other changes, a test. No. 900.26, was made at the same speed and cut-ofiF as before. 36 . The exhaust nozzle was then changed from 5f inches diameter to 5f inches diameter, but after a few minutes of running, with this large nozzle it was evident, on account of the falling pressure, that the nozzle was too large to give sufficient draft. 37. The nozzle was then reduced to 5| inches diameter, and without other changes a test was made at a lower rate of evaporation than the earlier tests. 38 . This arrangement. Fig. 9, was found to steam fairly well and to be perfectly self-cleaning. 39 . The smokebox was then fitted with a stack that was exactly according to the Master Mechanics’ recommendations. 22 In tests Nos. 900.26, 900.27 and 900.28 the inside stack only had conformed to these recommendations. With this Master Mechanics’ stack, which is shown in Fig. 10, tests with 5J- inch and 5|^-inch exhaust nozzle were made, tests Nos. 900.29, 900.30 and 900.31. In these tests it was observed that while the cinders were all blown out of the front end there appeared to be a higher velocity of the gases through the restricted passage under the edge of the diaphragm, than would be nec- essary for this purpose, or there was a large difference between the draft front and back of the diaphragm, indicating that too great a resistance to the passage of the gases was caused by the length of the diaphragm plate. 40. The plate was then cut off until it extended but 7i inches in front of the exhaust nozzle centre. 41. Tests Nos. 900.32, 900.33 and 900.34 were then run and in the table below the resulting draft readings are given. Table 1. Draft in Front End — Scalp Level Coal. Test No. 1 Test i Designation § Draft in Smokebox Inches of Water between F Per Cent. 1 m 3 08 ■a H © HI '3 O N sure in Ex- , Pounds per © - « s Ji o o M. P. H. Cut-off Throttle C3 o hi Front of Diaphragm Back of Diaphragm Difference and B in ® • « z © s o8 Q Back Pres! haust Pipe, Square inch Cinders C Smokebox, Hour. 1 ! 1 i F B 900.25 37.65 27 Full Fig. 8 4.9 3.2 34.7 81 4.6 0 900.26 37.65 27 Full Fig. 6 4.8 3.3 37.5 4.9 0 900.30 37.65 27 Full Fig. 10 5.3 3.7 30.1 3.4 0 900.31 37.65 27 Full Fig. 10 4.8 3.4 29.1 2.4 0 900.32 37.65 27 Full Fig. 10 5.2 4.3 17.3 4/6 48 900.34 37.65 27 Full Fig. 10 5.0 4.3 16.0 No record No record 917 37.65 27 Full Fig. 2i 7.7 6.2 19.5 55/^ No record 492 Tests 900.30 and 900.31 had the table plate extended 16 % in. ahead of the exhaust nozzle centre, while 900.32 and 900.34 had the plate 7 % in. ahead of the nozzle. 42. While, in general, as has been explained, the draft indications can not be depended upon as comparative, it appears from these figures that when the diaphragm plate was shortened, just before test No. 900.32, that there was a 23 marked decrease in the difference between the draft front and back of the diaphragm, and that the effective draft, or the draft back of the diaphragm was increased. 43. Test No. 917 was with the same kind of coal as the others (Scalp Level), but with the old form or standard front end. Fig. 2. p'OR -resT aoo.'Z.B »» ~ 9003 6 »» •• 900.3C» *• »» 900. a'T oxiue'M" sg’ OVA^.,^EM^Tn”Lr.l€>J ’ s ^ .. .. 7^' *' ..si - *. 7 In this arrangement the diaphragm plate extends across the nozzle, and 16^ inches ahead of it. After one test the plate was shortened to inches ahead of the nozzle. 24 44 . In test No. 900.32 there were 48 pounds of cinders in the smokebox, indicating that the plate was now as short as it could be made for self-cleaning. diameters of nozzle were used. 45 . The smokebox arrangement was then made as shown in Fig. 8, the standard outside and inside stack being substi- tuted for the Master Mechanics’ form. A netting was put in with this arrangement. 25 46 . Up to this time the netting had been omitted so as to simplify operations in making changes in the front end arrangement. It was assumed that the netting would have no effect upon the action of the front end, except to break up the large sparks, and this was confirmed later when the net- ting was applied. Fig. 10. This shows the Master Mechanics’ stack complete, of nozzle were used. Two lengths of diaphragm and two diameters 47 . After making two tests, Nos. 900.36 and 900.37, with this arrangement the diaphragm plate was raised in the 26 smokebox as shown in Fig. 11, the exhaust nozzle being lengthened to suit the new height of diaphragm. At the front edge the plate measured 20J inches above the bottom of the smokebox. With the diaphragm in this position the loco- T'E-S*-r Wo. s>oo. 3© - 300.33 motive steamed well — test No. 900.38 — but there were 225 pounds of cinders collected in the smokebox per hour. 48. Without moving the main diaphragm plate, an inclined plate was fitted to its forward edge. This plate extended down to a point 15| inches above the bottom of the smokebox. The area of opening for the passage of gases was then about 27 the same as in the arrangement shown in Fig. 8 and it was expected that the results would be the same as with the whole diaphragm in the lower position, but from the test, No. 900.39, with this design it is evident that the two arrangements, while giving the same area for the passage of gases, are by no means alike, as in test No. 900.39, the locomotive did not steam well and there were 76 pounds of cinders collected in the smokebox. 49. It would appear, then, that when changes are made in the height of diaphragm the whole plate should be raised and not the forward edge alone. 50. The plate without the movable deflector, presents, for the flow of gases, a passage free from obstructions or abrupt changes of form, and it is probable that this will account for the better results had with it than with the plate set high in the smokebox but having the movable edge plate. 51. Following still further the idea of making a smooth and direct passage for the gases to the stack, the arrangement shown in Fig. 12 was applied. This consists of a conical pipe from the tube sheet carried forward and turning upward and connecting at its smaller end directly to the stack. 52. The exhaust nozzle for this arrangement was made with a flared tip so that it would act as an expanding nozzle to convert the pressure energy of the steam into velocity, without loss, in that way obtaining an efficient exhaust jet. 53. Test No. 900.40 was made with this apparatus. It was very effective in discharging cinders, but the nozzle was found to be too large to make the locomotive steam. The sparks discharged from the stack were at a red heat and to break up these, and reduce their temperature, a netting was put in the pipe back of the exhaust nozzle and the nozzle reduced in diameter. The netting could not be very large in area on account of the limited space, and it was found that the area of the openings through it was too small for prac- tical purposes. 54. Nothing further was done with this arrangement as it was not considered of value if a netting could not be used in it. 55. A diverging or flared tip nozzle was again tried with 28 the arrangement shown in Fig. 13. The smallest diameter of this nozzle was 5f inches, with a taper to the top of about one in six. The locomotive did not steam well with this nozzle, though the back pressure below the nozzle was reduced, r>lo. 300.-40 Fig. 12. This is a tapered connection between the tubes and stack. It did not give satisfactory results. test 900.47. With the straight nozzle, the back pressure was five pounds per square inch while with the tapered nozzle it was two pounds. 56. To make the locomotive steam it would have been necessary to further reduce the nozzle diameter, but as it was then as small as the straight nozzle it was not reduced and no further trials of it were made. 29 Final Tests. 57. After the preliminary trials of the various devices that have been described, three of those which were of greatest promise were selected for further tests. These arrangements are shown in Figs. 14, 15 and 16. Mo. S)OO.AT Fig. 13. An expanding nozzle and the Master Mechanics’ inside stack. 58. Fig. 14 shows the front end recommended by the Master Mechanics’ Association as applied to the E class loco- motive. It has a tapered stack with a wide-mouthed inside :30 stack. The diaphragm plate is without perforations and is carried down and forward to a point inches in front of the exhaust nozzle centre. The edge of the plate is at a point Idf inches above the bottom of the smokebox and the area of the passage for the gases at this restricted point is three- fourths of the area of the tube opening or fire area. 59 . The tests with these three arrangements were each of two hours duration at 160 revolutions per minute, or about 36 miles per hour. Tests Nos. 900.41 to 900.44 were run at the same cut-of¥ with full throttle. Penn Gas coal was used for all. 60. The results of these tests are given in the Tables 6 and 8. 61 . Good results were obtained with each of these arrangements. They were all perfectly self-cleaning except for a slight accumulation of cinders on the horizontal plate of the diaphragm. 62 . There was some difficulty in keeping up the steam with the arrangement Fig. 14, test No. 900.41, but it will be noted that the boiler horse-power in this test was higher than for the others. 63 . Test No. 900.44, with arrangement Fig. 16, shows a better evaporation per pound of coal than any of the others and it was thought^ all things considered, that this was the best arrangement. 64 . Another test was then run with it to develop the maximum boiler capacity, — test No. 900.45 at 160 revolutions and 32 per cent, nominal cut-off, and this test was run without difficulty. This is as late a cut-off as can be run with the standard front end at this speed, and as with the arrange- ment, Fig. 16, the nozzle was ^ inch larger in diameter than was used with the standard arrangement, it is to be presumed that the boiler capacity is as great with this self-cleaning front as with the standard, with the added advantage of slightly decreased back pressure in the cylinders due to the large nozzle. 65 . After the maximum capacity test a trial was made at a very low rate of working, under partial throttle, to note the effect of such conditions on the quantity of cinders collected in 31 the smokebox. This test, No. 900.46, at a speed of 160 revolu- tions, 27 per cent, cut-off and the steam throttled to one-half the boiler pressure, shows practically no cinders collected in the smokebox. Tests with Different Firemen. 66. To show that the results obtained with this self-cleaning Teisrr TSo. 300.-4-I Fig. 14. The Master Mechanics’ stack. The length of front end does not conform to the Master Me- chanics' recommendations. front were not due to good firing alone, tests Nos. 900.42 and 900.43 with the arrangement shown in Fig. 15 were made under precisely the same conditions, with the exception that test No. 900.42 was fired by the regular Testing Plant fireman, while No. 32 900.43 was fired by an inexperienced man who had been firing but two months and had never fired this class of locomotive. 67. The results of these tests show that the good steaming of the locomotive with this self-cleaning front can be obtained by the average fireman, but they also show that the inexperienced XE-STT tMo. 300.-4-'2. - 300.-4--*, Fig. 15. The Master Mechanics’ inside stack and standard outside stack. man may use as much as 750 pounds of coal per hour over the amount actually required. Self-Cleaning Front E3a Class. 68. At this point, after tests which indicated that for loco- motive 5266, E2a class, the self-cleaning front. Fig. 16 would give the best results, it was thought best to determine if this arrange- 33 ment would give equally good results if applied to another boiler of the same class. Locomotive 5266, class E2a was, therefore, removed from the plant and put into road service equipped with arrangement Fig. 16 and E3a locomotive 2984, fitted with the same arrangement, was placed on the plant. Te_s.-r r>io. SOO.^A -9 oo.ab -300.-4. -r Wo. ^OOT-IOO© Fig. 19. This arrangement is the final development of the front end for self-cleaning. The stack is the original standard for the E engines, except that the inside stack is longer. The diaphragm plate is without holes and extends inches ahead of the center of the nozzle. The fire area of the tubes is 5.26 sq. ft., and the opening for gases under the diaphragm is 3.96 sq. ft. or 75% of the fire area. where the end of the stack is inches above the tip of the nozzle. This adjustment had the desired effect, and in tests Nos. 1005 and 1006 the cinders were practically all cleared from the plate. 76. The inside stack was then raised as in Fig. 19, to a point 12 inches above the nozzle, to find the highest position for 37 this inside stack that would clear the plate of cinders. Six shovelfulls of dry cinders were put on the plate and the loco- motive run at a speed of about 120 revolutions and a short cut-off for about 15 minutes, when the cinders were all removed; next, six shovelfulls of wet cinders were put in and these were also cleared from the plate. 77. A test. No. 1007, was then made, using a slack coal of very small size, to note the effect of the self-cleaning feature. At the end of this test, there were a few pounds of cinders on the plate and very little in the bottom of the smokebox. 78. A test was then made. No. 1006, to observe if the capacity of the boiler had been reduced by the changes that had been made. This test gave an equivalent evaporation of 17.63 pounds per hour or practically the same as in test No. 1001, with the arrangement last tried on locomotive 5266. 79. Locomotive 2984 was then removed from the Plant and went into road service equipped with the device. Fig. 19, the final form, which satisfied the conditions of good steaming and self- cleaning. Table 2. Self-Cleaning Front Compared With Standard. Test No. Test Designation Duration of Test Hours 1 Front End Arrangement l 1 Boiler Pressure, Pounds per Square Inch Evaporation, Dry Steam, per Square Foot of Heat- ing Surface. Pounds per Hour Equiva- | lent Evaporation per Sq. 1 Ft. of Heating Surface. Equivalent Evaporation per Pound of Dry Coal Coal per D. H. P. Hour, | Pounds 1 j Coal Fired - Cinders Collected in Smokebox, | Pounds per Hour 1 M. P. H. Cut-ofF Throttle 917 37.65 27 Full 3 Fig. 2 188.4 12.24 15.00 7.25* i Scalp Level 492 900.35 37.65 27 Full 1 Fig. 8 199.9 12.25 14.76 7.28' 4.39 Scalp Level 10 900.36 37.65 27 Full 1 Fig. 8 198.6 12.09 14.54 7.87; 4.13 Scalp Level 10 900.3 37.65 32 Full 2 Fig. 2 201.2 15.04 18.24 7.0l| ! Penn Gas 326 900.37 37.65 32 Full 1 Fig. 8 204.1 15.08 18.17 7.39 4.66 Penn Gas 6 900.45 37.65 32 Full 2 Fig. 16 199.5 14.80 17.89 8.65 4.00 Penn Gas 0 1001 46.27 25 Full 1 Fig. 16 199-6 14.55 17.73 7.33 4.30 Penn Gas 0 1008 46.27 25 Full 1 Fig. 19 202.7 14.38 17.63 8.15 4.02 Penn Gas 0 80. In Table 2, some of the results of the tests of the final form of the self-cleaning front are shown in comparison with the standard front. The tests are in two groups, those with Scalp Level coal being made at a shorter cut-off and lower evaporation than those with Penn Gas coal. THE H6b CLASS CONSOLIDATION TYPE LOCOMOTIVE. The type of locomotive used in the Front End tests. { 40 ) SELF-CLEANING FRONT END FOR CLASS H6b LOCOMOTIVE. Conclusions and Recommendations on page 63. INTRODUCTION. 81. The H6 consolidation locomotive on the Lines West has had for some time a self-cleaning front end which is very much like that developed for the E class, and a number of locomotives were equipped with the device. 82. Several other front end arrangements were in use at dif¥erent places on the Lines East, and in order to determine the relative merits of these devices, in discharging cinders, a series of trials were made on the Locomotive Testing Plant. The locomotive used, was an H6b class. No. 2860. 83. As the trials were made to determine the relative merits of the several devices, each separate device was not taken up and developed, as may have been possible, so that it would give satisfactory results. The tests are comparative, as nearly as they could be made, and the same kind of coal was used in all of them. As the result of these trials with the freight locomotive, a satis- factory self-cleaning front end was found in the arrangement as shown in Fig. 25. The Standard Front End. 84. The H6b locomotive when designed, had a front end arrangement, as shown in Fig. 20, and this has been a standard on both the H6a and H6b classes. It is in no sense a self-cleaning front end, although some sparks are discharged. A large amount, however, collect in the smokebox and must be removed at the end of each trip. 85. This standard front end has a deflector plate in front of the tube sheet, the purpose of which, is to restrict the draft through the upper rows of tubes where the velocity of the gases is too great, unless a dampening action is introduced by means of such a flat deflector. (41 ) 42 86. Automatic cleaning of the front end is accomplished, as has been explained in the former chapter, by creating a rapid motion of the gases through the smokebox by restricting the area of the passage below the diaphragm plate. Front End with Baffle Plate. 87. One means of creating this rapid flow of gases has been tried on the Lines East with an arrangement like that shown in Fig. 22, this arrangement has an inclined plate covering the whole area of the smokebox at the front end, and the gases, flowing under the edge of the deflector plate, are somewhat restricted by this baffle plate and sparks are carried out of the stack. The B. & A. V. OR Buffalo Self-Cleaning Front End. 88. The front end arrangement shown in Fig. 23 is one that has been in use on the B. & A. Division. It is not unlike the front end developed for the E class, but it differs in having a high exhaust pipe, with the nozzle set high in the smokebox. Erie Division or Sunbury Self-Cleaning Front End. 89. A self-cleaning front end, developed and used on the Erie Division, is shown in Fig. 24. This has the high exhaust pipe as in Fig. 23, and in addition it has a more complete di- aphragm plate, with an inclined front edge. Instead of the inside stack, as in the other front end, this one has two “petticoat” pipes with an opening between the top one and the stack base. Self-Cleaning Front End as Designed and Used on The Lines West. 90. This front end. Fig. 25, is much like the design worked out for the E class passenger locomotive but adapted to the H6b class. It has a solid diaphragm plate, extending from the tube sheet, downward and forward across the exhaust nozzle, which is set low in the smokebox. The edge of the plate is 6| inches in front of the exhaust nozzle centre. The inside stack, or lift pipe, is extended to a point 15^ inches above the exhaust nozzle. 91. Each of these arrangements was in turn applied to an H6b class locomotive, and a series of trial runs made. The front ends which gave poor results were not further adjusted, but the 4;3 Fig. 20. The standard front end arrangement for the H6b freight locomotive. There is a perforated deflector in front of the tube sheet. This deflector has an adjustable edge. A netting covers the holes in the deflector plate. This arrangement is not self-cleaning and the cinders must be taken out after each trip. 44 l ^>-©-5 \.OfH«|- -1 Fig. 21. GENERAL ARRANGEMENT OF H6b CLASS LOCOMOTIVE. The Locomotive used in the Tests. LEADING DIMENSIONS OF LOCOMOTIVE (H6b CLASS) Total weight, pounds 198,267 Weight on drivers, pounds 176,600 Cylinders (simple), inches 22x28 Diameter of drivers, inches 56 Fire-box heating surface, square feet 166.4 Heating surface in tubes (water side), square feet 2,673.68 Total heating surface (based on water side of tubes), square feet 2,839.74 Total heating surface (based on fire side of tubes), square feet 2,505.29 Grate area, square feet 48.66 Boiler pressure, pounds 205 Valves Piston Valve motion Walschaerts Fire-box, type Belpaire Number of tubes .' 373 Outside diameter of tubes, inches 2 Length of tubes, inches 164.28 45 Fig. 22. Front end with baffle plate. This front end is the same as Fig. 20, but with a plate added covering the whole area of the smokebox in front of the exhaust nozzle. The plate makes the front self- cleaning. 46 LOCOMOTIVE Pennsylvania Railroad Company TYPE CLASS TEST DEPARTMENT NUMBER LOCOMOTIVE Testing Plant SUBJECT C\— HlPs.T^\»S<5r Fwomt ALTOONA PA^— I-ISIO ^ \ Fig. 23. A front end arrangement developed and used on the B. & A. V. Division. 47 LOCOMOTIVE Pennsylvania Railroad Company TYPE ^-a-o CLASS H^S TEST DEPARTMENT NUMBER LOCOMOTIVE Testing Plant SUBJECT SeLt-P" Cue.A,\H^ F’ROM'T ALTOONA PA "Z.— I Fig. 24. A front end arrangement developed and used on the Erie Division. 48 Fig. 26. A front end arrangement developed and used on the Lines West. This arrangement is simple and easily applied. It gave the best results of any tested. 49 results were accepted as showing the general performance of the front end being tried. No efficient means of collecting the cinders discharged from the stack was available at the time of the tests, so the only measurement of cinders that could be made was of those remaining in the smokebox. 92 . The coal used was Jamison run-of-mine, a high volatile coal which has been used to a considerable extent on the Loco- motive Testing Plant with this class of locomotive. It is a bitu- minous coal of fair quality and contains a considerable amount of small size material, which is discharged as sparks. It is not, however, in this respect, like the low volatile friable coals which form a much larger quantity of sparks. 93 . Five or more tests, from one to two hours each, were run with each front end, and the results are shown in Tables 10 to 14. A general summary of the results for a test at about the maximum evaporation for each of the front ends is shown in Table 15. Table 15. 1 Front End Arrangement Test No. Test Designation Average Boiler Pressure Actual Evaporation of j Water per Hour | Equivalent Evaporation per! Square Foot of Heating Surface. Draft in Smokebox Inches of Water Dry Coal, Pounds per D. H.P. 1 Cinders Collected in Smoke- box, Pounds per Hour M. P. H. Cut-off Throttle Front of Diaphragm Back of Diaphragm Fig. 25... 1200.446 19.2 45 F 204.9 33722 16.4 6.8 4.9 5.37 17 Fig. 22... 1200.427 19.3 45 F 201.6 32438 15.8 5.7 5.1 4.87 29 Fig. 23... 1200.448 19.2 45 F 188.3 31208 15.2 5.1 4.9 5.56 136 Fig. 24... 1200.440 19.2 45 F 178.9 29820 14.5 .5.0 4.0 •4.68 11 *Fig. 20... 1200.366 19.4 45 F 192.0 33891 16.2 6.9 6.1 5.13 375 * No test made at this rate with Jamison coal and standard front end. The coal used in this test was similar to Jamison. 94. The test of the arrangement. Fig. 25, shows an average boiler pressure of 204.9 pounds, an evaporation of 33,722 pounds of water, or an equivalent evaporation of 16.4 pounds per square foot of heating surface. The draft in the smokebox was 6.8 inches of water, and the cinders collected were 17 pounds per hour. In the test of arrangement. Fig. 22, it will be noted that the steam pressure, the evaporation and draft in the smokebox are less, while the cinders collected are 29 pounds per hour. The 50 arrangement, Fig. 23, shows a still lower pressure and evapora- tion and 136 pounds of cinders collected per hour. The arrange- ment, Fig. 24, shows a still lower pressure, evaporation and draft, but it shows a very small quantity of cinders collected. 95. It will be noted, however, from Table 14, that this is an exceptionally small quantity of cinders for this front end. Table 9 brings out the fact, that while this front end shows fair results in quantity of cinders, at the same time it shows very poor results in steaming. 96. The results of the tests, showing coal fired and cinders collected in the front end, are illustrated in Fig. 26. 97. The standard front end, as would be expected, shows the largest quantity of cinders collected. The Buffalo arrangement appears to be a little better than the standard front end, which is not self-cleaning. The Sunbury front end is better than the Buffalo front. The baffle plate arrangement comes next in quan- tity of cinders collected, while the Lines West front. Fig. 25, shows the best results of all, with it, there is formed a small bank of cinders in front of the exhaust pipe, but as this bank does not grow to a large size the front is self-cleaning for all practical purposes. 98. The Lines West front end shows also the best evapora- tion. While Table 9 gives an evaporation of 33,722 pounds per hour for this front end, the locomotive was actually forced to an evaporation of 34,256 pounds per hour with this arrangement. The average boiler pressure in this latter test was, however, 191.1 pounds, indicating that the limit of boiler capacity was reached or exceeded. 99. The Buffalo and Sunbury front ends would not be dif- ficult or expensive to apply. This does not seem to be the case, however, with the baffle plate arrangement. Fig. 22. It has all of the parts of the original standard front end, with the baffle plate added. This baffle plate has a manhole in it to be used to enter the smokebox for examination. The other front arrangements can be examined by opening the smokebox door, while with this baffle plate the inside manhole plate must be removed. 100. Having eliminated the other front ends for the reasons as given, we have remaining, the Lines West arrangement. Fig. 25. This is a simple and practical front end which gives good results in both steaming and self-cleaning. CO-ORDINATE PAPER. J B Webb Hoboken, N J. 51 Fig. 26. Cinders remaininQ in smokebox and coal fired per hour This diagram shows how nearly the different arrangements are completely self-cleaning. The Suffalo and Sunbury fronts are little better than the standard, which is not self-cleaning. CO-ORDINATE PAPER. I B Webb. Hoboken, 52 Conclusions (E Class). 101. A front end arrangement has been developed for the E class locomotive, which while self-cleaning, maintains the boiler capacity or maximum evaporation fully equal to that with the standard front end arrangement formerly used. 102. With friable coals, where large quanties of cinders are formed, the boiler capacity will be increased on long runs, on account of the smokebox being kept clear of cinders which would obstruct the draft. 103. The outside and inside stacks as now used on this class of locomotive appear to give better results than can be obtained with the form recommended by the Master Mechanics’ Commit- tee, and it is thought advisable to retain them. 104. The diaphragm plate may be located at the proper height to produce the cleaning effect desired without causing any difficulty with the burning of the fire. (Paragraphs 29 to 31.) 105. The best results were obtained when the passage for the gases, under the diaphragm, was smooth and free from abrupt changes of form. 106. The inclined, adjustable, diaphragm plate, often used, was found to cause an obstruction to the flow of gases and is undesirable. In the experiments, the height of the whole horizon- tal plate of the diaphragm was varied and the final position recommended is suitable for any locomotive of this class and means for adjustment is not considered necessary. 107. The front end. Fig. 19, giving the best results is arranged as follows : The diaphragm plate has no holes in it, it extends forward 7^ inches beyond the centre of the exhaust pipe, and the forward edge is 14| inches above the bottom of the smokebox at the centre. The lower end of the stack is 12 inches above the exhaust nozzle. A 5j-inch exhaust nozzle is used. R^:commendations (E Class). 108. The front end arrangement shown in Fig. 19 is the final development, and is recommended as the one giving the best results. 53 109. The front end arrangement is of sufficient importance in the steaming of the locomotive to have a periodic inspection for correct location of parts, and we recommend that such an inspection be made at the time of the hydrostatic test of the boiler. A blank form should be provided to be filled in with the diameter of the exhaust nozzle and the actual dimensions of the essential parts of the arrangement. 110. New locomotives, of this class, or locomotives under- going extensive repairs should have applied the front end as shown in Fig. 19. Conclusions (H6b Class). 111. Two of these front ends, the Buffalo and Sunbury, are scarcely to be considered as self-cleaning, and the Sunbury front with its petticoat pipe is a very poor steaming arrangement. (Paragraphs 95 and 97.) 112. The baffle plate front end gives fair results in dis- charging cinders and in steaming, but its extreme complication is very evident. 113. The Lines West front gave very satisfactory results in steaming and cleaning. It is a simple and practical arrangement. Recommendations (H6b Class). 114. We recommend that in new work or in extensive repair work on smokeboxes of the H6a and H6b classes that the arrange- ment shown in Fig. 25 be applied, for the reason that it makes a better steaming locomotive at all times, and prevents failures, caused by the filling with cinders and burning out of the smokebox. C. D. YOUNG, Engineer of Tests. Approved : J. T. WALLIS, Genl. Supt. Motive Power. Test Department, Altoona^ Penna., August 31, 1912. 54 LOCOMOTIVE: TYPE.. 4-4-2 CLASS NUMBER .8266 Pennsylvania Railroad Company Philadalphia, Baltimore & Waahinoton Railroad Company Northern Central Railway Company Watt Jaraay dl Seashore Railroad Company TEST OEPARTIS/IENT Average Results of Locomotive Tests Bulletin Ko, 9 Test nos., 900*25 to 900.47 SUBJECT: Self-Cleaning Pront End Altoona, Pa., 9~9~07 DRIVING Wheels Number of Pairs 2 _ Approx. Diameter, inches _B0 Engine Truck Wheels Number 4- Diameter, inches .36- Trailing Wheels Diameter, inches 50- Wheel BASE, FEET Driving Wheel Base 7^42 Total Wheel Base 30.65 G age of Wheels 56.13 - WEIGHT OF ENGINE WITH WATER AT 20. GAGE COCK AND NORMAL FIRE. POUNDS On Truck 27X67. * Ist Drivers : 53334 . -2d “ _66667_ * 3d - — rr * 4th “ “ 5th - - Trailers 37000 Total - on Drivers 110000 Cylinders Diam. and Stroke, H. P 20.5 X 26_. CLEARANCE IN PER CENT. OF PISTON DISPLACEMENT H. P. Right, Head End 12.7_. - - Crank “ 12.1_ - Left, Head “ 12.4- * - Crank “ 11»9 L. P. Right, Head “ .-m— - - Crank “ *— . . - Left, Head “ - - Crank “ RECEIVER, Cubic Feet Volume Right Side - Left - Steam ports, Inches H. P. Admission, Length 1 9.67 Width i»4e- L. P. - Length ' - Width H. P. Exhaust, Length ^9a64 * • Width 2w96 L. P. “ Length ' * - Width Piston rods, Diameter Inches High Pressure 3. 515 Tail Rods, Diameter, INCHES High Pressure Valves Type Dottble Por ted Ba l Design ov,yi B^l^ Ya lyg ( Per Cent. Balanced 76.7- - Type of Valve Motion Greatest Valve travel High Pressure, inches 7,0 Low “ “ . Outside lap of valve High Pressure, inches l.B Low “ “ INSIDE LAP OF VALVE High Pressure, inches Low - “ — — Boiler Type Bal p tt ir o TTi do Flro b i Outside Diam. 1st Ring .67.0- Tubes Number 31S Outside Diam., inches Pitch * _ Length Between Tube Sheets, inches Total Fire Area, sq. ft. Boiler Pressure, pounds Superheater Number of Tubes 2.625 179.78 __ 3.26 205- Outside Diam. “ inches — Length of * * — — » Firebox, inside, inches Length 114.0- Width 66.0- Air Inlets to Ashpan, sq. ft __ 6.3- qrates Type Roolrlng Flagog Grate Area, sq. ft. 55.5. Area of Dead Grates . 3.3 Heating Surface, Square Feet Of the Tubes, Water Side 2471 04 “ “ • Fire “ 2 I 62 I 4 O “ “ Firebox, “ “ 156.66 “ * Superh’r, “ * — — Total, Based on “ “ 2319.26 of Firebox and Waterside ofTubes 2627, 90 Boiler Volume WITH WATER SURFACE AT LEVEL OF 2D GAGE COOK Water Space, cu. ft. 338.6 Steam “ •* “ 109.9 Exhaust nozzle Double or Single SlUglfi Size, inches .*•_ . . , 0 . 625 “ Ar6df SQ* inches _ . ft REVERSE lever H. P. Notches Forward of Center 16 - L. P. Notches Forward of Center Ratios Heating Surface (158) to Grate Area (145) _ -41.79 Fire Area Thru Tubes vl19) to Grate Area (145) _ .09 Firebox Heating Surface (156) to Grate Area (145) Tube Heating Surface (155) to Fire Box Heating Surface (156) 13,79 *U8EO IN OALOULATKMS Table 3. Dimensions of E2a locomolive 5266. 55 TEST NUMBER RUNNING CONDITIONS BOILER PERFORMANCE TEST DESIGNATION Duration of Toit, Hours Miles per Hour Throttle Opening, Full or Partial Actual Cut-off Per Cent., H. P, Cy'inders Draft In Grebes Pros sure In Boiler, Lbs. per Sq. Inch Draft In Smoke Box, Inches of Water D'aft in Ash Pan, Inches of Water CaloilAc Vaiuo of Dry Fuel, 8. T.U.porLh. Cinders Collected in Smoke Box, Pounds psr Hour R. P. a. Cul-ott TbrotlU 196 1 1 199 203 268 to 271 217 1 ! 222 225 24.8 1 238 -9If 160-27-F 3,0 38.20 Full 2.1 188,4 7.7 0,3 16167 492 900,3 160-32-P 2,0 37,66 «• 2,5 201.2 8,3 0.2 14360 326 900.26 160-27-r 1.5 37,66 • 1.2 179,2 4,9 0.2 15402 0 900,26 160-27-P . 1.0 37,66 9« 1.1 161.4 4,8 0,2 15402 0 900,28 160-26-P 2,0 37,66 m 1.2 199.0 5.0 0.2 15402 0 900,29 160.30-F 1.0 37.66 m 1.6 173.3 5,6 0.2 15402 0 900,30 160-27-F 1.0 37,65 m 1.5 166,9 5,3 0,2 15402 0 900,31 160-27-F 1.5 37,66 n 1.3 176,7 4.8 0.2 16402 0 900.32 160-27-P 1.0 37.66 1.4 195,1 6.2 o;2 1S60& 46 900,33 160-32-F 1.0 37,65 H 2.6 179.0 6,8 0.2 14229 26 M. F. 394 A-Bixlh Sheet « t iu‘^ LOCOMOTIVE: TYPE 4-4-4: CLASS B2« NUMBER SUBJECT ; Front md Trials Pennsylvania Railroad Company PhiU4«iphia, Bsilimoro & Wathinglon fltilroad Company Northern Conirel fleilwey Company Watt Jeraey 4i Saathore Railroad Company XESX DEPARTMENT FUEL;Soalp Level and Penn das Coal Average Results of Locomotive Tests Altoona, Pa., 9-^1907 BOILER PERFORMANCE TEST NUMBER Dry Fuel Fired per Hour, Pounds Dry Fuel per Hour. Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM ANO AT 2120 F.. POUNDS BoTer Horse Pn»er (3d;;iJ.ot f.) Efficiency of Boiler, Based Fuel Draft Bank of Dianlu Per Hour Per Hour per Sq. ft. nf fire Heat n? Sur. FuP*'’ Pound of Dry Fue! 338 339 340 344 345 347 349 { 350 917 4802 86.55 28670 34793 15.00 7.25 1008,6 46.17 6,2 900,3 6039 106,81 35232 42305 18,24 7,01 1226.3 47.16 4,2 900,25 3749 67,66 25115 29866 12,88 7.97 866,7 49,98 3.2 900,26 4116 74.U 26296 31288 13,49 7,60 906,9 47,66 3,3 900,28 4169 76,13 26182 31236 13.47 7,49 905,4 46,97 3,3 900,29 4392 79,14 26243 33677 14,48 7.65 973,3 47,97 4.0 900.30 4462 60.40 27270 32532 14.03 7.29 943,0 46.71 3.7 900,31 3903 70.32 26797 30707 13,24 7.87 890,1 49.35 3.4 900,32 4446 80.11 27990 53362 14,38 7,50 967,0 47,03 4.3 9QPe» i 37627 16.22 6.46 1090.7 43.85 5^9 ENGINE PERFORMANCE Branch Pipe, P»u«d$ per Sq In Branch Pipe Orqreej F. ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST Dry Steam to ludicated Dry Fuel per Dry Steam | per Front Drawbar j Dynaasometer 1 O' Dry Fuel per Dry Steam per Machine Efficiency fheruial Effictency E3(hai»t NUMBER Engints, Pounds Horse Indicated Horse Indicated Horse Pull, Drawbar Hone Oyntmom. Horse Dynamom. Horse of Locomotive, af lACWoSb,, HoBzle per Hour Power PowsrHour, Power Hour, Pounds Power Power Hour, Power Hour, Per Cent. pwCeM., Olaaeter Pounds Pounds Pounds Pounds Used on Fuel) 214 379 380 381 265 383 384 386 398 399 917 Fl«,2 8767 892,1 5,38 31,34 300 5,626 900,8 • 2 10535 1193,6 5,06 29,2 3.6 5,625 900,25 • 8 8684 872,0 4,30 26.51 3,64 5.625 900.26 - 9 8786 882,2 4.66 28,50 3,65 5,625 900,28 • 9 8926 896,3 4,66 28,89 3,55 6,760 900,29 •• 10 9970 L001,2 4,39 2T,92 3,76 5,760 900,30 - 10 9529 956,9 4,66 28,21 3,55 5,760 900.31 *• 10 8927 896,4 4,36 20.49 3,00 5,625 m JJL imj m± 27.06 ^.84 3,81 5,750 52750 Table 4. Results of front end tests, E2a class locomotive. 56 M. P. 304 4,-8izth Sheet ’ Pennsylvania Railroad 1 Philedelphie, Beltimere & Waihieglen Reiir LOCOMOTIVC . Norther. Central Railway Cetnpe -fYPE 4 p‘ 4*»K V/aat Jersey 4 Seashore Railroad Co niASS Xte OEPARXMEr NUMBER 6266. . Average Results of Locow SUBJECT : ftfoat Bad SrlalB 11 4*10 Company 064 Company mpen, FUEL; Peim OaB and VT SoeOn Iseral Coal lOTivE Tests Altoona, Pa., 9r*9-1907 TEST NUMBER RUNNING CONDITIONS BOILER PERFORMANCE TEST DESIGNATION Duration of Toot, Hoen Miles per Hour Throttio Opening, - Full or Pirtial Actual Cut-aff Percent, H. P. Cy linden Drsft In Jlrebox Pressure In Boiler, Lbs. per Sq. Inch Draft In Smolae Box, Inches of Water Draft in Ash Pan, Inches of Water Calorific Value of Dry Fuel, B.T. U. per Lb. cinders Collected in Smoke Box, Pounds per Hour L r. Cal-cft Tkrottla 196 199 203 268 to 271 I 222 225 248 238 900.35 900.36 900.37 900.38 900.39 900.40 160-27-F 160-27-F 160ra32-.F 160-27-F 160-27-P 160-27-F 1.0 1.0 1.0 1.0 1.0 0.5 37.66 37.66 37.66 37.66 37.66 37.56 Poll m ft B9 M 91 1.4 1.4 2.9 1.5 1.4 1.2 199,9 198.6 204,1 200,4 184.3 172.6 5,6 6.3 9.5 5.9 6.0 4.6 0,3 0,3 0,3 0,3 0,3 0.2 15402 15402 14233 15402 15402 15402 10 10 6 255 76 0 TEST NUMBER BOILER PERFORMANCE ENGINE PE« FOIIMANCE Dry Fuel Fired per Hour, Pounds Dry Fuel per Hour. Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM ANO AT 212® F.. POUNDS Boiler Horse Power (34>iU.ofE.) Efficiency of Boiler, Based on Fuel Draft Back 1 of llanoh. 1 Proiiuro In Branch Pipe, Pounds per Sq. In. Superheat In Branch Pipe Degrees F. Per Hour Per Hour per Sq. Ft of Fire Heating Sur. Per Pound of Dry Fuel 1 338 339 340 344 345 347 349 360 1 220 230 900.35 900.36 900.37 900.38 900.39 900.40 4702 4286 5702 4206 4478 84.72 77.21 102,74 75.78 80.68 28693 28318 35326 29201 26430 34243 33717 42141 34840 31502 14.76 14.54 18,17 15.02 13.58 7.28 7.87 7.39 8.28 7,03 992.6 977.3 1221.5 1009,9 913.1 45.65 49.36 50.15 31.92 44.08 4.6 4.6 7.4 4.7 3.9 3.1 t ENGINE f >ERFORM ANCE 1 LI DCOMOT IVE PERFORMANCE TEST NUMBER Dry Steam to Eeglnet, Pounds par Hour Indicated Hone Power Dry Fuel per Indicated Hone Peww Hour, Pounds Dry StOMi Indlcitod Horse Power Hour, Pounds Front End 1 I Drawbtr 1 1 Pounds Dynanometer Of Drawbar Hone Power Dry Fuel per Dynamern Hone Power Houi Pounds Dry Steam 9^ Dyaanom. Hena r, Power Hour Pounds Machine Effidency of LteonoHve, Par Cent. Thermal Effidency ef Laemnetiva, pm’ Cent, (iMdmiFuell l:diouat ETozzle Diaieter 214 379 380 381 1 286 383 384 386 396 399 900.3C 900.36 900.37 900.38 900.39 900.40 Fie.8 •• 8 •• 8 " 11 •• 11 " 12 10418 10324 12198 8596 1046.2 1036.7 1224.9 Bo 4.49 4.13 4.66 recos 1 27.12 27,04 28.45 3.68 4.00 3.84 6.76 6.76 5.75 5.75 5.75 6.25 Table 5. Results of front end tests, E2a class locomotive. 57 RUNNING CONDITIONS B-OILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duration Teat, Hoora Milos per Hour Thrdtm Oponleg, Full or Partial Actual Cut-off Per Cent, H. P. Cylinders Draft in PlreteK 1 Pressure 1 In Boiler, Lbs. per 1 b<). Inch Draft In Smoke Box, Inchet of Water Draft In Ash Pan, Inchoi orWitar Calorific Value of Dry Fuel, 3.T.U per Lb. Cinders Collected In Smoko Box, Pounds • per Hour E P. M. Cut-off nrottia 196 199 203 268 to 271 1 217 222 225 248 238 900.41 160w27-F 2 37,56 mi 8*1 200.8 6.9 0,3 14382 0 900.42 160.W27-.F 2 37.66 1.9 203.4 6,7 0,3 I* 0 900,43 160-27-mP 2 37.66 n 2.0 204.6 7,1 0.3 I* 0 900.44 160-27-? 2 57.56 •* 1.9 202.3 6.8 0.3 » 0 900.45 160-32>4f £ 37.56 H 2.6 199.5 8.7 0.4 M 0 900,46 160-27-P 2 37,66 Partial 0.6 206.8 1.8 0,2 n 3 900.47 160-27-F 2 87.66 Full 1.9 195.8 6.7 0.3 n 10 M. P. 384 A-«lith ehost Pennsylvania Railroad Company LOCOMOTIVE: TYPE 4HH* CLASS 12a ... NUMBER 6264 Average Results of Locomotive Tests SUBJECT : Frqali )Ba4 Trials Altoona, Pa 10«lrOJ07 Pkiladtipliii, BaHimar* 4 Wiatiiagtoa Railroad Company Norlhorn Contral Railway Company Wooi Joroay 4 Saaihoro Railroad Company XEiaT DERAR-TMENT FUEL: Pem Has Cool BOILER PERFORMANCE EHGINE PERFORMANCE TEST NUMBER FIrod par Hour, Pounds Pouodi par 8q. rt of Grate Water Dollvarod to Boiler, EQUIVALENT EVAPORATION FROM AND AT 2120 F.. POUNDS Per Hour per S<|. Ft. KsiWng'sur, Per Pound of Dry Fuel Hot so Power (34SU.ofE. Efficiency of Boiler, Based Draft Bade of [)laphw Pressure In Brand) Pipe, Pounds porSq In. Branch P'p. Degrees F. 338 345 220 900441 900.42 900.43 900.44 900.45 900.46 900.47 4469 3888 4641 3776 4799 1421 4030 80.88 70.06 83.62 68,04 86.47 25.60 72.61 31166 29706 31032 30437 34676 14206 28882 35552 37177 36458 41497 16970 34525 16.07 15.33 16.03 16.72 17^89 7,32 14.89 8.31 9.14 8,01 9.66 8.66 L1.94 8,57 1080.7 1030.6 1077.6 1056.6 1202.8 491.9 1000.7 55.80 61.38 63.79 64.87 58.09 80.18 5'!',66 5.5 6.2 5.6 5.4 6.7 1.6 4.6 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam Engines, Pounds Dry Fuel P*'' Indicated Hofin Power Hour, Pounds Dry itaam j>0) Indicated Horse Power Kcjr, Pounds Front Bad Drawbar Pull, Pounds Dynamomotor Drawbar Horse Power Dry Fuel per Dyne mom. Horse Power Hour, Pounds Dry Steam per Dynamom, Power Hour. Pounds Kachlna Efficiency of Locomotivt, Per Cnnt. Thermal tSifoncy of Ucemetlira, per Cent, itiodonFuol: Bshenst Hozzle itPlaaatar 380 286 383 384 398 399 900.41 900.42 900.48 900.44 900.46 900«46 900.47 Fle.l4 " 16 " 16 " 16 • 16 • 16 • 18 10622 L0334 L0250 L0400 L1967 3894 110142 1064. 1035.3 1026,8 1041.9 1198.9 400.1 1016.0 4.14 3,76 4.52 3,62 4.00 3.55 3.97 28.46 26.39 29.66 26.91 28.63 34.63 £8.19 4.27 4,71 3.91 4,89 4.42 4.98 4.46 5.76 6.76 5.76 5.76 6.75 5.76 5,75 Table 6. Results of front end tests, E2a class locomotive. 58 Pennsylvania Railroad Company LOCOMOTIVE: type 4-4-2 CLASS iMUMBER .29e4 Average Results of Locomotive Tests SUBJECT: Seif-cloaaiag, JTont End Altoona, Pa. PhiUdelphia, Baltimora i, Washington Railroad Company Northern Central Railway Company West Jersey &, Seashore Railroad Company TEST OEF=»ARTIVtErMT Biaietin I7o. 9 Test nos., 1001 to 1008 Incl, 11-4-07 DRIVING WHEELS Piston Rods, Diameter 1 Number of Pairs Z INCHES 2 Approx. Diameter, inches _ 80 74 High Pressure .. _ _4 154 Engine Truck Wheels 76 Low " . . — 155 14 Number 4 TAIL RODS, Diameter, 156 15 Diameter, inches 36_ INCHES 157 Trailing Wheels 78 High Pressure -:rT_ »158 16 Diameter, inches _ 50 80 Low “ 159 Wheel base, feet VALVES 17 Driving Wheel Base_. 7.42 62 Type Rlflharciaon Balanced — ie Total Wheel Base . 30,85 83 Design 19 Gage of Wheels _ 4^71 64 Per Cent. Balanced WEIGHT OF ENGINE WITH WATER 86 Type of Valve Motion Stephansiin 160 AT 20. GAGE COCK AND NORMAL Greatest Valve travel 161 FIRE. POUNDS 86 High Pressure, inches 20 Am T rii/'L 33700 88 Low “ “ — 2 1 un 1 ruvK “ 1st Drivers 56700 Outside lap of valve 162 22 “2d * _6Jt50_0_ 90 High Pressure, inches * 163 23 “ TH " , ^ , 94 Low ** " 167 24 “ 4th “ Inside lap of Valve “ StK “ 98 High Pressure, inches ♦ 168 26 vin “ Trailers ~ 31200 102 169 27 Total _iaaJJDQ Boiler 28 “ on Drivers 118200 113 TypeBalpaira-Jrida Fire Box 1 7 1 Cylinders 114 Outside Diam. 1st Ring . 67 . Diam. and Stroke, H P 22 X 26 Tubes 172 * * “ L. P 116 Number 315 CLEARANCE IN PER CENT. OF piston 116 Outside Diam., inches _ Z— 173 DISPLACEMENT Pitch . “ 2.625- 40 H. P. Right, Head End . 118 Length Between Tube 174 4 1 “ * Crank “ ♦ Sheets, inches _ 179 *78. „ 42 ■ Left, Head “ ♦ 119 Total Fire Area, sq. ft. . 5,26 43 “ “ Crank “ 124 Boiler Pressure, pounds 205_. 44 L. P. Right, Head “ r-rr_ Superheater 45 * “ Crank “ 125 Number of Tubes — 46 ‘ Left, Head “ — 126 Outside Diam. “ inches ~— 47 * * Cr^nk ** 128 Length of “ “ REcetvER, Cubic FEET Firebox, inside, inches 48 Volume Right Side — 132 Length 114- 49 “ Left “ 133 Width : • _._6a Steam ports, inches 137 Air Inlets to Ashpan, SO H. P. Admission, Length _ - 20- sq. ft. 6.3 6 1 “ * Width 1.5. Grates 68 L. P. “ Length — 144 Type BocldLi^ -Finger 69 • ‘ Width — 146 Grate Area, sq. ft- ■ 55.5. 66 H. P. Exhaust, Length 20_ 146 Area of Dead Grates 6JD 67 ‘ “ Width a_ 70 L. P. “ Length — 7 1 * * Width . Heating surface, Square Feet Of the Tubes, Water Side 2471 ,04 * * • Fire “ 2162,40 “ “ Firebox, “ “ 156.86 “ * Superh’r, “ “ Total, Based on “ “ 2319.26 of Firebox and Waterside of Tubes 26£7.90_ BOILER VOLUME WITH WATER SURFACE AT LEVEL OF 2D GAGE COCK Water Space, cu. ft. * Steam " , ♦ Exhaust Nozzle Double or Single .Sixtgle Size, inches _ 5.75 Area, sq. inches. . _25.97 REVERSE LEVER H. P. Notches Forward of Center 15 . L. P. Notches Forward of Center. _ . _ RATIOS Heating Surface t158) to Grate Area 1145) 41,79 Fire Area Thru Tubes (119) to Grate Area (145) _ . ,09 Firebox Heating Surface (156) to Grate Area (145) 2.83 . Tube Heating Surface (1551 to Fire Box Heating Surface (156) 13.J79_ * These items not measurod *USEO IN OALOUUTtONS Table 7. Dimensions of E3a class locomotive 2984. 59 M. P. 894 A-BI«th Sheet 8x11^ LOCOMOTIVE: TYPE 4*4^ CLASS . NUMBER 2984 SUBJECT : ?Toat Pennsylvania Railroad Company PhiMel^hie, keitlinore A WMkUgtea Rellreed Cempeny We*l Jersey A Seeihere Rellreed Cempeey Tfc.8T DEPARTMKNT FUEL : Penn Qes Coal Average Results of Locomotive Tests Bpd T9»t« .. Altoona, Pa., 11-4^1907 Table 8. Results of front end tests. E3a class locomotive. 60 Pennsylvania Railroad Company Phil»detphte. Baltimore dL Washington Railroad Company Northern Central Railway Company West Jersey 4. Seashore Railroad Company Balletia Io*9 TEST NOS,, TTESX DEF^ARTIVIEfSIX LOCOMOTIVE TYPE CLASS .... NUMBER 2860 Average Results of Locomotive Tests SUBJECT tSelf Cleaning Front End Altoona, Pa.9-X0-1906 Driving Wheels Piston Rods, Diameter Number of Pairs .. 4 Inches 2 Approx. Diameter, inches 56 74 High Pressure 4 164 Engine Truck Wheels 76 Low .. 165 14 Number 2 Tail Rods, Diameter, ^ 166 16 Diameter, inches 30 inches 157 Trailing Wheels 78 High Pressure Hone •158 16 Diameter, inches — - 80 Low 159 Wheel Base, feet Valves 17 16.25 82 Type Piston ie Total Wheel Base 24.84 83 Design AnOr.BAl.YalTO Co, 19 Gaze of Wheels 4.75 84 Per Cent. Balanced 100 _ 86 Type of Valve MolmWalBOhaiOrtS AT 20 GAGE COCK AND NORMAL Greatest valve Travel 160 161 FIRE POUNDS 86 High Pressure, inches 6.25 20 On Truck 21667 ee Low — 2 1 " 1st Drivers __46667_ Outside Lap of VALVE 162 22 " 2d " - .. 42583 90 High Pressure, inches ,91 163 23 '• 3d “ 47600 94 Low — 167 24 " 4th “ 40850 Inside Lap of Valve 26 5th “ — 98 High Pressure, Inches .06 168 26 “ Trailers — 102 Low 169 27 Total 198267 BOILER 26 “ on Drivers 176600 113 Type Bclpsire.Wlde Fireooz 1 7 1 Cylinders 114 Outside Diam. 1st Ring 7x#x6 Diam. and Stroke, H P 22 x28 Tubes 172 . « . , p 115 Number 373 CLEARANCE IN PER CENT. OF PISTON 116 Outside Diam., inches £ 173 DISPLACEMENT Pitch 2,6875 40 H. P. Right, Head End 12.5 118 Length Between Tube 174 4 1 “ “ Crank 10.7 Sheets, inches 164.28 42 " Left, Head “ 12.2 119 Total Fire Area, sq. ft. 6.28 43 “ " Crank " 10.8 124 Boiler Pressure, pounds 205 44 L. P. Right, Head •*- Superheater 46 “ " Crank ■' — 125 Number of Tubes. _ 46 “ Left, Head " 126 Outside Diam. “ inches — 47 “ “ Crank “ — 128 Length of “ « ^ Receiver, Cubic Feet Firebox, inside, INCHES 48 Volume Rigid Side __ — 132 Length 118,32 49 “ Left " . 133 Width 65.04 Steam Ports, Inches 137 Air Inlets to Ashpan, SO H. P. Admission, Length 30 sq. ft. 7.66 51 ' ‘ Width £ Grates 58 L. P. * Length 144 Type Boekiag Finger 59 “ “ Width 145 Grate Area, sq. ft._ 48.66 66 H. P. Exhaust, Length No Port 146 Area of Dead Grates 0 6T “ “ Width «» H 70 L. P. “ Length.. . 71 ' * Width HEATING Surface, Square Feet Of the Tubes, Water Side 2673«68 “ “ • Fire ■' 2339,25 “ firebox, 166,06 “ “ Superh’r, ■' “ Total, Based on “ “ 2505,29 2839,74 of Firebox and Water Side of Tubes Boiler Volume WITH WATER SURFACE AT LEVEL OF 2D GAGE COOK Water Space, cii ft. 349,7 Steam 63 ,1 Exhaust Nozzle Double or Single SlUgl© Size, inches _ Area, sq. inches Reverse Lever H. P. Notches Forward of Center L. P. Notches Forward of Center RATIOS Heating Surface (.158) to Grate Area i145) Fire Area Thru Tubes i119) to Grate Area (145) Firebox Heating Surface (156) to Grate Area (145) Tube Heating Surface (155) to Fire Box Heating Surface (156) 5,63 24,89 22 51.49 •13 3*41 14,09 •USED IN CALCULATIONS Table 9. Dimensions of H6b class locomotive 2860. 61 TEST NUMBER RUNNING CONDITIONS 1 1 BOILER PERFORMANCE TEST DESIGNATION Duration of Test, Hours Miles per Hour Throttle Openfng, Full or Partial Actual Cut-ofT Per Cent., H. P. Cylinders Draft 1 in firebox Pressure 1 In Boiler, Lbs. per Sq. Inch Draft Smoke Box, Inches . ( Water Dra'T f Ash Pan, Inches of Water Calorific Value of Dry Fuel, B.T.U.perLb. Cinders Coilecte.J in S.T.oke Box, Pounds per Hour R. r. M. Cal-otl Throttle 196 199 203 2»d to 271 217 222 225 2A8 238 X200.276 e0 -> 20-F 2«26 13«00 Fall 19*2 0*7 204*6 1.3 0*1 13176 21 1200.271 80 - 90-F 8.00 13*00 « 31*4 1.1 204*6 2*6 0.1 13176 26 U00,272 80 ^ 0-7 2.50 13*00 m 38*9 1.6 204*8 3*4 0.1 13176 31 1200.275 120 . 40-F 2.00 19.50 « 38*9 1.9 204*6 6,2 0.2 14137 79 1200 « 2e6 140 - 40-P .76 22*75 « 13*9 2*1 200*6 6*8 0*1 14137 436 M. P. 394 A -Sixth Sheet Pennsylvania Railroad Company LOCOMOTIVE: TYPE CLASS H6b NUMBER 2860 Average Results of Locomotive Tests SUBJECT : Self Claanliw Front Bnd Altoona, Pa Philtdelphia. Baltimore & Waahington Railroad Company Northern Central Railway Company Waal Janey & Saaihora Railroad Company “TESX OePARTMEMT FUEL - janleon Coal 8-29^1910 TEST NUMBER BOILER P ERFORM lANCE ENGINE PERFORMANCE Dry Fuel Fired per Hour, Pounds Dry Fuel per Hour, Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM ANO AT 212® f,, POUNDS Boiler Horse Power (34SU.ofE.) Efficiency of Boll ir. Based on Furl Draft Dianh. pressure In Branch Pipe, Pnunds p«r Sq In Superheat In Branch Pipe Degrees F. Per Hour Per Hrur per Sq. Ft. nf Fire He.it.ng Sur. Per Pound of Dry Fuel 33B 339 340 344 345 347 349 360 1 1 220 230 1200*276 1734 35*64 13890 16669 6*66 9*61 483*2 70*44 1.1 1200*271 2593 63*29 19628 23780 9*48 9*16 688*4 67*14 2.3 1200.272 3289 67*69 24036 29104 11*62 8*85 843*6 64*87 3*0 1200*275 4950 101*73 31111 37632 15*02 7*60 1090*7 51*92 4*6 1200*286 6336 130*21 33188 39989 15*96 6*31 1159.1 43*11 5*2 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engl nos, Pounds per Hour Indicated Horoe Power Dry Fuel per Indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, Pounds Front mi Drawbar Pull, 1 Pounds Dynamometer Onwba'' Horse Power Dry Fuel per Oynnmom. Horse Power Hour, Pounds Dry Steam per Dynamom. Horse Power Hour, Pounds Machine Efficiency of Locomotive, Per Cent. Thermal Efficiency of Lccnmotivo, per Cent., LiasedonFue!) Soszla Diaoster 214 379 380 381 265 383 384 385 398 399 1200*276 13061 520*2 3*3 25*11 fig.ZO 12014 428.5 4.1 30*48 82.4 4.76 5.5 1200*27] 19387 817*6 3*2 23*71 m 20284 701,4 3,7 27*64 85.8 5.22 •1 1200*272 23723 963*5 3.4 24*62 m 24526 850*2 3,9 27,90 86.2 4,99 1200*278 30723 1252*8 4*0 24.52 m 20998 1091,8 4.5 28.14 87,1 3.97 •• 1200*286 32786 1308*4 4*8 25*06 ** 1 18771 1138*7 5,6 28.79 87,0 3.24 •• Table 10. Results of tests of standard front end, H6b class locomotive. 62 P._304 A— Sixth Sheet 8 X lv}.j LOCOMOTIVE: TYPE a-i6^ CLASS NUMBER 2860 SUBJECT : Self Claanl]« Front Bid Pennsylvania Railroad Company Philidelphia. BaKtmor* & WMhia 9 lon Railroad Company Northara Cantral Railway Company Watt Jertay & Saaahora Railroad Company -TES-r DEPARTMEMT- FUEL; Coal Average Results of Locomotive Tests Altoona, Pa., 6-29-1910 TEST NUMBER RUNNING CONDITIONS BOILER PERFORMANCE TEST DESIGNATION Duration of Test, Hours Miles per Hour Throttle Opening, Full or Partial Actual Cut-off Per Cent, CylJor. Iiraft la firebox Pressure In Boiler, Ibe. per S<|. lech Draft la Smoke Box, Inches of Water Draft In Ash Pan, Indiee nf Water Caleriic Value of Dry B.T.U.*liwUi. cinders Collected in Smoko Box, Pounds per Hour I.P.ILCtt-stt'ninttk 1 198 199 203 268 to 271 217 222 225 248 238 1200*423 80-2^F 2,0 12.86 Ftai 0*6 204*6 1.4 0*0 12928 5 1200*422 80-80-F 2,0 12,86 • 0*8 203,7 2.1 0*2 m 8 1200*424 80-40-F 2.0 12,86 «» 1*2 204,3 3,3 0.1 m 16 1200*426 120.40-F 2.0 19,30 • 2a 201,4 5,2 0.2 m 25 12X*428 120-40-f 1.5 19.30 m 1*5 202,0 5,6 0,2 13590 0 12X*426 120-45-F 1.0 19*30 m 2.3 159,9 6,6 0*2 12928 29 1200*427 120-45-7 1 1 [ 1.0 19*30 m 2.4 201«6 6.7 0*1 13390 29 TEST NUMBER BOILER PERFORMANCE ENSUE PERFORMANCE Dr; Fuel Rred per Hour, Dry Fuel Sq. Ft of Grate to Bollor, Pounds por Hoor EQUIVALENT EVAPORATION FROM AND AT 2120 F.. POUNDS Per Hour per S4U.ofE.) Efficiency of Boiler, Draft Bade of Pia^U Pressure In Brandi Pipe, Peuade p« S< 1 . In. Superheat Branch Pip. 338 345 347 360 220 1200.423 1200«422 1200.424 12CX}.42S 1200*428 1200*426 1200*427 1921 2381 3264 5017 S1S3 5328 39*46 48*93 67*06 |108*U 105*48 109*40 106*93 14658 17766 23515 30430 31896 31263 32458 17781 21530 28390 87176 38192 88119 39625 7,10 8*59 11*33 14*64 15*25 15*21 15*82 9*26 9*04 8*70 7*41 7*44 7*16 7*48 515*4 624*1 822*9 1077*6 1107*0 1104*7 1148*5 69*18 67*54 65*00 55*36 55*66 53*49 1.2 1.9 3,0 4*6 4.8 4*8 5*1 E NGINE 1 PERFORMANCE LOCOMOTIVE PERFORMA NCE TEST Dry Steam to Indicated Dry Fuel l>«f Dry Steam PW Front Drawbar Dynamometer Of Dry Fuel per Dry Steam Machint Efficiency Thermal Effidency BsSianst NUMBER Enginti, Horse Indicated ladicated Pull, Drasrbar Dyoamum. Dyaamom. of of R6»l» Pounds per Hour Power Horse Power Hour, Pounds Horse Power Hour, Poundi Bid Pounds Horse Power Horse Power Hour, Poundi Harse Powur Hour, PMMs Lecofflotive, Per Cent LecoaMdive, percent, (BtMdanFaal) Dianeter 1 1 214 379 380 381 265 383 384 385 398 399 1200,42s{ 1 14276 14282 489*9 3*92 29*14 5*02 5^50 1200*422 17601 t» I 18695 641*3 3*71 27*29 5*31 «» 1200*424^ 229S7 It 24560 843*2 3*87 27*20 5,09 fi 1200,42S 1 30062 It 20316 1047,7 4*79 28*69 4,U m 1200,42d 30897 n 20600 1060*0 4*84 29*15 3,98 m 1200*422 30676 M 1 20472 1053*4 5*05 29*31 3,90 m L2X*427 32046 1 M 1 21154 1089*0 4*67 29*43 5,90 m Table 11. Results of tests of baffle plate front end, H6b class locomotive. 63 M. P. 894 A— aiKth Sheet LOCOMOTIVE: TYPE CLASS W1» NUMBER 2860 Pennsylvania Railroad Company Philedelphie, Beltimore & Wnhlngton Heilreed Compi«)r Northern Centre! Reilwey Compeny Weet Jereey & Seeehore Reilroed Company XEBX DEPARTMENT FUEL : ... Jniaon CO«l Average Results of Locomotive Tests SUBJECT ; Self Clowaizjg Front Altoona, PA.,8-29rXW0 TEST NUMBER RUNNING CONDITIONS TEST DESIGNATION Duration of Teit, Throttle Opening, full or Partial Actual Cut-off Per Cent, H. P. Cyllndera Dr Aft In Firebox boiler PERFORMANCE Pretiure In Boiler, Lbt. per Sq. Inch Smoke Box, Inchet of Water Draft I Calorific Value A>h Pan, | of Dry Fuel, of Water |B. T. U. perLb. Clndert Collected In Smoke Bex, Pound! R. P. M. Cut-oH Throttle 288 to 271 21 1 222 225 246 ^ord| X3390 13390 12444 14315 14315 238 1200«436 1200«4S5 1200.437 1200.447 1200.448 80-20>eF 80-40-? 120.40.P 120-40-? 120-45-? 1.0 2.0 1.6 1.5 1.0 12.86 12.86 19.30 19.23 19.23 Full 0.4 1.2 1.6 2.1 2.4 151.9 204*0 179.4 200.4 188.3 0.9 3.0 4.1 4.7 5.1 0.1 0.2 0.1 0.2 39 0 76 88 136 BOILER PERFORMANCE ENGINE PERFORMANCE TEST NUMBER Dry Fuel Fired Dry Fuel per Hour. Pounds per Sq. Ft of Grate Water Delivered to Boiler, Pounds Per Hour Pound of Dry Fuel Power (34HU.ofE.) Efficiency of Boiler, Based Draft Bade of Dlaph. Branch Pipe, Pounds per Sq. In. Superheat In Branch Pip. Degrees F. 339 345 II 220 1200.436 1200.435 1200.437 1200.447 1200.448 1712 3346 4547 5947 35.18 68.77 93.44 110*21 122.20 13512 23467 28258 30642 31208 16147 28492 34356 37242 38004 6.45 11.37 13,71 14.87 16.17 9.43 8.52 7,56 6,95 6.39 468.0 825.9 995.8 1079,6 1101.5 68,02 61.45 58.67 46,89 43.11 0.8 2.8 3.6 4.4 4,9 TEST NUMBER ENGINE PERFORMANCE Dry Steam Engines, Pounds Indicated Horse Power Dry Fuel per Indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, Front LOCOMOTIVE PERFORMANCE Drawbar Pull, Pounds Dynamometer Dry Fuel per Dynamom. Power Hour, Pounds Dry Staam per Dynamom. Horse Power Hour, Pounds Machine Efficiency of Locomotive, Per Cent* Thermal Efficiency of Locomotive, per Cent, Based on Fuel! ‘Badxa.vaX Hosele Diamdter 214 379 380 265 383 385 398 399 1200.43( 1200.43S 1200.431 1200,447 1200.441 13161 23104 27916 30252 30830 Fi«,23 9907 24819 16228 21015 Jto662 339.8 851.4 937.9 1077.6 1069.7 5,04 3.» 4.85 4.98 5.56 38.71 27.14 29.76 26.07 28,82 3.77 4,84 4.22 3,67 3.20 5.625 Table 12. Results of tests of Buffalo front end, H6b class locomotive. 64 M^P. 304 A-Sii;h Sheet Pennsylvania Railroad Company LOCOMOTIVE: TYPE CLASS NUMBER 286P Average Results of Locomotive Tests SUBJECT ; Self deaziUie Front End, Altoona, Pa Phtlidvlphio, Beliimore & Wnhington Reilretd Compony Northtm Central Railway Company Watt Jof^ty & Saaihore Railroad Company XEST DEPARTMENT FUEL Janison Coal 6*^1910 TEST NUMBER RUNNING CONDITIONS 1 BOILER PERFORMANCE TEST DESIGNATION Duration of Test, Hours Miles per Hour Throttle Opening, Fuil or Partial Actual Cut-off Per Cert,, H. P. Cylinders Draft m fireIxH Pressure In Boiler, Lbs, per Sq. inch Draft In Smoke Box, Inches of Water Draft in Ash Pan, inches of Water Calorific Value of Dry Fuel, B. T. U. per Lb. Cinders Collected In Smoke Bex, Pounds ptr Hour 1. F. a. Giil-oft Thiohle 196 199 203 268 to 271 217 222 225 248 238 iiiii mvt e0-20«F 80^0.? 120u40-f 120-40-P 120-45*7 2 2 1 1 12.82 12.82 19.23 19.23 19.23 fall M M • U 0.6 1.8 1.9 1.3 1.9 204.9 203.5 182.4 165.4 178.9 1.6 3.3 4.6 3.5 5.0 Ho Beoord • M .1 1S444 N N m m 16 22 61 67 11 TEST NUMBER BOILER PERFORMANCE ENSINE PEF IFORMANCE Dry Fuel Fired per Hour, Pounds Dry Fuel per Hoor. Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM AND AT 212<» F.. POUNDS Boiler Horse Power (34HU.ofE.) Efficiency of Bollor, Based on Fuel Draft Back Of Diapb. Pressure In Branch Pipe, Pounds per Sq. In. Superheat In Branch Pipe Degrees F. Per Hour Per Hour per Sq. Ft Heating Sur. Per Pound of Dry Fuel 338 339 340 344 34S 347 349 360 990 230 1200«441 I200«43e I200«4S9 1200.442 L200.440 1982 3468 4564 4272 4657 40.73 71.27 98.79 87.80 95.71 14785 2S681 28291 25506 29820 17927 23T66 S4419 30967 36302 7.16 U.4f 18.74 12.36 14.49 9.06 6.29 7.84 7.26 7.80 519.6 633.6 997.6 897.3 1082.8 70.28 64.34 58.52 56.26 60.54 1.3 3.7 4.0 2.8 4.0 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engines, Pounds per Hour Indicated Horse Power Dry Fuel per Indicated Horse Power Hoor, Pounds Dry Steam per Indicated Horse Power Hour, front j Bnd Drawbar Pull, 1 Pounds Dynamometer or Drawbar Horse Power Dry Fuel per Dynamem. Horse Power Hour, Pounds Dry Steam per Dynamem. Horse Power Hour, Machine Efficiency of Locomotive, Per Cent. Thermal Efficiency of Lecomoilve, per Cent, TbAiaoBt Hoisle Dlnatar 214 379 380 381 1 265 383 384 386 398 399 1200.441 14561 nc.84 1 14920 510.1 3.89 28.65 5.26 5.626 1200.438 2S859 H 24908 851.6 4.07 27.43 5.02 5.626 L200.4S9 27949 « 1866S 957.0 4.77 29.20 4.29 5.626 L200.442 25199 16330 852.7 5.01 29.55 4.08 5.50 1200.440 29459 ■ 19396 994.5 4.68 29.62 4.87 5.625 Table 13. Results of tests of Sunbury front end, H6b class locomotive. f)5 M. F 3»4 A-SixOi Sheet H \ li'>5 LOCOMOTIVE: TYPE Zf-0^ CLASS E6b NUMBER 2860 Pennsylvania Railroad Company Phil»d«ipkii, Baliimor« A Waahiiigten Raitrtad Company Northarn Central Railway Company Waat Jaraey & Saashora Railroad Company TES'r DERARXMENX FUEL: Jcailaon Coal Average Results of Locomotive Tests SUBJECT :3aXf Oloanlag Front aid Altoona, Pa , 6-29-1910 TEST NUMBER TEST DESIGNATION Duration of Teal, Hours Miles per Hour Throttle Opening, Full or Partial Actual , Cut-aP ■'Per Cent.. H. P, Cylinders Draft in Plrabox Pressure In Bollrr, Lbs. per Sq. Inch Draft In Smoke Box, Inchos of Water Draft Ash Pan, Inches of Water Calorific Value of Dry Fuol. B.T.U.porLb. cinders Collected In Smoke Box, Pounds per Hour 1. P. M. Cut.«ft Thiollle 196 199 203 268 to 271 217 222 225 246 238 1200.432 80-20-P 2.0 12.86 Pall 0.6 200.3 1.7 0.1 13390 9 1200.4&2 80-80-P 2.0 12.78 m 1.2 204.9 3.6 0.1 15668 0 1200.429 eo-40-.F 2.0 12.86 m 1.1 204.5 4.0 0.1 13390 4 1200.461 100-45-F 1.6 15.98 m 2.0 200.6 7.3 0.1 13666 11 1200.490 120-40-F 1.6 19.30 m 1.B 195.8 6*3 0.2 13390 8 1200.491 120^&-P 1.0 19.30 m 2.1 203.7 6.9 0.2 13390 12 1200.444 120-46-F 1.0 19.28 m 1.7 190.6 6.1 Vo 14316 22 U00.445 120-45-F 1.0 19*23 m 2.3 194.6 6.8 Record 14315 29 1200.446 120-46>^ 1.0 19.23 m 1.9 204.9 6.8 0.1 14315 17 \»0.494 120-60*-F li£= 19>30 n 2.3 191.1 7.4 0.2 13390 U RUNNING CONDITIONS BOILER PERFORMANCE BOILER PERFORMANCE ENGINE PERFOnyANCE TEST NUMBER Dry Fuel Fired per Hour, Pounds Dry Fuol per Hour. Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM AND AT 2120 p., POUNDS Soller Horse Power (34ViU.ofE.) Efficiency of Boiler, Based on Fuel Draft Baok of Dianh. Pressure In Branch Pipe, Peueds perSq In Superheat In Branch Pipe Degrees F. Per Hour Per Hour per Sq. Ft. Heal'g'lur. Per Pound of Dry Fuel 338 339 340 344 345 347 349 360 220 230 1200.432 1923 39.32 14723 17906 7,16 9.31 519.0 67.15 1.1 1200.462 2700 56*49 21731 26157 10.44 9.69 758,2 67,39 2,6 1200.429 3333 68.47 23995 29230 11.68 6.78 847.8 63.33 2.6 1200.4EI 6222 107.32 33315 40074 16.00 7,67 1161.6 53.34 5.1 1200.480 6290 108.71 30521 37265 14.67 7.04 loeo.i 60,78 4.4 1200.431 5342 109.78 33098 40376 16.12 7.66 1170,3 54,53 4.7 1200.444 5473 112.47 31622 36511 15.37 7.04 1116.3 47,60 4,8 1200.445 6947 122.20 32200 39187 15.64 6.59 1135,8 44,46 5.1 1200.446 6097 125.29 33722 41006 16.37 6.73 1186.5 46,40 4.9 1^0^494 34256 41734 16.66 7.61 1209.6 56.33 5.2 1 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engines, Pounds per Hour Indicated Horae Power Dry Fuel per Indicated Horse Power Hour, _P2undi_ Dry Steam per Indicated Horse Power Hour, Pounds Front I Drawbar Pull, Pounds Dynamometer or Drawbar Horse Power Dry Fuel per Dynamem. Horse Power Hour, Pounds Dry Steam per Oynamom. Horse Power Hour, Pounds Machine Efficiency of Locemetlve, Percent Thnrnsal Efficinney of Lecometive, per Cent, ( Bund en Fuel 1 EShttit Bbisltt )laBeter 214 879 380 381 1 265 383 384 385 398 399 1200.481 14516 14830 508.8 3.78 28.58 6.03 5.625 1200.458 zovtz m 22638 768.8 3.51 27.30 5.22 « 1200.429 23502 « 24889 663.9 3.90 27.62 4.87 m 1200.461 32889 ■ 26967 1149,1 4.64 28.62 6.04 • 1200.480 30152 m 20156 1037,1 5.10 29.07 8.73 « 1200.481 32696 m 21398 1101.4 4.86 29.70 3.92 a 1200.444 31289 m 20609 1067.0 5.13 29.28 3,47 a 1200.44E 31810 m 21427 1096.7 5.41 28.96 3.29 a ML m m 1 \m HM B.S7 4-78 29.22 3.81 ■J.WI a a Table 14. Results of tests of Linos West front end, H6b class locomotive. 66 GRAPHICAL LOGS OF TESTS. A graphical log is made for each test to show the conditions at each ten-minute interval, and to indicate any irregularity in the weights of coal and water during the run. These diagrams are on file with the Test Plant records. A few repre- sentative ones only being shown here. 67 M P. Experimental D-1 Pennsylvania Railroad Company Sheet No P-331 Self CleanlBg Front Bad Wear JCHsrv <1 Scashurc Railroad Comranv TEST DEPARTMENT Bulletin Graphical Log of Locomotive Test NO Altoona. Pa , 11-28-1912 UPPER FIGURES R. P. M LOWER F IGU R ES A PPROX. SPEED IN MILES PER HOUR Locomotive T YPE 4-4-2 Class Number 6266 Spe«a Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full Partal Evaporation Pounds of Water per Pound of Coal 38.2 160 27 P 5.91 Test No. Sh eet No. 917 P-331 68 Sheet No. M. P. Experimental D-1 Pennsylvania Railroad Company pHH.»0£LPHiA. Baltimore a Wasmiroton Railroad Compant Northerh Central Railway Company West Jersey & Seashore Railroad Company TEST DEPARTMENT Bulletin Graphical Log of Locomotive Test No. Self Cleaning Front End Altoona. Pa 7 - 3-1907 UPPER FIGURES R. P. M LOWER FIGURES APPROX. SPEED IN MILES PER HOUR LOCOMOTIVE Type 4-4-fi Class Number so I <0 20 30 40 SO ^ LENGTH OF TEST — MINUTES AND HOURS Speed in Miles per Hour HevolutlORS per Minuto Cut-olF Per Cent., H. P. CyllMleri Throttle Opening Full or Pertisl Evaporation Pounds of Water per Pound of Coal 38,2 160 32 F 5,76 Test No. 900,8 P.P332 69 M. P. Experimental D-1 li « i»ii Pennsylvania Railroad Company Philaoclphia, Baltimore A Washington Railroad Company Northern Central Railway Company West Jersey A. Seashore Railroad Company Hi IftH Sheet No. P-3S3 TEST DEPARTMENT Bulletin NO 9 Graphical Log of Locomotive Test Self Clesnlog Front isad AnooKA. Pa , 8-6-1907 UPS*ER FIGURES R. P. N1 . LOWER FIGURES ARPROX. SPEED IN MILES PER HOUR LOCOMOTIVE Type 4-4-2 Class 40 SO to 20 30 40 SO g to LENGTH OF TEST — MINUTES AND HOURS Number 6266 Soo’it Mil..; ■ per Ho.,r Rcvoiotions Cut-off Per Cent., H. P. Cylinder^ Throttle 1 Openina Ful' Partial 1 Evaporatio'. 1 Pounds of Water per Pound of Coal 87 cS 160 27 Pail 6c6 test No. 900.2S Sh eet No. P-333 0 71 M. P. Experiment*! D-1 PENNSYLVANIA RAILROAD COMPANY pHIlAOetPHlA, Baltimou* * Northcrn Ccniral Railway Company Well JERatY & SCAEHORE RAILROAD COMPANY Sheet No. TEST DEPARTMENT Bull«tln NO Graphical Log of Locomotive Test Self Clafttilng Front Bid Altoona, Pa . 8-12-1907 :■ UPPER FIGURES P. P. M LOWER FIGURES APPROX SPEED IN MILES PER HOUR L.OCOMOTI VE Type 4-4-2 Class B2a Number 30 AO SO I LENGTH OF TEST- 30 40 so 2 'O MINUTES AND HOURS 5266 speed Mile« per Hour Revolutions per Minute Cul-olf Per Cent.. H. p. Cyllmters Throttle Opemntr Full Pai-t-ai Evaporation Pounds of Water per Pound of Coal 37.6 160 SO Toll So4 Test No. 900.29 N o 72 Sheet No M. P. Experimental D-1 PENNSYLVANIA RAILROAD COMPANY PMutoctPHiA, B*i.Tmo(K & WAe»HMrr(M Raiuioao Company Nortneiw Ccntral Railway Company Wear Jean A Scashorc Railnoao Company TEST DEPARTMENT Bolletla NO 9 Graphical. Log of Locomotive Test Self ciseaisie Trent Eb& UPPER FIGURES R. P. M. COWER FIGURES APPROX. SPEED IN MILES PER HOUR LOCOMOTIVE Type 4-4-2 Class Number SZ6$ Speea Miles |>er Hour Rewdsttoin Hleiita Cut -off Per Cent., H. P. Cylinders ■Dirottle Opening FbII PartAl Evipontlen Pounds of Water per Pound of Coal 37e« 160 s? Pull 6.x TEST NO 900*38 Sheet No. P«336 73 Sheet No. P~337 M. P. Erportment&l D-1 Pennsylvania Railroad company Pm.Aon.raiA, BALTtAiom A Waiwimtoa Railaoao ComAHT NOHTHCAM COITAAL RAHWAY COKPAHY WUT JiniY A SCASHont Railroad Company TEST DEPARTMENT. BoUellin NO. Graphical Log of Locomotive Test IS • ini limi Saif Cleaning ?ront ZM Altoona, Pa.. 8»£S<1907 lUPPER FIGURES R. P. M . LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type. 4.-4-i2 Class BSa Number 6866 Speed Miles per Hour RevoluHdns per Minute Cut-off Per Cent., H. P, Cylinders Throttle Opening Tull Part'Ol Evapontlon Pounds of Water per Pound of Coal S7*6 160 S3 ftai 6,9 Test No.. foo^ Sheet No. 74 75 Sheet No M. P. ExperinienMl D-1 Pennsylvania Railroad Company PhiLAOCLPHIA. BALTIMOfIC & WAtHINOTON RAILAOAO COMPANY NOKTHCNN CCNTRAL RAILWAY COMPANY Wt*T Jcmer A, ScA»MONe Ra laoao Company TEST DEPARTMENT Graphical Log of Locomotive Test Self Oleaalas Front End UPPER FIGURES R. P. M LOWER FIGUR ES APPROX. SPEED IN MILES PER HOUR LOCOMOTIVE Type Class Number 6266 Spew) Kites per Hou- Revolutions per Minute Cut-off Per Cent., H. P. Cytimlers Throttle Openme Full ' Part'al Evaporatio*' Pounds of Water per Pound of Coal S7.6 160 27 Fell 6.6 900.41 Sheet No. ^^<^9 76 LOWER FIGURES APPROX. SPEED IN MILES PER HOUR LOCOMOTIVE Type 4-4-2 Class Ega Number 8266 Sheet No. p-a40 Speea4346 83 M. P, Experiluencal D-1 Pennsylvania Railroad Company PHICAOCL^HIA. BALTtMUAC <1 WaSMINOTON flAILflOAO COMPANY NOnrHERN CCNtRAL RAiLWAV COMPANY WcRr Jersey & Seashore RAitru>AO Company Sheet No. Self Cleanlsg Front Snd TEST DEPARTMENT BUllotln NO 9 Graphical Log of Locomotive Test Altoona, PA&.1&.1912 ;UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type Z -^0 Class H6b Number 2860 Speed Miles per Ho»r Revolutions per Miiiuto Cut-of Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds nf Water per Pound of Coal 19«5 120 40 F 6*22 Test No. 12W.276 Sh eet No. ?~367 84 S^:!:5T No. P'-S'fcQ M. P. Experimental D-1 Pennsylvania Railroad Company Philaoelphia. Baltimore & ^a^ashington HAitnoAn Company Northern Cen'^ral ftA«LWAt Commanv West Jersfy a S£A«.HOftC Hailroao Company TEST DEPARTMENT SRllOtia Graphical Log of Locomotive Test i> » im s s leH NO. Seli' Cletaijjs Frtait BSid Altoona. Pa.. l-4-i9ie UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED I IM MILES PER MOUP Locomotive Type £-0-0 Class N u M BE R 20 :;0 40 SO I )0 20 30 40 SO g 10 20 _ENGTH OF TEST MINUTES AND HOURS 2SG0 Speeii in Mile; per He.r Revolutinns psr Miniite Cut-off For Cent., H. P. Cylinders Throttle Opening Full Partial Evaporation Pounds of Water per Pound of Coal ISO 40 FaU 6*1 Test No. izooym^ Sh e et N o ,P- 34 S 85 M. P. Expertiuental D-1 Pennsylvania Railroad Company Philadelphia. Baltimope A Washinutun Railroad CoAtPAwr NOKTHEA** CCMTMAL RAILWAY COMPANY We«T JEII8CV A Seashore Railroad Company Sheet No. P~340 Self Cleaning Front End TEST DEPARTMENT BOllctiXl NO. 9 Graphical. Log of Locomotive Test Aitoona, Pa . lUPPER FIGURES R. P, M. LOWER FIGUR £S APPROX. SPEED IN MILES PER HOUR Locomotive Type Class H6b Number 2860 Speed Miles per Hou: Revolutions per Mlnuto Cut-off Per Cent., H. P. Cylinders Throttle Openini; Full Partial Evaporation Pounds of Water per Pound of Coal 1P.2 120 40 Fall 5,7 Test No1200«447 Sheet No. p-g49 86 M. P. Experimental D-1 Pennsylvania Railroad Company Phii.a0£lpmi«, Baltimom 4 Wasminotob Railroad Company Northern Central Railway Company WEST Jersey 4 Seashore Railroad Company U 9 mi 8 X IDK' Sheet Nu Jt-350 Graph iCAi Self CleanlBg Front snd TEST DEPARTMENT Bnlletltt No Log of Locomotive Test l-2fr.l910 UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOU LOCOMOTIVE TYPE 2.-®^ Class E6t> Number 2660 Speed Hiles per Hour Revoludsns per Mlnuts Cut-off Per Cent., H. P. Cylinders Throttle Opening Full Ptrtiai Evaporation Prunds of Water per Pound of Coal 19.2 120 40 full 6*1 Sheet No.E 350 87 M. P Expermienial D- 1 Pennsylvania Railroad Company • l»U Sheet No. P-361 Self Cleaning; Front End Philaoclpi^ia. Baltimuhc <1 WAjv^iNMrdN kAiLROAu Company Northern Centt0 20 30 40 50 ^ ^O 30 40 50 g LENGTH OF TEST — MINUTES AND HOURS Speed Miles per Hour Revolutions per Minute Cut^rff Per Cent., H. P. Cylinder' Throttle Openin^f Full Part al Evaporation Pounds of Water per Pound f»f Cnai 19,i ; 120 40 Pull 5.7 Test no. 1200.>4Se Sheet No. P^51 88 PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN No. lO TESTS OF A MODIFIED CLASS H8SB LOCOMOTIVE Copyright, 1914, by Pbinnstlvania Railroad Company 1914 CONSOLIDATION TYPE FREIGHT LOCOMOTIVE 1256. Pennsylvania Railroad Company Class H8b (Saturated Steam). A locomotive of the same class as No. 1134, the one tested. CONSOLIDATION TYPE FREIGHT LOCOMOTIVE 3473. Pennsylvania Railroad Company Class H9s (Superheated Steam). The locomotive tested, No. 387, class H8sb, with 25-inch cylinders, is the same as the H9s class, except for a few minor details. (2) LOCOMOTIVE TESTING PLANT. TESTS OF A CLASS H8sb CONSOLIDATION TYPE LOCOMOTIVE WITH CYLINDERS 25 INCHES IN DIAMETER. Conclusions and recommendations on pages 107 to 109. Index on page 147. Tests of Simple Consolidation Type Locomotives with Saturated and Superheated Steam, Showing that, by THE Use of Highly Superheated Steam in Enlarged Cylinders, the H8b Locomotive is Made More Power- ful AND More Economical in Fuel and Water, INTRODUCTION. 1. The Pennsylvania Railroad Company adopted early the consolidation locomotive for freight service, securing one of this t}’pe from the Baldwin Locomotive Works in 1873, and ex- hibiting one, built at Altoona, a class I, now known as class HI, at the Centennial Exhibition in Philadelphia in 1876. 2. The HI locomotive carried 125 pounds boiler pressure and had cylinders 20 inches in diameter with a stroke 24 inches, a total weight in working order of 95,700 pounds and a tractive force of 19,200 pounds. In 1886, or ten years later, the class R, now known as the class H3, consolidation locomotive, an improved form, was built at Altoona; the steam pressure was 140 pounds with cylinders the same size as in the earlier design. The total weight in working order was 1 14,620 pounds, and the tractive force 21,504 pounds. 3. In common with many other large railroads, the Penn- sylvania has adhered to the consolidation locomotive for the past 37 years, and it is yet the prevailing type for heavy freight service on this railroad. ( 3 ) 4 4 . The economies to be obtained by the operation of trains of large tonnage have been the cause of an unceasing call for more powerful locomotives, and following the H3 class of 1893 there were brought out the H6, H6a, and H6b, each with a tractive force of 39,688 pounds. Tests of an H6a locomotive were made at the Louisiana Purchase Exposition in 1904 and are recorded in Bulletin No. 4 and also in the report of the St. Louis tests of that year. In 1908 a further increase in size of freight loco- motive was made in a design known as the H8 class, with a trac- tive force of 42,661 pounds. In 1912, with a view of increasing both the economy and power of the H8 locomotive, superheaters of the Schmidt type were installed in many of their boilers. 5 . These locomotives have cylinders 24 inches in diameter with a 28-inch stroke. Their total weight in working order is 249,500 pounds, and they carry a working presstu-e of 205 pounds per square inch. 6 . With the idea of providing a more suitable cylinder diam- eter for these consolidation locomotives, when using superheated steam, the cylinders on a single locomotive No. 387 were in- creased in diameter to 25 inches. The revsults obtained in road service after this change show an improvement in the p)erform- ance of the locomotive, and this is further confirmed by the tests shown in this report. During the present year, many loco- motives similar in design have been built. These new locomo- tives are known as the H9s class and are the heaviest loco- motive of this type on the Pennsylvania Railroad at this date (January 1, 1914). Their total weight in working order is approx- imately 251,900 pounds and they have a tractive force of 46,290 pounds. Description of Locomotive. 7 . Locomotive 387 is of the simple consolidation type. It was built at Juniata Shops, by the Pennsylvania Railroad Company in June, 1909, and, at that time, was of the H8b design to use saturated steam. In December, 1912, this locomotive had a superheater applied and its cylinders increased from 24 to 25 5 Fig. 1. LOCOMOTIVE 1134, CLASS H8b (Saturated Steam). Locomotive in position for test on Test Plant, Pennsylvania Railroad Company, Altoona, Pa. 6 Fig. 2. LOCOMOTIVE 387, CLASS H8sb, WITH 25-INCH CYLINDERS (Superheated Steam). In position for test. m- ^v '-•* 'a- '-^' : ■ -'■- -4S>i< f'-'i-g-''f' ► »« "5 ^ - ':-Sr. ■ ■'...:h 5«^. ;. --i-jl^'. -.: ■■•'«' ■iWSM . •Vr''. •■' --^ ,-i j*'-^ 7 inches in diameter. Its classification was then changed to H8sb, although, because of the 25-inch cylinders, it thus became virtually the first locomotive of the H9s class. It was hand fired and had a brick arch. 8 . The H9s locomotive is the outcome of an effort to obtain greater power and more economical performance by the use of superheated steam and enlarged cylinders. It has a heating surface (fireside) of 3536.6 square feet, while its predecessor, the H8b saturated steam locomotive, has 3403.2 square feet. This is an increase of 3.9 per cent, in the heating surface due to a rearrangement of tubes in the boiler, which was necessitated by the application of the superheater. 9. The general dimensions of this modified H8sb locomotive, No. 387, from measurements, are as follows: Total weight in working order, pounds._ 249,500 Weight on drivers, working order, pounds 219,900 Cylinders (simple), inches 25 x 28 Diameter of drivers, inches 62 Heating surface in tubes (water side), square feet 2840.21 Firebox heating surface (fireside), including arch tubes, square feet 189 . 90 . Heating surface of superheater (fireside) 808.98 Total heating surface (based on fireside of firebox and superheater and water side of tubes), including super- , heater and arch tubes, square feet 3839.09 Total heating surface (based on fireside), including super- heater and arch tubes, square feet 3536 . 55 Grate area, square feet 55 34 Boiler pressure, pounds per square inch : 205 Valves, type 14 in. Piston Valve motion Walschaerts Firebox, type Wide, Belpaire Number of tubes... 265 Number of flues (for superheater) 36 Outside diameter of tubes, inches 2 Outside diameter of flues, inches 5| Length of tubes, inches...... 180. 19 8 10. The maximum calculated tractive effort at starting is 46,290 pounds, with 80 per cent, of the boiler, pressure available as mean effective pressure in the cylinders. This is equivalent to 282.2 pounds drawbar pull per pound of mean effective pressure. The ratio of the weight on drivers to the calculated tractive effort is 4.75. Gjsnerai, Arrangement. 1 1 . The general arrangement of locomotive 387 is shown in Fig. 3 and cross-sections are shown in Fig. 4. BoieER. 12 . The boiler. Fig. 5, is of the Belpaire type with a wide grate. It contains 265 tubes, 2 inches outside diameter and 15 feet long, and 36 flues, 5f inches outside diameter, for super- heater elements. The feed water from the injectors is con- ducted through a pipe 2| inches in diameter, extending from the back head of the boiler to a point 36 inches from the front tube sheet. Fig. 6 shows the front and back tube sheets. 13. The boiler has a sloping back head and throat sheet. It is equipped with a Schmidt type superheater and with a brick arch carried on three 3-inch water tubes. Grates. 14 . The grate arrangement is shown in Fig. 7 . The grate rests on a cast-iron centre bearer 10 inches wide, running longitu- dinally with the firebox, and on frames attached to the sides of the firebox. The grate is separated by the centre grate bearer into two sections. Each section consists of a drop grate at both the front and back ends of the firebox, and separating these from the shaking grates are small fixed grates. The shaking grates are of the interlocking finger type and can be shaken in two separate sections. 15. The grates slope from the side of the firebox toward the centre grate bearer and the whole grate slopes from the rear toward the front end of the firebox. 9 GENERAL ARRANGEMENT. Class H8sb Locomotive 387. SCALE . FEET A INCHES. 10 END ELEVATIONS AND CROSS SECTION. Class H8sb Locomotive 387. 11 I Fig. 12 16. The whole grate has an area of 55.34 square feet, of which the shaking portion is 25.76 square feet. The dimensions of the grate are 6 feet wide and 9 feet 2f inches long. “®’F^72”xioeviNsire sheets. scale, feet a inches. Fig. 6. TUBE SHEETS. Class H8sb Locomotive 387, 17. The ashpan is of the self-cleaning type and is operated from the side of the locomotive. Smoke BOX. 18. The smokebox, designed to be self-cleaning, is shown in Fig. 8. It has an exhaust pipe 14| inches high. The exhaust nozzle (Fig. 9), rectangular in shape, is 4f x 6J inches, with an area of 30.88 square inches. A lift pipe, 17 inches inside diam- eter, extends from a point 17| inches above the exhaust nozzle to connect with the stack which tapers to an inside diameter of 19 inches at the top. 19. A sloping wire mesh netting extends from the top of the smokebox to the edge of the diaphragm plate which projects 18 inches beyond the vertical centre line of the exhaust pipe. 23 %”- 13 Fig. 7. GRATE AND ASHPAN. Class H8sb Locomotive 387. 14 20 . In the arrangement used in the tests the diaphragm or table plate was horizontal, where it crossed the center line of the exhaust nozzle at a height of 15f inches above the bottom of the smokebox. This smokebox was found to be self-cleaning. A final arrangement of self -cleaning front end is described in Pars. 49 to 54. ^ f ^ ? T ? ? T SCALE .FEET A INCHES. SMOKEBOX ARRANGEMENT. Class HSsd Locomotive 387. Superheater. 21 . The superheater, Fig. 10, is of the Schmidt fire-tube type. It consists of 36 elements; each element has a double loop in one of the large fire tubes and extends to a point within two feet of the firebox end. The steam in flowing through the superheater passes twice through the hot gases in the flue. 15 22 . The total heating surface of the superheater is 808.98 square feet, which is 22.8 per cent, of the total heating surface of the boiler. Fig. 9. EXHAUST NOZZLE. Class H8sb Locomotive 387. Cylinders. 23 . This locomotive 387 differs from the standard in one important particular; the diameter of its cylinders is 25 inches. The standard cylinders for this class of locomotive, when using saturated steam, have a diameter of 24 inches with a stroke of 28 inches. For the purpose of utilizing the full advantage of superheated steam, the cylinders applied to this locomotive were increased in diameter. 16 j } t- i - I" i, 17 Fig. 11. CYLINDER. Class H8sb Locomotive 387. 18 24. The cylinders, Fig. 11, are made of cast iron. The saddle and each cylinder are cast separately. The steam passages are direct, but the exhaust passages have a number of turns. With the application of a superheater, new steam pipes are applied as shown and these extend through the sides of the smokebox and connect to the top of the steam chests, thus offering a direct pass- age from the superheater header to the valves. These outside steam pipes serve to prevent excessive expansion or contraction in the cylinder saddle which might occur with highly superheated steam conducted through it. Piston Valves. 25. The piston valves, Fig. 12, are of the semi-plug type, 14 inches in diameter, made by the American Balance Valve Fig. 12. PISTON VALVE. Class H8sb Locomotive 387. 19 Company. This size has been standard for locomotives of the H8, H8b and H8sb classes. The size adopted, however, for the H9s, of which the 387 was but a forerunner, is 12 inches in diameter. Tests relative to the proper size of valve will be the subject of Bulletin No. 23. The bearing face of the valve is formed by two narrow expanding rings connected by a thin wide ring with a number of “V” shaped grooves. (See Bulletin 7 for a more detailed description and tests.) Tests. 26. There were 47 tests made with the H8sb locomotive 387. A number of these tests have been omitted, due to low steam pressure or the very short duration of the tests, making the data unreliable. 27 . Thirty -nine tests of the 387 are presented in this bulletin, and all were made with a wide open throttle, and the speeds were from 7.2 to 30.5 miles per hour with a cut-off ranging from 20 to 88 per cent. These tests are shown in the following table, which indicates the number of tests run under each speed and cut-off. Tests Made With HSsb Locomotive No. 387 Superheated Steam, 25-inch Cylinders. Revolu- tions Per Minute R. P. M. Miles Per Hour M. P. H. Nominal Cut-off in Per Cent, of Stroke 20 25 30 35 40 45 50 55 58 63 68 75 - 86 88 40 7.19 1 1 1 I 1 1 60 10.83 2 1 1 1 1 1 80 14.44 1 1 2 1 1 1 100 17.97 ”3 2 1 i 1 120 21.56 1 i 1 2 140 25.16 1 1 1 160 28.75 i 1 1 170 30.50 1 .... .... 1 .... .... .... .... .... .... In 1912, tests were made with class H8b saturated steam locomotive 1134 and the test results are shown in the tables on pages 121 to 131 and on many of the diagrams. An outline of the test conditions is given in the following table. Tksts Mad^ With H8b Locomotive No. 1134 Saturated Steam, 24-inch Cylinders. Revolutions Peb Minute R. P. M. Miles Per Hour M. P. H. Nominal Cut-off in Per Cent, of Stroke 20 27 35 42 60 11.0 2 80 14.7 2 2 100 18.3 2 120 . 22.0 2 Coal Used. 28. The fuel used during the tests was a bituminous coal mined by the Jamison Coal and Coke Company in Westmoreland County, Penna. It is a run of mine coal as used in freight ser- vice on this road. 29. Table VI, column 248, shows the heating value to range from 13,330 to 14,661 B. t. u. per pound. 30. As each car was being unloaded at the Test Plant samples were taken for analysis. The analysis of the coal shows results as follows : Proximate Analysis. Fixed Carbon, per cent 58.02 Volatile matter, per cent 31.59 Moisture, per cent 1.20 Ash, per cent 9.19 100.00 Sulphur, separately determined, per cent 1.44 B. t. u. per pound, dry 14,140 B. t. u. in combustible — 15,590 Ultimate Analysis. Carbon, per cent 76.00 Hydrogen, per cent 4.95 Nitrogen, per cent. 1.40 Sulphur, per cent. 1.79 Ash, per cent. 9.98 Oxygen by difference, per cent 5.88 100.00 21 BOILER PERFORMANCE. St^am Pressure and Temperature. 31 . The operation of the locomotive with regard to its steam pressures and temperatures is shown in Tables I and II. The steam pressures in Table I are for the boiler, dry pipe, the super- heater header (saturated side), return bend (or the middle point of the superheater length), the branch pipe and the exhaust passage. 32 . The boiler pressure, with but two exceptions, ranged between 198 and 206.0 pounds. At the return bend, where the steam has passed through one-half of a superheater element, the pressure shows a drop, ranging between 2.6 and 7.4 pounds. After the steam had passed through the superheater its press- ure was observed at the branch pipe. The maximum drop in pressure at this point was 11.0 pounds or 5.6. per cent, of the boiler pressure (Test No. 3217). The pressure in the exhaust passage, observed by steam gage, ranged from 0 to a maximum of 7.7 poimds. 33 . The steam temperatures. Table II, are shown for boiler, branch pipe, exhaust passage and the superheat in the exhaust passage. The superheat in the branch pipe ranged between 97.3 and 210.2 degrees Fahr., and in the exhaust passage from 3.6 and 81 degrees Fahr. 34 . The temperatiu'e in the firebox and smokebox, together with the temperature of the steam in the branch pipe and the superheat in degrees Fahr. at the different rates of combustion, are graphically presented in Fig. 13. Thus the temperature in the firebox ranged between 1780 and 2510 degrees Fahr. and that in the smokebox between 448 and 673 degrees Fahr. The rate of firing is shown to range from 1000 to 7500 poimds of dry coal per hour. 22 LOCOMOTIVE: TYPE_„2:r:0r:^ CCASS -fiS.sb No.. 5B7 Sheet No — Tests of a Class HSsb Loopaotive, M. F. 470— A Pennsylvania Railroad Company PWLADBIPHIA. BALnMORB & WASHINGTON RAILNOAO COJIPAIIV Nocthbrn Central Railway Conranv _ Wist Jbmnv A Siashorb Railroad Conrany Bolletln TEST DEPARTMENT NO. Altoona. Pa. 1-7-1914 9rE&M PBBSSDBSS. Test Test Duration Steam Pressure by Gage In No. of Dry Superheater Branch SchTOS'C Teat Header Return Bes Ignat ion Minutes Boiler Pipe Saturated Side Bend Pipe Passage 217 220 3207 40-20-F 120 205.3 203.3 203,3 201.2 201.2 0.0 3210 40-30-F 120 205.3 205.3 202.0 202,0 202.0 0,0 3246 40-7&-F 30 206.0 203.5 203,3 201.7 200,0 4.8 3247 4O-.80-F 16 206.0 204.7 204,0 201.9 200,7 6.3 3205 60-20-P 45 206.8 203.3 202.8 202.1 201,2 0,0 3206 60-20-F 105 205.9 203.0 202.1 202.1 201,7 0.0 3209 60-30-F 90 206.0 205.3 204,0 201,8 201,5 c.o 3227 60-3&-P 90 206.0 204.4 203,2 201,3 201,2 l.« 3242 60-6e-F 30 206.0 204.3 203,5 201,5 198.5 4.8 3245 60-75-F 30 203.3 202.0 201.3 199,0 194,7 6.7 3244 60-8 6-F 15 195.0 193.0 192.7 189.2 186,0 7,7 3201 60-20-F 120 205.8 203.5 203,5 202.5 202.4 0,0 3202 80-30-F 90 205.3 204.3 203,5 202.0 202.0 1.3 3203 80-40-P 30 206.0 204.8 204,0 203.4 201,5 2.0 3204 80-40-P 105 205.5 202.6 201,8 201,5 199.4 0,0 3230 80-55-F 30 206.0 204.0 203,8 202.4 200.0 4,0 3239 80-58-F 60 204.9 202.1 202,1 199,9 196.7 5.0 3241 80-63-F 60 204.7 203.0 203.0 200.7 195,9 6,9 3206 100-25-F 60 206.3 203.2 203,2 202.0 200,8 1.0 3211 100-25-P 30 205.8 205.6 203,8 202,2 201,0 1.0 3212 100-25-P 120 205.5 205.5 203,8 201.8 200,8 1.0 . 3213 100-40-F 30 203.3 203.3 202,0 198.9 197.3 3,3 3214 100-40-P 120 202.3 201.2 199.5 197.2 195.4 3.0 3215 100-4 5-P 120 204.6 202.8 201,5 198.5 196.2 4,1 3236 100-50-F 60 205.4 203.4 203.4 201.2 196,6 5.0 3237 100-55-P 60 203.4 201.4 201.4 198.4 194,6 5,1 3223 120-20-P 120 206.0 203.9 203,0 201.7 201.1 1.0 3221 120-30-P 120 205.9 205.2 203,7 201.2 199.8 2.8 3230 120^0-P 120 204.3 202.2 201,5 190.2 195,3 4.0 3216 120-50-F 60 186.1 185.3 184,1 180,6 176.3 5,9 3217 120-50-P 45 193.0 196.6 195,4 190.6 187.0 6,2 3225 140-25-P 90 205.6 203.9 202.5 200.2 199.4 2.0 3216 140-35-F 120 198.3 197.0 196.2 192.9 190.5 3.8 3220 140-40-F 60 204.9 203.7 202,7 199.2 196,0 5.1 3229 160-30-F 120 204.9 202^8 202,2 199.4 197.7 3.8 3222 160-35-F 60 203.3 201.3 200.7 197,3 194.7 4,9 3235 160-40-p 60 198.7 195.6 196.3 192,1 189.1 5,4 3228 170-20-P 120 205.8 204.5 202.9 201,5 200,3 2.0 3224 170-35-F 60 204.1 201.7 200.6 197.4 195,4 4«9 Sheet No..?.”-^^?-. Table I. STEAM PRESSURE. The pressure of the steam as it flows from the boiler to the exhaust nozzle is shown in this table. At the return bend, where the steam had passed through one-half of the superheater elements, there was a pressure drop ranging from 2.6 to 7.4 pounds. The maximum drop in pressure at the branch pipe was 11 pounds. In the exhaust passage the pressure ranged from 0 to 7.7 pounds. 23 LOCOMOTIVE: TYPe, ZrSc^ CLASS . . No. M. P. 478-A PENNSYLVANIA RAILROAD COMPANY Phiiadblphia, Baltimori B Washington Raiiroao Company Northern Central Railway Company West Jersey A Seashore Railroad Company StIJ 1-14 18 'SxiOH Sheet No JlrllStL. .Tftot.s ..of ..a Class HSab Locomotive, TEST DEPARTMENT Bulletin No — IQ Altoona. Pa.. STE&U TQIPSlATaRKS . Test No. Test Designation Duration of Teat Minutes Temperatures In Boiler Branoh Pipe Exhaust Passa^ Superheat in Sxhaust Passage 3207 40-20-P 120 389.7 485.5 220.0 8.1 3210 40-30-P 20 309.7 519.2 222.2 10.3 3246 40-76-P 30 390.0 568,5 262.0 56,6 3247 40-88-? 15 390.0 569.3 3C6.0 76.6 3205 60-20-P 45 309.8 489,3 218.7 6.8 3206 60-20-? 106 390,5 497,3 220.0 8.1 8209 60-30-F 90 390.1 518.4 228,0 16.5 3227 60-35-F 90 369.9 623,0 226,4 13,7 3242 60-66-? 30 390.0 660.0 279.6 64,3 3245 60-7 5-F 30 389.0 651,3 269.3 38,7 3244 60-66-? 16 390,0 664.0 314,0 61.0 3201 80-20-F 120 389.0 514.2 220.0 6.1 3202 30-30-P 90 385.7 521.2 218.0 3,6 3203 80-40-? 30 389,9 533,0 J32.0 15.7 3204 80-40-P 105 389,7 539,6 230.2 18.3 3238 80-55-P 30 390,7 567.0 244.5 21.5 3239 80-58-P 60 389,5 580.9 280.9 55.1 3241 80-63-P 60 389.5 596,3 298.3 67,6 3208 100-25-P 60 390.1 545,0 226,7 12,0 3211 100-25-F 30 389,9 545.6 226,0 14,2 3212 100-25-F 120 309.7 542,2 227,5 14.6 3213 100-4CLP 30 388,9 542,0 232,6 . 12,1 3214 100-40-P 120 368.6 562,1 231.0 10.6 3215 100-46-P 120 389,4 565,8 235.2 12.2 3236 100-50-P 60 389,7 586.9 252,0 26.6 3237 100-55-P 60 389,3 570.9 266.6 40.6 3223 120-20-P 120 389,9 514.8 222.0 9*0 3221 120-3Q-P 120 389.2 543.1 229,7 10,8 3230 120-40-P 120 383,6 574.2 235.8 13.4 3216 120-50-F 60 382,8 570.3 270.6 42.6 3217 120-50-F 45 386,8 578.8 270,8 60,2 3225 140-25-P 90 389.8 563.6 228,2 11.1 3218 140-35-P 120 386,9 546,6 231.6 9.8 3220 140-4a-P 60 389.5 554.9 242.3 16.8 3229 160-30-P 120 389.5 568.8 231,7 9.7 3222 160-3 5-P 60 388.9 552.9 234.6 10.1 3235 160-40-P 60 383,0 677.1 252.0 25,5 3228 170-20-P 120 389.8 533,4 223.5 7.5 3224 170-35-P 60 389,3 570,9 236.6 10,9 Sheet Table il. STEAM TEMPERATURES. The steam temperatures correspond with the pressures shown in Table I. The boiler temperatui \s were obtained from the steam table; all other temperatures were observed. 24 Fig. 13. FIREBOX AND SMOKEBOX TEMPERATURE. The temperatures of the steam in the branch pipe and the smokebox gases were practically constant after the combustion rate exceeded 100 pounds per square foot of grate per hour. Under the same condi- tions the temperature in the firebox increased but 20 degrees. 25 35 . Meanwhile the temperature in the branch pipe ranged from 486 to 596 degrees Fahr., and the superheat between 97 and 210 degrees Fahr. 36 . It is observed that, when the combustion rate exceeds 5500 pounds of coal fired per hour, which is equivalent to 100 pounds per square foot of grate, the degree of superheat, the temperature of the steam in the branch pipe and the temperature of the smokebox gases remain practically constant. The tem- perature in the firebox shows a tendency to decrease. This would indicate, above this rate of firing, the greater difficulty in obtain- ing perfect combustion. Draft. 37 . There is given in Table III the draft in inches of water, in front of diaphragm, back of diaphragm, in firebox and in ash- pan, also the temperature in degrees Fahr. in firebox, smokebox and of the steam in the branch pipe. The last column gives the amount of coal fired per square foot of grate in pounds per hour during the several tests. 38. Fig. 14 presents graphically the relation between the rate of combustion in pounds of dry coal fired per square foot of grate per hour and the draft in inches of water. 39 . The drafts in front and back of diaphragm are equal. This is an unusual result, indicating a very good front-end per- formance, or one having little or no loss in draft on account of the presence of the diaphragm. The draft in the smokebox in- creases from 0.9 to approximately 8 inches of water as the rate of combustion increases from 18 to 144.6 pounds of coal per square foot of grate per hour. 40 . The draft in the firebox increases from 0.3 to 2.8 inches of water, while in the ashpan it ranges between 0.04 and 0.50 inches of water. The air openings into the ashpan have a total area of 7.52 square feet, or 13.6 per cent., of the grate area, and on ac- count of the rather high vacuum in the ashpan these openings should be increased to about 8.5 square feet. 41 . The distance intervening between the curves indicates that when 130 pounds of coal are fired per hour per square foot of grate the percentage of draft lost in the tubes or between the 26 LOCOMOTIVE; TYPE 2-arsQ... CLASS E8s.l? no.._58Z. M. P. 479-A PENNSYLVANIA RAILROAD COMPANY PHiLAbBtrHiA, Baltimore A Washinoton Railroad Comrant Northern Central Railway Company „ West Jersey & Seashore Railroad Company Sheet Test a..of..a...C.XMS--H68]LJk^^^ TEST DEPARTMENT Bulls ti«o 10 .. Altoona, Pa . 1-7-1914 COMBUSTIOH.IIIAPT AUD T5MPI3^ATUHE . Test Test Dura- Draft in Inches of ter Tomoerature Degrees F, Coal as fired No. tion In front Back In In In In Of per 3q, ft. Designs- of of of Steain in of Grate Test Diaph- Diaph- Fire Ash Fire fSmoke Branch Pounds tion Mins. rapn ragm box paai box box Pipe Per Hour 222 223 224 223 212 207 210 5207 40-20-F 120 0.9 0,9 0.4 0.04 1924 448 465.5 18.07 3206 60-20-F 106 1.1 1.0 0.3 0.17 1879 480 497.5 25,15 3205 60-20-F 75 1.3 1.1 0.4 0.13 1780 500 489,3 27.11 3210 40-30-P 120 1.5 1.3 0,3 0,08 2130 528 519,2 27.11 3201 80-20-F 120 1.7 1.5 0.7 0,05 2187 564 614,2 53.76 3209 60-30-P 90 2.0 1.8 0.7 0.10 2158 522 518,4 37.59 3225 120-20-F 120 2.0 1.9 0.6 0,07 2148 539 614.8 39.57 3227 60-35-P 90 2.3 2.1 1.0 0,08 2243 548 523.0 43.53 3202 80-30-F 90 2.4 2.1 0.9 0.09 2160 599 521.2 46,01 3212 10O-2&-P 120 2.3 2.1 0.9 0.11 2302 568 542.2 45.18 3226 17Q-20-P 120 2.9 2.7 1.5 0,13 2328 563 533.4 54,21 3208 100-25-P 60 2.4 2.3 0.9 0.10 2335 610 545,0 45,18 3211 100-25-P 30 2.6 2.3 1.1 0,18 2360 573 545,0 54,21 3204 80-40-P 106 3.2 2.8 0.8 0,15 2376 626 539.5 68.94 3225 140-25-F 90 3.2 3.2 1.2 0.12 2304 611 563.6 60,23 3203 00-40-P 30 3.0 2.8 0.9 0,13 2266 646 533,0 54.21 3221 120-30-P 120 3.7 3.5 1.7 0.22 2344 595 543.1 63,25 3246 40-7 &-P 30 5.4 5.5 1.7 0,10 2360 658 558,5 65,41 3214 100-40-P 120 4.0 3.7 1.6 0.18 2310 627 562.1 75,98 3213 100-40-P 30 4.5 4.2 2.0 0,25 2390 624 542,0 74,81 3229 160-.30-P 120 4.6 4.4 2.1 0.22 2315 537 568,8 76.62 3218 140-35-F 120 5.5 6,3 2.8 0,48 2308 634 546.5 94.04 3215 100-45-P 120 5.1 4.8 2.1 0,27 2408 637 565,8 88.63 3230 120-4O-F 120 5.1 4.9 2.2 0.23 2403 618 574,2 87.75 3247 40-88-F 15 6,2 6.4 2.1 0.12 2380 660 559.3 111,45 3238 80-55-F 30 5.4 5,2 2,3 0,10 2360 645 667.0 108,42 3222 160-3&-F 60 5.9 6.6 2.6 0,20 2377 650 552,9 94.09 3224 170-35-P 60 5.8 5.6 2,4 0,31 2340 662 570,9 90.35 3242 60-68- F 30 6,0 6.1 2.2 0,11 2410 655 560,0 100,42 3236 100-50-F 60 5,8 5.6 2,2 0.16 2463 646 586.9 90,35 3220 140-40-F 60 6.9 5.7 2.3 0.31 2425 634 654.9 97.76 3245 60-75-F 30 7.8 7.9 2,8 0.10 — 670 551,3 144.56 3216 120-50-P 60 6.3 5,8 2.5 0,38 2423 640 670.3 106,44 3239 80-58-P 60 6.1 5.9 2,7 0.12 2395 637 580.9 111,54 3237 100-55-P 60 6.2 6,0 2.3 0.13 2510 651 570,9 108,42 3236 160-40-F 60 6.4 6.3 2.7 0,27 2387 651 577.1 103,04 3217 120-50-P 45 6.6 6.2 2.5 0,50 2405 646 576,6 115,65 3244 60-86-P 15 e.i 7.9 2.6 0,17 2370 673 564.0 126.63 3241 80-63-P 60 6j,7 6.4 2.2 0.17 - 669 596.3 95,45 Sheet No Table Ml. COMBUSTION, DRAFT AND TEMPERATURE. The tests are arranged here according to the increase in equivalent evaporation. The vacuum in the ashpan is higher than usual, and the draft in the firebox does not exceed 2.8 inches of water. 27 Fig. 14. DRAFT AND RATE OF COAL BURNING. At the front and back of diaphragm the drafts are equal. This is an unusual result, indicating a very good front end performance, as there was little or no loss in draft due to the presence of the diaphragm. 28 back of diaphragm and the firebox was 59 per cent., and that due to the coal and grate or between firebox and ashpan was 34 per cent. Rate of Combustion and Horse-power. 42 . The relation between the combustion rate in pounds of dry coal fired per hour per square foot of grate and the power developed is illustrated in Fig. 15. The curve for horse-power indicates that as the rate of fiiring increases the dynamometer horse-power approaches a point beyond which an increase in the firing rate would produce no more power, and it further shows that as the rate of combustion is increased the efficiency of the boiler drops from 81 to 37 per cent. Smokebox Gases. 43 . The analysis of the smokebox gases in per cent, of oxygen, carbon monoxide, carbon dioxide and nitrogen, together with the calorific value of the dry coal in B.t.u. per pound, are shown in Table VI. The heat in the coal which is lost by the presence of CO in the gases, the temperature of the smokebox in degrees Fahr, and the smoke in percentage according to the Ringelmann Scale are also known. 44 . While the volume of carbon monoxide in the smokebox gases is apparently small, ranging from 0.0 to 2.6 per cent., it will be seen that in test 3238, only 2.3 per cent, of CO means a fuel waste of 9.84 per cent. The smoke ranged from 6 to 44 per cent. The locomotive was hand-fired, and to this fact, and to the presence of a brick arch in the firebox we may attribute this low percentage of smoke. 45 . A gradual increase in the density of the smoke occurs as the rate of combustion is increased (see Fig. 16). The carbon monoxide likewise gradually increases until a rate of combustion approximating 5000 poimds of coal per hour is reached. There- after it increases with great rapidity. This indicates an insuf- ficient air supply at the higher rates of combustion, further mention of which is made in Pars. 103 to 105 of this Bulletin. 29 M. F. 470-A 8i 1 iil «-»-U LOCOMOTIVE: Pennsylvania Railroad Company Philadslpmia. BALTiaoPi A Washihctor Railroad Company Northbrn CeiTTRAi Railway Com ipaNy CLASS . EBsb.. . NO -fiOl WasT JpRSCY A Seasmobc Railroad Company 10 Sheet No — ^ Tests of a Class H8sb LoaoBiotive. ALTnoNA Pa ^7-1914 CCKBUSTlOn.SEIIERAL COKDITIOHS Test Test Dora- Average Pressure Tec^rature Dry Coal Total water Batio Ro* tion in lbs .per sa. in. Betrrees Pahr. Plred i)or Evap. lbs. Colunm Designa^ of Boiler Atmospib- Teat- Feed Hour lb. pel Per hour per 339 Test Press- eric ing eq.ft.of sq. ft, of heat to tion Hins. ure Pressure Plant Water Grate -Ing surface 342 217 221 206 211 339 342 5207 40-20-F 120 205.3 14.24 64 50.4 17.67 2.63 6.72 5206 60-20-P 106 206.9 14.24 50 46.7 24.59 3.41 7.21 5206 60-20-F 75 205.6 14.04 65 43.5 26.51 3.69 7.38 5210 40-30-F 120 205.3 14.30 52 49.3 26.51 3.66 7.24 3201 60-20.F 120 205.8 14.13 54 44.0 33.0 4.1 8.06 3209 60-30.F 90 206.0 14.38 56 51.6 36.74 4.65 7.84 3223 120-20-F 120 206,0 13.98 56 50.4 38.76 5.05 7.65 3227 60-35-P 90 206.0 13.90 59 55.9 42.39 5.35 7,92 3202 60-30-F 90 205.3 14.11 59 44.7 44.98 5,57 8.08 3212 100-26-P 120 205.5 14.08 61 46.4 44.16 5.65 7.81 3226 170-20-F 120 205.8 13.94 58 47.7 52.80 5.69 9.28 3206 100-25-F 60 206.3 14.20 62 46.5 44.16 5.85 7,66 3211 100-2&-F 30 205.8 14.23 64 53.0 52.98 5.91 8.96 3204 60-40-P 105 205.5 13.99 56 44.0 57.63 6.64 8.68 3225 140-25-F 90 205.6 14.26 60 48.0 58.67 6.72 8.73 3203 60-40-P 30 206.0 14.06 61 43.0 52.98 6.83 7.76 3221 120-30-P 120 205.9 14.06 65 50.1 61.96 6.98, 8.88 3246 40-75-F 30 206.0 14.27 58 48.0 63.46 7.40 8.58 3214 100-40-P 120 202.3 14.35 56 47.8 74.43 7.41 10.04 3213 100-40-P 30 203.3 14.04 67 47.0 73.15 7,59 9.64 3229 160-30-F 120 204.9 14.05 54 48.8 74.63 7.86 9.51 3216 140-35-F 120 198.3 14.09 69 47.8 92.12 8.04 11.45 3215 100-45-P 120 204.5 14.13 60 49.7 86.83 8.06 10.77 3230 120-40-P 120 204.3 14.04 58 50.5 86.47 8.24 10.37 3247 40-e8-P 15 206.0 14.26 57 48.0 108.13 8.38 12.90 3236 60-55-F 30 206.0 14.21 59 50.7 105.60 8,43 12.53 3222 160-35-P 60 203.3 13.87 63 51.8 92.18 8.52 10,82 3224 170-35-P 60 204.1 14.28 55 50.0 88.00 8.68 10.14 3242 60-66-P 30 206.0 14.26 63 47.3 105.17 8.70 12,09 3236 100-50-P 60 205.4 14.04 74 50.0 88.49 8.72 10.15 3220 140-40-P 60 204.9 14.04 65 50.0 95.77 8.93 10,72 3245 60-75-P 30 203.3 14.27 54 48.3 140.22 8.97 15,63 3216 120-50-P 60 186.1 14.14 70 47.8 104.26 8.91 11.70 3239 60-58-P 60 204.9 14.20 55 48.0 108.69 8.90 12,21 3237 100-55-P 60 203.4 14.19 58 48.7 103.58 9,17 11,51 3235 160-40-P 60 198.7 14.07 70 52,2 100.92 9,20 10,97 3217 120-50-F 45 196.0 14.04 67 49.2 113.28 9,30 12.18 3244 60-86-P 15 195.0 14.23 66 48.0 122.80 9.51 12.91 3241 eo-63-p ea 204^ 14.22 66 48.2 92.95 Mr. Table IV. COMBUSTION, GENERAL CONDITIONS. The arrangement of this table is according to the increase in evaporation. The dry coal fired per hour per square foot of grate ranged between 17.67 and 140.22 pounds per hour. The water evaporated per square foot of heating surface per hour increased from 2.63 to 9.57 pounds. 30 M .. P. 479- -A iJl 4-2a-12 LOCOMOTIVE; Pe^Jnsylvania Railroad Company ('Hi.^ADELPHiA. Baltimore & Washinoton Railroad Comrany Northern Central Railway Company CLASS HOPP No .367.,. West Jersey Sc Seashore Railroad Company TEST DEPARTMENT Bullet in No .10 Sheet No fc'-Xi.OO Tests of a Class H8sb Locosnotiva, Altoona, PA 1-4-1914 RATE OP GCSfiBOSTION AKD HEAT TRANS5ER rest Test Dura- Total Dry Hate Of Combustion Heat Trans f- Heat Transfer No. tion Drv Coal Dry Coal Fired Dry Coal per ered across ed across sup Dosigna- Of Coal Fired Per sq.ft, of sq.ft, of Water Heating erheating Sur Test per Grate ,potmds Heat .Surface Surface B.t.u, face B.t.u, tion LJlns, Fired Hour per hour lbs .per hour Per Minute Per Minute 235 338 339 3207 40-20-F 120 1955 979 17.67 0.277 183214 8781 3206 60-2 0-F 105 2382 1361 24.59 0.385 238153 12675 3205 60-20-F 75 1100 1467 26.51 0.415 251283 10395 3210 40-30-F 120 2933 1467 26,51 0.416 255109 1687S 3201 80-20-F 120 3662 1826 33,00 0,516 288334 16944 3209 60-30-F 90 3050 2033 36.74 0.575 323178 20170 3223 12C-2G-F 120 4290 2145 38.76 0.606 352014 20850 3227 60-35-F 90 3519 2346 42.39 0.663 370954 24036 3202 60-30-F 90 3733 2489 44,98 0,702 389966 24882 3212 100-2 &-F 120 4888 2444 44.16 0,691 394623 28537 3228 170-20-F 120 5843 2922 52,80 0.826 397192 27489 3208 100-25-F 60 2444 2444 44.16 0.691 408386 29926 3211 100-25-F 30 1466 2932 52,98 0.829 41C223 30420 3204 80-4 0-P 105 5560 3189 57.63 0.902 464447 33298 3225 140-25-F SO 4870 3247 58.67 0.918 466796 38493 3203 80-4CUF 30 1466 2932 52,98 0.829 478169 32886 3221 120-30-F 120 5657 3429 61.96 0.969 485900 36867 3246 40-7&-F 30 1756 3512 63,46 0.993 516098 38027 3214 100-40-F 12C 8237 4119 74.43 1.162 516819 46224 3213 100-40-P 30 2024 4048 73.15 1.144 528648 38723 3229 1 60-30-F 120 8259 4130 74.63 1.168 546946 46224 3218 140-35-F 120 L0195 5098 92.12 1.441 560 551 42749 3215 100-4 5-F 120 9610 4805 86.83 1.358 560944 46841 3230 120-4 0-F 120 9459 4730 85.47 1.337 573320 50004 3247 40— 86— F 15 1496 5984 108.13 1.689 584348 44061 3238 80-5r>-F 30 2922 5S44 105.60 1,652 586462 48112 3222 160-3^P 60 5101 5101 92.18 1.442 592018 46497 3224 170-3 5-F 60 4870 4670 • 88,00 1.377 604560 51932 3242 60-68-F 30 2910 5820 105.17 1.645 607229 46809 3236 lOO-bO-F 60 4697 4897 88,49 1.384 608243 56038 3220 14-C-40-F 60 5300 5300 95,77 1.498 621938 49662 3245 60-75-F 30 3880 7760 140.22 2,193 625350 46537 3216 120-50-F 60 5770 5770 104,26 1.631 620756 544 66 3239 80-58-F 60 6015 6015 108.69 1,700 620798 55342 3237 100-55-F 60 5843 5843 105,68 1.652 638965 54779 3235 160-40-F 60 5505 5585 100,92 1.579 638543 57475 3217 120-50-P 45 4702 6269 113.28 1.772 648125 58352 3244 60-8 6-P 15 1699 6796 122.80 1.921 663216 55780 3241 80-63-P 60 5144 5144 92.95 1.454 667237 64143 Sheet No. P-llSS Table V. RATE OF COMBUSTION AND HEAT TRANSFER. A comparison of the heat transfer across the water heating and across the superheating surfaces shows that the heat absorbed by the superheater was less than 10 per cent of that absorbed by the water heating surface. 31 LOCOMOTIVE: TYPE 2-8-0 CLASS flesh M. P. 479 C PENNSYLVANIA RAILROAD COMPANY PlIILADCLTHU, Baltiboub A Wakbimotor Railboad Cobfant np „ Nobtbkbii Chtbal Railway Cobpabt ..V.V /.... Wb»t J«b«xt A tfSASBOBB Raujuiaii Compart SHEET No .?rll56 Tests of a Claa s EBsh IaQc omotlve « TEST DEPARTMENT BulletliNo 10 Altoona, Pa. Fig. 15. COMBUSTION RATE WITH RESULTING DYNAMOMETER HORSE-POWER AND EFFICIENCY. The horse-power curve approaches a point at which the increase in the rate of firing has no effect toward increasing the dynamometer horse-power. The efficiency decreases with the increase in power and rate of firing. Rate op Combustion. 46 . The general conditions relating to the combustion rate for this locomotive are given in Table IV. The boiler pressure (column 217) was well maintained throughout the tests. The dry coal fired per hour per square foot of grate ranged between 17.67 and 140.22 pounds per hour (column 339). The total water evaporated per hour per square foot of heating surface increased with the rate of combustion from 2.63 to 9.57 pounds. 47 . In Table V are given the total dry coal fired in pounds, the dry coal fired per hour in pounds, dry coal fired per square foot grate in pounds per hour, and per square foot of heating surface per hour, the heat transferred across the water heating surface in B.t.u. per minute and likewise across the superheating siudace. 48 . The heat transferred across the water heating surface ranged from 183,214 to 667,237 B.t.u. per minute, and that across the superheater heating surface from 8781 to 64,143 B.t.u. per minute. The heat absorbed by the superheater is thus less than ten per cent, of that absorbed by the water heating surface. Stack and Nozzle. 49 . This locomotive was equipped with a rectangular nozzle with an opening 4f by 6J inches (see Fig. 9), a self-cleaning front end with a lift pipe 17 inches in diameter and a stack tapering to 19 inches in diameter at the top (Fig. 8). 50 . Dynamic pressme observations of the gases leaving the stack were taken, as explained in Bulletin 19, Par. 90 to 96, and are presented here in Fig. 17. 51 . The maximum evaporation obtained was 39,955 pounds per hour. The pressures as plotted on the diagrams representing the stack from left to right and front to back indicate a uniform distribution of the gases across the stack opening in almost every instance. The only variation occurs in the plane from left to right at the maximum rate of evaporation when the pressures tend toward a peak at the centre, but are by no means excessive. 33 M. P. 479 C 8 1 1>H LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY 2-8 -0 fjuuLDMLrBiA, BALTiaoiis A WAsanaTOM Raiumad CoarAar TYPK «Q«V ‘XQ'V NoaTBEEB CBBTBAL RaHWAT COHPABT CLASS -. . No...V.V.l._. Wbet Jbbebt * Bbaehobb Baiiboad COBFABT TEST DEPARTMENT Bulletin NO. 10 SHEET No. Tests- of a, -Class HSsb lAoeoiaoti ve A. - - Altoona. Pa.. p 1 M i p Si E i.j nr i g 191 1 ■ifTT ii'T jii: jjfiP m llrP !tt? 1 1 1 pp 1 1 I 1 m 1 1 1 li 1 M i ii 34- 1 m lif t iifii Pi Ip™ pi 1 i 44 1 s r l> i 1 1 H I t ' M fi is 11 1 a B Ji iSi i if illi Pi 1 Int It ' ii 1 I !■ 1 H 1! 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"1 C Lhi l|l 4- A , 1 •.! ‘ 1 liL ft rn 3™ jC-l ■l.tl ft k t, r~ Hxit - 1 T --I -4 L i« ■• ■■ u LiJj l+J*. w* J® •Ml iU: % -- iPtCf s jB Mits^ 1 1 m tpft-i iSL ftp-- ™fe: fejS P JS 3 m UtOTd il int tifj- 1 tft '' I'j 4 ft M kk i Rilii IHxHII mwi M M StiSS nfHffirrlTiirtTTidKjj y Lkil iillM n M Sgffi r Fig. 16. CARBON MONOXIDE. The carbon monoxide and smoke increased rapidly after a rate of combustion of 5000 pounds of coal per hour was exceeded, indicating an insufficient air supply. 34 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPE 2.-a-o CLASsHQSB No. 387 PHII.ADKl.ralA. BALTIMOnr iL Wa-SHIKCTUK KtlI.ROAD COMFA.R^ XORTHER.V C*NTP..<1 K.tTlWAV I’oXPaNY WeaT jEltSEY 6i ^KASHCiE RaILROAP OiMPASV TEST DEPARTMENT BULLETIMno Sheet No. F* 1 1 S S TE.ST-S 0«=’ aOv CLA.S3 LooOiy\0TIVE: Altoona Pa . \ - 7 • 14 Sheet No PUBS Fig. 17. STACK PRESSURES. These pressures indicate a uniform distribution of the gases across the stack opening in almost every instance, showing that the stack was completely filled. 35 52. The diagrams as a whole indicate the stack to have been completely filled and the pressures quite uniform. 53. The front end arrangement during these tests was as shown in Fig. 8. It was found to discharge all of the cinders, except a small bank about 8 inches high immediately in front of the nozzle. With this aurrangement the area of opening imder the table plate or diaphragm, where it crosses the steam pipes and exhaust nozzle was 3.15 square feet, while the opening under the forward edge of this plate was 3.88 square feet. The smallest opening was then not at the outlet for the gases, but back of it. 54. After the tests recorded in this Bulletin were completed, the table plate was raised up at the back so that the opening under it at the steam pipes and exhaust column was increased to 4.34 square feet. The front opening remained the same as before, 3.88 square feet, or 54 per cent., of the opening through the tubes. With this change, the front end gave fully as good results in clean- ing and steaming as before. The final arrangement as shown in Fig. 10 is to be preferred, as the point of greatest restriction to the flow of gases is at the forward edge of the table plate, where the proper area of opening can be easily maintained. Evaporation. 55. The evaporative performance is given in Table VII, showing the total pounds of water evaporated per hour to range from 9300 pounds to 33,900 pounds, while the equivalent evapora- tion per pound of dry coal varies between the same limits from 12.15 pounds to 5.37 pounds. The superheat in the branch pipe shows an increase from 97.32 degrees to 210.25 degrees Fahr. The boiler efficiency ranged between 81 and 37 per cent. 56. There is given in Table VIII, the evaporation rate for both boiler and superheater. Referring to this table it is seen that the equivalent evaporation for the boiler alone ranges from 11,329 to 41,255 pounds per hour, from and at 212 degrees Fahr., 36 LOCOMOTIVE: TYPE 2-B=CL CLASS HQsl?. No. 387 Sheet No Tests of a Class H8sb Locomotive. M. P. 479-A PENNSYLVANIA RAILROAD COMPANY Philadelphia, Baltimore & Washington Railroad Company Noothern Central Railway Company _ West Jersey A Seashore Railroad Company Bulletin »1J 1-24 13 8 RICH TEST DEPARTMENT NO....JLQ Altoona. Pa....1-7-.191.^ SMOKEBOX GASES. Test Test [>ura- Analysis of Smoke box Gases Calorific Peroemt of Temper Smoke No. blon Oxygen Carbon Carbon Nitrogen Value of Heat in Coal -ature Percei Design- of 0 Monoxide Dioxide N Dry Coal lost by pre of Hinge] Pest C 0 C02 B.t .u .per -sence of Smoke — Tpan’n at ion Lllns. Percent Per cent Percent Per cent Pound C 0 Box Scale 253 254 255 256 248 207 3207 40-20^F 120 4.5 0.0 11,8 83.0 14661 0.0 488 6 3206 60-.20-F 105 4.24 0.16 12.96 82.64 14661 0.67 480 10 3205 60-20^F 75 3 47 0.1 13.9 82.3 14661 0.39 500 10 3210 40-30-F 120 4.6 0.3 13.2 81.9 14661 1.21 528 12 3201 80-20-F 120 4.9 0.3 13.3 81.5 14661 1.21 564 14 3209 60-30-F 90 2.6 0.28 14.96 82.16 14661 1.00 522 14 3223 120^20- F 120 0.9 2.3 16.5 80.3 13843 7.09 539 10 3227 60-35-F 90 2.1 0.5 14.9 82.4 13330 1.93 548 14 3202 80-30-F 90 2.8 0.7 14.4 82.1 14661 2.52 599 12 3212 100-25-F 120 1.5 0.4 15.7 82.4 14661 0.39 568 14 3228 170-20-F 120 0.5 0.8 15.6 82.2 13330 2.95 563 14 3208 100-25-F 60 1.9 0.5 13.6 84.2 14661 1.92 610 8 3211 100^25-F 30 1.8 0.4 15.2 82.6 14661 1.31 573 14 3204 80-40-F 105 3.3 0.3 13.9 82,4 14661 1.17 626 18 3225 140-2&-F 90 0.4 0.6 16.4 82.6 13330 2.13 611 12 3203 80-40-F 30 4.2 0.2 13.6 82.0 14661 0.75 645 20 3221 120-30- F 120 0.2 0.8 16.5 82.5 13843 2.59 595 14 3246 40-7 5-F 30 2.2 2.0 14.4 81.4 14140 6.83 658 26 3214 100-4 0-F 120 0.8 1.0 15.2 82.9 13843 3.59 627 20 3213 100-4 0-F 30 0.2 1.4 15.8 82.6 14661 4.28 624 22 3229 1 60-30-F 120 2.2 1.2 15.8 80.8 '13330 4.28 537 16 3218 140-35-F 120 •, 13843 634 34 3215 100-45-F 120 0.3 1.5 15.4 82.9 13843 5.11 637 22 3230 120-40-F 120 3.2 1.0 14.5 81.2 13330 . 3.92 618 20 3247 40-88-F 15 2.4 2.0 14.0 81.6 14140 6.81 660 42 3238 80-55-F 30 6.5 2.3 11.8 79.4 13330 9.84 645 30 3222 160-35-F 60 0.9 2.3 16.5 80.3 13843 6.07 650 34 3224 170-35-F 60 0.3 0.2 15.8 83.7 13330 0.78 662 20 3242 60-68-F 30 5.2 1.0 12.6 81.2 14140 4.14 655 36 3236 100-50-F 60 0.6 0.7 . 17.3 81.4 13330 2.35 646 24 3220 140-4 0-F 60 0.3 1.3 16.3 82.1 13843 4.30 634 26 3245 60-7 5-F 30 6.2 1.4 11.6 80.8 14140 5.83 670 42 3216 120-50-F 60 0.3 1.3 15.9 81.5 13843 4.39 640 30 3239 80-58-F 60 5.3 1.9 12.3 80.5 13330 8.00 637 30 3237 100-55-F ' 60 0.5 1.3 17.1 81.1 13330 4.28 651 30 3235 160-40-F ' 60 0.5 0.3 17.3 79.9 13330 1.03 651 28 32] 7 120-50-F ^ 45 0.3 2.6 15.5 81.6 13843 8.30 646 30 3244 60-66-1 ^ 15 3.6 2.0 13.2 81.2 14140 7.45 673 44 3241 80-63-F i* 60 6.3 0.5 12.3 80.9 13330 2.35 669 30 Sheet No....£ P-1157 Table VI. SMOKEBOX GASES. The tests are arranged according to the evaporation rate. The loss duo to carbon monoxide in the gases was small, due to careful hand-firing and the presence of an arch in the firebox; the smoke density was low. 37 M. P. 479-A 8 1 10^ aci 4-S8-12 LOCOMOTIVE: Pennsylvania railroad Company Philadelphia, Baltimore & Washinotoh Railroad Company Northern Central Railway Company CLASS H8sl» .. No SB7 - West Jersey & Seashore Railroad Company in Sheet No .C-ll.UiQ.. k Tests of a Class HSsb Looomotlre^ Altoona. Pa.. 1*" 7-1914 BVAPOMTIVE PERPORUAKCE Test Test Dora- water acd Steam Evapoirative Performance Superheat Sqaiv. Effioi- Ko« tion Total Pounds of Total Ecjuiv.Evap. in branch Evap, onoy Designa- of Lbs.of Water Water Per Pound Pipe Lbs, Test Water Evaporated Divided by of Degrees Per ox tiOQ Mins • Evap. Per Hour Total Coal Dry Coal Pahr. Hour Boiler 264 340 347 230 344 350 3207 40-20-F 120 18678 9339 9.55 12.15 97,32 11880 80,42 3206 60-20-P 106 21186 12106 8.89 11.41 100,92 15523 75.52 3205 60-20-P 45 9558 12744 8.69 11.13 101.20 16333 73,67 3210 40-30-P 120 25991 12996 8.86 11.44 130,64 16777 75.72 3201 8(^-20-P 120 29247 14624 8.01 10.40 125.59 18926 68,60 3209 60-30-F 90 24741 16494 8.11 10.46 130,06 21260 69.17 3223 120-20-P 120 36877 17939 8.36 10.77 126.77 23107 75.51 3227 60-^5-P 90 28506 19004 8.10 10.43 134.96 24459 75.93 8202 60-30-.F 90 29654 19769 7.94 10.31 132,76 25659 68.24 3212 100-25-F 120 40087 20044 8.20 10.72 154.25 26193 70.95 3228 170-20-P 120 40422 20211 6.92 8.99 146.70 26279 65.45 3208 100-26-P 60 20767 20767 6.49 11.11 167,00 27161 73,54 3211 100-25-P 30 10479 20956 7,15 9.31 157.41 27286 61.62 8204 80-40-P 106 41243 23667 7,»9 9.66 152,14 30804 63.94 8225 14C-26-F 90 35778 23852 7.36 9.67 176,34 31393 70,40 3203 80-40-? 30 12108 24216 8.26 10.70 144,98 31610 71,36 3221 120-30-F 120 49613 24757 7.22 9.41 166.66 32282 65.96 3246 4C-75-F 30 13133 26266 7,48 9.82 170,79 34476 67.39 3214 100-40-P 120 52635 26316 6.39 8.40 176.20 34609 58.88 3213 100-40-F 30 13465 26910 6.65 8.70 155,46 36199 57.58 8229 160-30-P 120 65730 27865 6.76 8.89 182,10 36727 64,72 3218 140-3&-F 120 57104 28552 5.62 7.32 162.70 37320 51.31 3216 10C-46-P 120 67197 28599 5.95 7,83 179.67 37630 64.89 3230 100-40-P 120 58521 29261 6.19 8.15 188.46 36556 59.33 3247 40-88-P 15 7441 29764 4,97 6.53 171,32 39060 44,81 3238 80-85-P 30 14959 29918 5,12 6,73 179.32 39339 48.99 3222 160-36-F 60 30244 30244 5.93 7.74 167.47 39499 54.26 3^24 170-35-F 60 30826 30826 6.33 8,33 185.03 40681 60,64 3242 60-68-F 30 15441 30082 5.31 6,97 172.90 40588 47,83 3236 100-50-F 60 30959 30969 6.32 8.38 200.64 41030 61.00 3220 140-40-P 60 31681 31661 5,98 7.83 168.88 41610 54,89 3245 60-76-F 30 15924 31846 4,10 6.37 165.71 41664 36.85 3216 120-50-P 60 31621 31621 5,48 7,24 192,52 41797 50.75 3239 eO-58-F 60 31606 31606 6.25 6.96 194.64 41847 50.67 3237 100-55-P 60 32556 32556 5.57 7,34 105,38 42900 53,43 3236 160-40-F 60 32666 32666 5.85 7.71 193.93 43086 56.13 3217 120-60-P 46 24766 33021 5.77 6.91 196.48 43306 46.44 3244 60-86-P 15 8444 33776 4.97 6,54 182.01 44456 44,88 324L 80-65-F 2.g26fe.. .gas&s 6.60 8.00 210.25 45256 64,06 Sheet Table VII. EVAPORATIVE PERFORMANCE. This locomotive evaporated from 9300 to 33,900 pounds of water per hour, while the equivalent evaporation per pound of dry coal ranged between 12.15 and 5.37 pounds. 38 LOCOMOTIVE: PE TYPE_2-.8rr;fi CLASS. HSsb. No. 387 M. P. 47e^A “ K 8X10H NNSYLVANIA RAILROAD COMPANY >HILADBLPHIA, BALTIMORE ft WASHINGTON RAILROAD COMPANY Northern Central Railway Company West Jersey ft Seashore Railroad Company TEST DEPARTMENT BulletilNo. 10 ■nmntivp . Altoona Pa 1-7-1914 Sheet No Te stfl of a P-1162 EVAPQRATIOn HATE, BOILHt AIID SUPERHEATER. Test no. Test Designa- tion Water Evap- orated Pounds Per Hour Equivalent Evaporation from and i at 212‘>F. lb .per Hour Ratio of Equiv, Evap in Boiler and Super- heater per Sq.ft. of HJS. Boiler Exclud -ing Super- heater Super- heater Alone Boiler Includ -ing Super- heater Per sq,ft.( of Heating ; Surface Boiler Exclud- ing Superheater Super- heater Alone Boiler Includ- ing Superheater 340 344 345 3207 40-20-F 9339 11329 551 11880 3.73 0.681 3.09 0.182 3206 60-20-F 12106 14725 798 15523 4.85 0.986 4.04 0.203 3205 60-20-F 12744 15.527 806 16333 5.12 0.996 4.22 0,194 3210 40-3O-F 12996 15773 1004 16777 5.20 1.241 4.37 0.238 3201 80-20-F 14624 17834 1092 18926 5.55 1.344 4.76 0.242 3209 60-30-F 16494 19982 1368 21250 5.59 1.690 5.53 0.256 3223 120-20-F 17939 21763 1344 23107 7.18 1.661 6.01 0.231 3227 60-35- P 19004 22936 1523 ■ 24459 7.56 1.882 6.37 0.249 3202 80-30-P 19769 24092 1567 25659 7.95 1. 93 6 6.68 0.243 3212 100-2 5-F 20044 24399 1794 26193 8.03 2.217 6.82 0,263 3228 170-20-F 20211 24558 1721 26279 8.09 2.127 6.84 0.262 3208 100-25-F 20757 25251 1910 27161 8,33 2.360 7.07 0,283 3211 100-25-F 20958 25366 1918 27286 8.37 2.370 7,10 0.283 3204 80-40^F 23567 28717 2087 30804 9.47 2.579 8.02 0.272 3225 140-25-F 23852 28986 2407 31393 9.56 2.975 8.17 0.311 3203 80-40-F 24216 29565 2045 31610 9.75 2.527 8.23 0.259 3221 120-30-P 24757 30043 2239 32202 9.91 2.767 8.40 0.279 3246 40-7 5-F 26266 31910 2566 34476 10.53 3.171 8.98 0.301 3214 100-40-F 26318 31955 2654 34609 10.54 3.280 9.04 0.311 3213 100-40-F 26910 32760 2439 35199 10.81 3.014 9.19 0.278 3229 1 60-30-F 27865 33818 2909 36727 11.16 3.594 9.59 0,322 3218 140-3 5-P 28552 34659 2661 37320 11.43 3.289 9.74 0,287 3215 100-4 5-P 28599 34683 2947 37630 11.44 3.642 9.81 0.318 3230 120-40-F 29261 35448 3110 38558 11.69 3.844 10.04 0.328 3247 40-8 8-P 29764 36027 3023 39050 11.89 3.736 10.17 0.314 3238 80-55-F 29918 36261 3078 39339 11.96 3.804 10.24 0.318 3222 160-35-P 30244 36697 2802 39499 12.11 3.463 10.28 0.285 3224 170-35-P 30626 37380 3201 40581 12.33 3.956 10.57 0,320 3242 60-68-F 30682 37545 3043 40588 12.39 3.761 10.57 0,303 3236 100-50-F 30959 37608 3422 41030 12.41 4.229 10.68 0.340 3220 140-40-F 31681 38454 3056 41510 12.69 3.777 10.81 0.297 3245 60-7 5-F 31840 38665 2999 41664 12.76 3.707 10.85 0.290 3216 120-50-F 31621 38381 3416 41797 12.66 4.222 10.88 0,333 3239 80-58-F 31606 38394 3453 41847 12.67 4.268 10.90 0.337 3237 100-55-F 32556 39507 3393 42900 13.03 4.194 11.17 0,321 3235 160-40-F 32666 39481 3605 43086 13.03 4.456 11.22 0.341 3217 120-50-F 35021 40043 3263 43306 13.21 4.033 11.28 0.305 0 314 3244 60— 66— F 33776 41006 3450 44456 13.53 4.264 11,58 0l363 3241 80-63-F 33956 41255 4001 45256 13.61 4,945 No.- P^rll^a Table VIII. EVAPORATION RATE, BOILER AND SUPERHEATER. The ratio of equivalent evaporation in the boiler to that in the superheater per square foot of heating surface increases from 0.182 to 0.363. Thus, it may be assumed that 27.25 per cent, of the equivalent evaporation per square foot of heating surface takes place in the superheater. ■ ' 39 while for the superheater the range is from 551 to 4001 pounds per hour. Thus, for both boiler and superheater, the total equiva- lent evaporation increases from 11,880 to 45,256 pounds per hour as the boiler is gradually forced to the maximum limit. 57 . The equivalent evaporation per square foot of heating surface for boiler and superheater ranges from 3.09 to 1 1.78 pounds per hour, which is low for this locomotive, due to the poor grate performance at the high rates of combustion. 58 . The ratio of equivalent evaporation in the boiler to that of the superheater per square foot of heating surface ranges from 0.182 to 0.363. Thus, we may reasonably assume by referring to this last column in Table VIII, that 27.25 per cent, of the equiva- lent evaporation per square foot of heating surface takes place in the superheater, or in other words, the rate of heat transfer per unit of superheating surface is 27.25 per cent, of that of the boiler surface. The superheating surface in this locomotive is 22.8 per cent, of the total heating surface in the boiler. 59 . The relation existing between the water evaporated in pounds per hour and the dry coal fired in pounds per hour is shown in Fig. 18. As the rate of combustion increases from 1000 to 7500 pounds of dr>^ coal fired per hour, the evaporation rate is seen to increase gradually from 9200 to 34,400 pounds per hour. 60. Fig. 19 shows the increase in the rate of evaporation as the draft is increased. This was likewise characteristic of the combustion rate as shown in Fig. 14. 61 . The range of steam temperature in the branch pipe, boiler, and superheater, together with their respective pressures at the different rates of equivalent evaporation, are given in Fig. 20. It is observed that the superheat increases almost directly with the evaporation rate and that the maximum superheat reached 210 degrees Fahr. for one test. The general range of superheat, shown by the curve varied between 96 and 196 degrees Fahr., which is rather low. 62. When 25,000 pounds of water are evaporated per hour the steam pressure starts to drop when passing through the super- 40 LOCOMOTIVE: TYPE.. _.2*.8r0 CLASS .„H.89!k. No SHEET . Tests of a Clt PENI Pi ....aa7_ iss HSsb MS’^ Lqc rLVAN ILPBU. Bai. Rcnmi Wnr Jm T omotl M.P s,„j4 lA Railroad Company moBS t WAcnitsToa Raoboad CoarAsr nr CninAi. iUn-WAT Cobpabt ■T A SmAABOBS Baiuhiad Cobb art EST DEPARTMENT Bulletin No. IQ Y.O.b — — Altoona. Pa,.1“7“151^ ip M p;|Mg w s? fMM M KP * Hi K jMjji ptol 11 i ji T i M Ml 4:{ i Si [BS ll SB s M Si tojtoj Wm 1 1 ^St if I 1 If H I ig :oi: 1110 1111 s Ip li i5n ±-^ 1 s M 11 s I 1 111 111 1 ll i i FIffl 1 1 li ^ iim 1 ij 1 1 ll 1 ■ rh ill: ^|tJ 1 m itf ■ ■ inliliyi ililfir »!•; ::r! aS Ip PfS g ijjaiwa MM gijp 1 1 1 fin 1 :::: UM 1|^ lili lip hIiiiP OiIihhOII m I m BF OTA m p a ii Si tI't gtr B SHb P i il 1 1 1 1 ^p| Irp4 I 11 is iffij III 1 1 If 1 s ll il MM I toto to iit i i ;lto Si igMn tItIt ki ia n |rf ^ M Br :■' Ml- 5 Hi ■f Hg MM toto M itoto iffi *1 T 1 l-ftt- i p Sik i flMi liijt MM K if to w top: || w WWl If]) IHT r| Tfl j||4 M Ifi k ■-r Itp Mm? to !il4 44f4 toito 1 m li itpl i- l| fSfl 4r M fk f 4434 . to ii ■if 1 ll li lij-i tP w il to to i ii s tttt kf Ik Sn 4k m -l''F lui Ik Pi® iiii Ip 1 ill 1 I jui 1 I li all i iliil iB 1 li |i m MM PI MM il ill ii i to B ■k m to -4t to i i i pto 1 gS 1 p FIT 1 1 1 Ik $ lij.; iwi tiipp 1 il H 1 ji to . 1 4^1 1 m ;tff r|l' 1 f ®ifi IP fei lFH mM 1 f‘T • i P Pi top fJB 1 Fii Fii tw i I M ■r ^Imri tr iHT ^ m -i-kk i TTtt ti II Mil III M if® kl i i 1 :;li| H i ll ii iin M' fi m it!" to to Hi Hi M tiii 1 m 1 •4,f i 1 ik I if Fife P.C -pi ill il tFi iSi to ‘uV: I'ii-y M Ilk to ii s 1 m Ilk ii!! W-i 1 MB MW nil nil: MTtTrr«rL+|; fek i h . m itoi 4# 1; M m miiltj fi|i tm til "jg i li 1 i tilt ll to to tjn iiU tftt -‘1+^ -di A ff|M 8 ifjj Trpflii - ‘ ,j tHi ptMnl T. Pi tlfi kkto to to' iSto 1 1 i i ll 4 4^- - Ml wM iMbI 4‘ Pto to in toto kTii" " iSiF j'[4 IT !;^} to p§\ k.1 fet i -,\V Srpjpl m 81 ■Lh ! Sj 1 ti: 4 F ; T-t S'' i # -liL l-Httkl-i Ht' -*-T urniikikT T ii ll Mm ss : -4 n ' Ip F'' {••k if T* 4; tt "T - TT. ;• •; 1 r [ -.4 't.r.” toft ipilii ill i; -H. kt 4 ♦T* lii bTi: FTii ii its ptoi l'„| vi ill 1: i i kkrrt Pili lii S| lilitflfl M i mm I PPWW w pill [ttirkh- I3 Fig. 18. COAL FIRED AND WATER EVAPORATED. The’ H8b saturated steam locomotive evaporates more water per thousand pounds of coal burned than the H8sb superheated steam locomotive. This is on account of the former having a greater water heating surface. 41 Fig. 19. DRAFT AND EQUIVALENT EVAPORATION PER SQUARE FOOT OF HEATING SURFACE. This diagram shows the increase in the rate of evaporation as the draft is increased. 42 LOCOMOTIVE: TYPE_....8-0.r.iO CLASS . SB NO. PENNSYLVANIA RAILROAD COMPANY PHILAPaUHlA, BM.TniOBS A WAIBIHeTOW IUlLaO.^D ColtPAMT — — NoBTHimH Cutnui. RaILWAT COXPAHT WuT JnaiT A Bbacbou Bailboao Coxtamt SHEET TEST DEPARTMENT Bulletin No..„. IQ . Altoona, PA....„lrrj?bl?14 Fig. 20. TEMPERATURE AND PRESSURE OF STEAM WITH A DROP IN PRESSURE BETWEEN BOILER AND CYLINDERS. The superheat increases almost directly with the evaporation rate. The steam when passing through the superheater units has a practically constant pressure, until the rate of evaporation exceeds 25,000 pounds of water per hour. There i$ a gradual loss in pressure at the higher rates, amounting to 14 pounds at the highest rate of evaporation. 43 heater units, and at the highest rate of evaporation this pressure loss amounts to about 14 pounds. Equivalent Evaporation. 63 . The equivalent evaporation per pound of dry coal and the amount of dry coal fired per hour are shown in Fig. 21 . The curve is a straight line which may be expressed by the equation E=12.8 — (0.053) C, where “C” is the dry coal fired per hour, in pounds per square foot of grate. 64 . It is seen that the equivalent evaporation per pound of dry coal decreases from 12 to 5.3 pounds as the rate of combustion is increased from 17 to 140 pounds of dry coal per square foot of grate per hour. 65 . As between the H8b saturated and H8sb superheated steam locomotive. Fig. 21 shows the evaporations to be equal for a rate of combustion of about 55 pounds of coal per square foot of grate per hour, but when this rate is increased to 140 pounds the evaporation of the saturated steam locomotive is in excess of that of the superheater by about seven per cent., this excess diminishing as the rate of combustion is decreased. 66. When the combustion rate drops below 55 pounds, the evaporation falls below that obtained from the superheated steam locomotive. 67 . The fact that the H8b saturated steam locomotive has a larger evaporating surface than the H8sb boiler accounts for this increase in the evaporation per pound of coal. 68. The performance of the two boilers at equal rates of evap- oration is shown in Fig. 22. The better performance of the sat- urated steam boiler is again demonstrated from this evaporative standpoint- When the equivalent evaporation per square foot of heating surface is 9 pounds per hour, the increase in the equiva- lent evaporation in pounds of water per pound of dry coal obtained from the saturated steam boiler is 16 per cent. ; above that and on toward higher rates the curves parallel each other, and the decrease in the rates of evaporation is practically constant. 69 . Table IX gives the equivalent evaporation per square foot of grate surface per hour and per square foot of heating surface per hour, in addition to the total boiler horse-power developed, the boiler horse-power per square foot of heating- surface, per square foot of grate surface and the efficiency of the boiler. 44 LOCOMOTIVE : TYPE„.. 8 rQ-Q. CL>ss N0..5B7. PENNSYLVANIA RAILROAD COMPANY SHEET No TeatE. ..of . GXaaB Hfifil} .. LocDinotl^^^^^ NoBTEEBa CbBTBAI. RAn.WAT COBPAHT Wbet Jbbsbt k, Sbabhobb Rahjeoad Cokpabt TEST DEPARTMENT Bulletin No 10 __ . . Altoona, PJi._lrrTr4.?.lL^ Fig. 21. DRY COAL FIRED AND EQUIVALENT EVAPORATION PER POUND DRY COAL. The equivalent evaporation per pound of dry coal for the H8b saturated steam locomotive exceeds that obtained from the H8sb superheated steam locomotive by approximately 7 per cent, when the combustion rate is 140 pounds of dry coal per square foot of grate per hour. 45 M. P. 47BC 8 z llH LOCOMOTIVE : PENNSYLVANIA RAILROAD COMPANY 3 type.._ 2-.8*P cukss ..H8 — NoBTmiBM Ciantu. Raelwat Cohtaiit NO. .V.VX W«»T Jbbut a Sbaibou BAn.BOAi> Co»avt SHEET No._ TEST DEPARTMENT 1^0. XU Tssts of a Claes ESsb Locomotive. Altoona. Pa. 1-7-1914 '[WtJf: Mi fi l!i : ■44 -If ' • 11 ii| T-f+-3 il ;|: 31: . j m 411 ii m 1 ii3f if#- ill M 4#: 'W IS- iw P 1 mi lip |i 11 Ip 1 IS + f" f -i 1 3 m i3;j |j 1 if ii j 8 | Hi III SIM 1 I! 'mTHF Ii jiij. IjiI' MS lit III jll #i lllll Si ill; liif Sfi iw IWP iiH S is 1 ips ii i w 1 iHl 1 i 1 li 1 1 I ii .iiMii iffi is fi SliW L-itrhiiiSi iil'i, p- t ii M it rt|im 1 m il t pfill ii.:; 1 Si ±i i Ii m tSiSjtte tiEiiIilii il n i -3E Bii r I'Vf 1 BrSl ’.3 4 If i ® ijTr : f liifi ssl ill Ill 1S4 1 li lill nMi: Mi nf 33 w fijhiSHt SiB ■ p ill: 1 s WWW SUB il i+iHir } V lil s p] :l| 1 111' ifi :'|;p|'lK434 ■f . it: ip; MM ||i Hii MM iii|S i- pjp III ii 'MS {f .t ■ X^J.- PiTftm ! ! 1 a-'fl i; lltl ^ ' e m 4 ^ ; 4 lip 3 all 3334 MS-- il±±i S+w -MM iil 1 1 1| ' ^ts Ii?'* : ; i : ■ ; :X : MM n If ■ ' ' Ihi ’ ± : M : Jiif - .t!' : : . |"r t ■ i| Fif '>« Pi PirtPtT J4 + -i-’J j: iSaJsll SiB; 1 1 mi # Mi si 11 li! feil iiiP S i r pi3t-3 fe il ttt'-S-tt til; nil lilt s i tpi m-. li *S5tti ■-»■ T-pTiP^S lui: SSwi ■M i g y t ; 11 Sil 4s|SSS ;4 1 bS ill Tp+fjp -rR^nrT-- M i -H fTtU Bi J3 iB] St -i ::;|i w H|1 fMiB Firi u Mi ■f ^ ‘ ' ItiiffP- 1:3 13 Rt] g : ■■:3 5+ H ■335?^ liHtl^tlttttr * LlTTltF tilt [: 3 lilt W 1 f III m Mj + : 5ul m. . .1 MB- iM ■fi- li IS ij B T . \ r fiiii Mft tif 11 ll 1 ±u W i' iSSSi Fig. 22. EQUIVALENT EVAPORATION AND EVAPORATION PER SQUARE FOOT OF HEATING SURFACE. The better performance of the saturated steam boiler from an evaporative standpoint, due to its larger evaporating surface, is again shown. 46 70 . The equivalent evaporation per square foot of grate surface per hour ranged between 214.67 and 817.78 pounds. Based on the heating surface the equivalent evaporation ranged between 3.36 and 12.80 pounds. 71 . The boiler horse-power increased from 344.3 to 1311.8, and its efficiency decreased from 80.42 to 36.85 per cent. It may be observed that Test No. 3241, having a greater boiler horse- power and equivalent evaporation per square foot of heating surface per hour than Test No. 3244, also has an efficiency of 64.06 per cent, or nearly 20 per cent, greater than the boiler efficiency obtained from Test No. 3244. 72 . The coal used in the two tests was obtained from different cars, and an analysis showed the heating value of the coal used in Test No. 3241 to approximate 13,330 B.t.u. per pound of dry coal, while that in Test No. 3244 gave 14,140 B.t.u. Boiler Efficiency. 73 . As the rate of firing is increased the decrease in the boiler efficiency is graphically shown by a straight line in Fig. 23. The relation thus existing between the boiler efficiency and the com- bustion rate in pounds of dry coal fired per square foot of grate per hour may be expressed by an equation, E= 87— (0.35) C, where “C” is the pounds of dry coal fired per hour per square foot of grate. 74 . On this diagram is shown a cur^^e or straight line for the H8b saturated locomotive boiler. A comparison between the ^superheated steam boiler and saturated steam boiler shows the efficiency for the latter to exceed that of the former at corre- sponding rates of combustion by 10 per cent. The only difference existing between the two locomotive boilers is that the H8sb boiler has a Schmidt type fire-tube superheater. 75. Fig. 24 illustrates the relation as shown by a curve, between the boiler efficiency and the total water evaporated expressed in pounds per hour. 76 . Comparing this curve with the one immediately above, representing the H8b saturated steam boiler, it is observed that the efficiency of the superheated steam boiler is less and drops off more rapidly as the evaporation rate increases. 77 . The same fact in Fig. 24 is again presented by Fig. 25, in which the basis is the rate of equivalent evaporation in pounds 47 M. P. 479-A LOCOMOTIVE PENNSYLVANIA RAILROAD COMPANY M on PHitAOSLMnA, Baitimobb ft Wasminotom Karkoao Coapamt TYPC....^H.nU — NoaTHiM) Cmttral Railwav Coapaht CLASS...£[8.6.I^. Mr* 367 _ Wmt Jimby ft Siashobb Railroad Coapabt ■ — TEarr department Sheet No..-i &rllS7— Teste of a Cla ee H6ab LocorootiTe, as u \-u M SB10H Bal'' 3 tln NO IJDL- . Altoona. Pa...1»7-.1914 BOILER PCWER Test No. Teat Desigjsa- tl(m Dura- tion of Teat Ulna. SquIt* Evap .Pounds Boiler Horse Power Efficiency of Boiler Per sq.ft, of Grate Per Hour Per sq.ft, of Heating Surface Per Hour Total Per sq.ft, of Heat- ing Surface Per sq.ft, of Grate Surface 345 349 350 3207 40-20-F 120 214.67 3,36 344.3 f 0.097 6.22 80.42 3206 60-20-P 105 260.50 4,39 449.9 0.127 8.13 75.52 3205 60-20-P 75 295.13 4.62 473.4 0,134 8,55 73,67 3210 40-30-P 120 303,16 4,74 466.3 0.138 8.79 75,72 3201 80-20-P 120 341.99 5.40 548,6 0,156 9.91 68,60 3209 60-30-P 90 363.99 6.01 616,9 0,174 ! 11.13 69,17 3223 120-20-7 120 417.54 6.53 669.8 0.189 11.21 75,51 3227 60-3B-P 90 441.97 6,92 709,0 0.201 12,01 75.93 3202 80-30-7 90 463,66 7.26 743,7 0.210 13,44 68.24 3212 100-26-7 120 473.31 7,41 759.2 0,215 13,72 70,96 3226 170-20-7 120 474.86 7.43 761,7 0.216 13.76 85.46 3208 100-26-7 60 490.89 7.68 787.3 0,222 14.22 73.54 3211 100-25-7 30 493.06 7.72 790,9 0.224 14.27 61.62 3204 80-40-7 106 556.63 8,71 892.9 0.252 16.13 63,94 3226 140-25-7 90 667.28 8.88 909.9 0.257 14.44 70.40 3203 80-40-7 30 571,19 8.94 916.2 0.259 16.56 71.35 3221 120-30-7 120 583.34 9.13 935.7 0.264 16,91 65.96 3246 40-75-7 30 622,80 9.75 999.3 0,282 18,06 ' 67,39 3214 lOO-tO-7 120 625.36 9,79 1003.2 0.284 18,13 58.88 3213 100-40-7 30 636.06 9,95 1020.3 0.289 18,44 57,68 3229 160-30-7 120 663.66 10.36 1064.6 0,301 19,43 64,72 3218 140-36-7 120 674.37 10.55 1081,7 0.306 19,55 51.31 3215 100-45-7 120 679.98 10,64 1090,7 0.306 19,71 54.89 3230 120-40-7 120 696.74 10.90 1117,6 0.311 20,19 59.33 3247 40-88-7 16 703,85 11.04 1131.9 0.320 20,45 44.81 3236 80-55-7 30 710,86 11.12 1140.3 0.322 20.61 48.99 3222 160-36-7 60 711.95 11,17 1144.9 0.323 20.69 54,26 3224 170-36-7 60 733.30 11,47 1176.5 0.333 21.26 60,64 3242 60-68-7 30 753.45 11.46 1176.5 0.333 21.26 47.83 3236 100-50-7 60 741.41 11,60 1189.3 0,336 21.49 61.00 3220 140-40-7 60 760.09 11,74 1203.2 0.340 21,74 54,89 3246 66-75-7 30 762,87 11.78 1207,7 0.341 21.82 36,86 3216 120-60-7 60 765.28 11,62 1211.5 0,343 21.89 60.76 3239 80-68-7 60 756,18 11.83 1213,0 0,343 21.92 60,67 3237 100-56-7 60 775.21 12,13 1243,5 0.352 22.47 53,43 3235 166-46-7 60 778.67 12.18 1248.9 0,353 22.57 56,13 3217 120-56-7 45 782,54 12,26 1255.2 0,355 22,68 46,44 3244 60-86-7 15 803.32 12.67 1288.6 0.364 23,29 44,88 3241 80-63-7 60 817.78 12,80 1311,8 0.379 23.71 64.06 NO... Table IX. BOILER POWER. The boiler horse-power increased from 344.3 to 1311.8 and the efficiency decreased from 80.42 to 36.85 per cent. 48 M. P. 4rac LOCOMOTIVE; PENNSYLVANIA RAILROAD COMPANY 0 PaiLADBjjBiA, B^naon * Wasuistoit HAnjtnio Cuju>akt :::: ::::: 1 i l||l:|p4: i ’I" * ij. _ 1 -T/ 4 ^11} ^ 1 ’ S 1 .-f+t •hfs ip ttb .fhr M pi 1 1 il IjZ ii W 1 in W iSj il its: m |i[||jb*i 4-:^ 1 m I 1 irk Hr fit 1lp i'i it Jljj: i i i If ffl ||m HF* i Zlflj II l| ■ J, . ’4 i 1 if lli % fir A it* 1 i il If HI 1 BfiWI 1 |i' ■ 4111 i 4r 1 Vt tv % 1 d 1 i '-ir! i-l-H 4 |4 1 Tijt W i till ifr 1 d li iitt i :d ’A' ii Affi iJ,' Iirr ifiiz b4}pl II fl I i I 1:1 '•r:' TTf & 1^ rt't 4 III ( I'! 1 i;ii4 ii it fit ffi ijl f ' ] :■ 1 'l| 1 : r\ - is ~ S 4 ' 1 £> f. S 3 T vh' i g kt ® i 1 w tH+I IZ >!!i ^ <+rr7-r I ii lg il 1 f flli 1 Ii ' 1 .. -1— 6j. ' — rr' K 4 -L- T .j er • 'ii is 6 •!.' k 1° 1 ■ 1 %. k L: "^■1 Si S TTj Tr4 1 % A i ..j Ii ii lil Si |l ASii 1 St I ifi 'k : ll- 1 tiff z ifi ■1 i;l;l iii'll t I •* •..J ■ i kH {1 -r ■ ' Ki J i ii m li!'. ■] . ,11 Jl ! Ijz 1 s "*il t-',- 4!l trr . 4 . i-' diiliZlii w c |1. . P:-- rfl .• i' 4 Z Z E. P ITT 4 tri * ■tTrj r rt ■'■ i'rE t-tT i iij; i ._4 .. 4 .- 1 _L_ [“ i- j -4.- i ■di'4 -.1 z Z i!!: -A' r^s bfi iZ- < J' m i>; — " ’TT' . tr. Tp -lit: M-Zm I ^ — 1— - ■ i- ._i4_ f 4 'iz bpi z A Si .ZSj M k 'tTM kii V i*r U-, iliiiiilSil w ..il ■ 1 V -1 *: ... 4 .. 1 n .,.l d~ l • 1 ^ i ■ •i - •fi- Zv 1 ; +i'>'i : jv; s 't? S jJ/. ififiJizzi t" tlitttl'i ik M idi ■::: ll- r L u ;Tr d r 1 r. t-. ; 1 ll ::;. '..J ,^.; j::: f ' ' J 1 P !:,i|;i!!|li ::4' -i- H L # s: y r- IJ: - ■ ! ... .. —-L lZ dii.j [1 r'.k ■ _d i-^ZiZ. Zk 1 - L«.l ! .. Hi U- i 4 . ’ 4--. ; . 1 1 r 1 Z-.-' -— . 4 .. i '' !*'■ r ' ■1 t;-:'.;{;- -| --P — i — ziz .... L' Tl r k i 4 - r ! rT^.i- 1 ' fi ' “7M~ ■ ' j •' U.-l; ' ' .! . ! d j .•1 ,1 1 ■ ' 1 M ^ I- .i 1 l ■: 4 j ...'il. . I T" 1 F..f.4:t I.!' -. i .■ .'. \P -""Z k,' _ AA - j '"' — t •— i 1 : ] • ■ t; ■ • .1 . i .L . 1 h [ 11 ; t'.' ‘r'i'gbol 14 - ■ ■ kt' [;■ ■■■MiSOi) r y-f ; ■/ 0 ' i opoHiH fK]T,T tniFTr .|l||i!||||i||j||i, ^^OEDS sqU *j>|OT| c It |web| p Fig. 25. EFFICIENCY OF BOILER AND EQUIVALENT EVAPORATION PER SQUARE .FOOT OF GRATE PER HOUR. This diagram shows the same characteristics as Fig. 24. 52 M. P. C PENNSYLVANIA RAILROAD COMPANY Phii^slfbu, Baltiborb a vrAsanoTOM IUilboao Coih-jjit N uBTBUtM CaaTBAl. Raai^wat Cobpabt W«ST JsBAPr & 8■A^a^■•»« RAn-ROAO Compamt Bulletin No 10 Altoona. Pa. 1 -7— 1914 Fig. 26. AREA OF STEAM PASSAGES. This is a graphical representation of the restricted areas in the steam passages from the boiler to the exhaust nozzle. The area of the passage is shown by the black portion, the velocity of the steam by the cross- hatched space, and the steam pressure by the open space. 53 1320 and 2060 degrees. From the time the gases enter the tubes or flues until they leave at the smokebox end there is a rapid fall of temperature. The temperature of the gases as they leave the tubes at the smokebox end ranges between 500 and 650 degrees. The smokebox temperatures range between 480 and 660 degrees. 86 . Referring to Figs. 27, 29 and 30 it is observed that the temperatures in the boiler tube and superheater flue at the fire- box end are alike and remain so for the first ^0 inches. The gases give up their heat at a slower rate when passing through the superheater flue than they do when passing through the boiler tube. The difference in temperature at the end of the tubes ranges between 40 and 80 degrees. 87 . The temperature ranges throughout the boiler tube and the superheater flue were alike during a comparatively low power test, as shown by Fig. 28. The draft was light, being 1.8 inches of water. The evaporation rate per hour was but 16,494 pounds and the coal fired per hour amounted to only 2033 pounds; thus it was a comparatively light test. 88. A variation from the above tendency is shown by Fig. 31. Here the superheater flue temperature for the first 40 inches falls a little below that of the boiler tube ; but for the remaining length and particularly for the middle portion of the tube the drop in temperature is considerably less rapid than that in the boiler tube. The difference in temperature at the smokebox end of the tube and flue is 240 degrees. In this particular instance it may be noted that the temperature in the smokebox end of the boiler tube was 160 degrees below the smokebox temperature. The draft for this test was 5.6 inches of water. The evaporation rate was 30,826 pounds of water per hour and the combustion rate was 4870 pounds of coal per hour. 89 . On these several diagrams the rapid fall of the boiler tube temperature curves is especially noticeable, indicating that the tubes were rapidly absorbing the heat throughout their length, and transfering it to the water within the boiler. The length of the boiler tubes is 15 feet, or 103 internal diameters. 90 . In the case of the superheater flues, at the higher rates of evaporation, a typical instance of which is shown on diagram No. 32, the drop is quite rapid for the first half of the length, whereafter the temperature fall is more gradual. The gases leave the superheater flues at the smokebox temperature or slightly above. 54 LCXrOMOTIVE: TYPE_.2.r;8.r^Q.. CLASS JSQ SIj 387 M. P. 4MC Pennsylvania Railroad Company PhILAPUJBIA, BalTUIOBB a WASHOlaTOII RaILBOAO Coxtabt Mobtbkbb Cbbtb^ Rao-vat Cobpabt Wbst Jbsibt a Bbaabobb Raiiaoao Coxpabt SHEET NO. j!!r3472 T.e.3t.s.....af ...a.. C laflfl, .£8Bli...IiQQ..QmQ.tiye.B. TEST DEPARTMENT B-olletin No. Altoona. Pa. 1 --7-- 1914 Fig. 27. TEMPERATURES IN THE SUPERHEATER FLUE AND BOILER TUBE. The rate of coal burning is 978 pounds per hour and the draft back of diaphragm is 0.9 inches of water. 55 LOCOMOTIVE ; TYPE 2-.8-'.D CLASS ..5.®.®^. No. M. P. HiA, St WArBrasTOM lUnfOAD Cokpamt ' ' — ’tO'q’^v' % QT Nobthebh Cirtbal Rau-wat Compart CLAS8....J«'.8.fc.sL— Wrat Jrbait Si Biarbobr Raujioad Compart _ TEST DEPARTMENT Bulletin No IQ SHEET NO._JR5dUlT4 altoona. pa ir.7-.i?i4 m M S m ggn4ffj:g^ p i P n B S} mm % P P 11111 m 1' 1 I H & I l| pf 1 1 1 II 4ri i m ppi 1 1 zM Ttfr 1 i ii i 1 1 1 ii:; I 1 iiHif 19 snsfisNi^ ii M S i M i w i Tttr i 1 1 ii P I ?*Tr m 1 P ii i p o P i & Tu? fin P ' TJ 1 & 1 -iiU: p 1 1 ■ 1 ftlif; iFfti 1 i rttt g PLr i 1 ft 1 1 1 % iiti! 1 iil; 1 i ijii i^r- llil £iJ^ ife I’H P i i i i Tm Tp ip X --r Hit S uU 1 Pti 1 ^ ftp: t i 1 Sf! p| 1 1 1 i itP m liri Hr ■i ft il'" ■ r . — L. fti ft P '^T % THTl; ■ft: w df wmm -..'1 I 1 1 i il ft 1 p Iri L ;;■ nl I’tf ft ft ■iH-i: ■ rf7 1 1 P? 1 •Kf . n |B ptj tjjt ^ III 1 1 i 1 i iiTi 1 i 1 4^ ft i 1 1 ill! ft ft Si 1 i il f'-j; ft 1 fi P ft 1 1 1 ' J - Xv I F’liil? Hil Is M .4|r 1 W m ft ii m ft lu j ft p M S te ft ftp ft Trrl w ft 8 ft P illi: s S ifXi P ft pT-: ft m i tiki pii’' ft rts ft ft!? ftp: ilil s Li nij IS s Ijjji I- IP j 1 'If M fi i i8 P M ft ft M ft i -■iF ft I ftfti ■ft 4:1’*' ±rn ftp "Ii tnt H" ft (■ jiT-*- it' Hill 1: 4 Si IIh ^ i# ?! g|t|jr M ft ft ft ft: ft ft 'Cl-J’- J ft ft in IB* |ii4« 14 S-i Hi fe 1 R 1 PsO «8 1! ntr ilia 1 1 i i 1 1 1 ft p ,• i Ii il iil ft h\l p 1 1 pjS| ■ II m 1 M m 1 w m 1 I 1 s 1 § 1 ii ;fr ft ffi liif +i4- ft 1 B iffi| B ili m 111 tJl: i i i BT 1 1 1 1 ft fttr ir , S%jfec * 1 Plft m ft i 1 .M;;; |j|: pmS mu 111 Hllilinliln 11 Hill 1 P M 11 ft ft ir 'ft kfe ft ft ft' - t:p:S 1 nn n m m it iil 'iiii PI 11 ill ii mis 1 I m 1 ife ii 1 1 1 1 I m 1 ft ft fttii ft ft 3 K-T P Pttr B 1 P 1 -iit; fii nr iii-1 i i 11 IB leii ijj bft ■t:*|;l It P fS w 3 ft ft rijri 5 trnT ift] s S it 1 Rtl ‘■H- T M ir!!i i 1 i if 1 m tt J I i M m fr- te P r' p ift 1 1 i ft ipi 1 1 Ik fek_ -i-r Tft*^ :rft li ■f^ 1 4Lf:- ntir ll-p; B ft tiB 1 F 4E 1 p4 i H ii 1 1 ii rip'" c| El i ip :Sl 1 1 illll Plli h i ii 1 mM i Ppfc »ts»i e Kill s ii ftift I i s 1 Illll Vi ?,«.! HSwJtff Mbs mnr^ Sffi Fig. 29. TEMPERATURES IN THE SUPERHEATER FLUE AND BOILER TUBE. The temperatures shown here are for a rate of firing of 2932 pounds of coal per hour. The draft back of diaphragm is 2.3 inches of water. 57 Fig. 30. TEMPERATURES IN THE SUPERHEATER FLUE AND BOILER TUBE. Similar to Figs. 27 and 29, it is shown here that the temperature in the boiler tube and superheater flue at the firebox end are alike for the first 20 inches. The difference in temperature at the end of the tube ranges between 40 and 80 degrees. 58 M. P. <79 C « X 1(44 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY T B- ft 0 Philadklphia, Baltimork & Wasbingtoh Railboad Cobpajit TYPE Nobthbbh Cxktbal Railway Company Ci~ASS HoSD fs* 0 . W* 8 T J*R»BT & Sbasbob* Railboad Company TEST DEPARTMENT Bolletill NO..._.Jl 0 SHEET No. _P-sll. 7 £. ifiata .of .a Claas. Hash .LocomotiYe...... Altoona. Pa__ 1 - 7 ** 19 ^ 4 iu! Umlw LiXUiiiULUU ■ ! : ; w if!::::: iiiillHIlilli Mjffi i-p }rWi ai :::::::: u:::::: !::::::; :!:::»!(:!!:! iilHuiyii ::::!!! ::net»a l^ir^ mB >>■> •! '-I !“( ' i 11 H t' iT^t ■ KulllBI ilyOi ■s STfSrftfff ] sSS |ip;M mm psi imaSSfliii SK ppM r t| ■ |]-i- - mm ii S II 1 '^ i) i tij.j. Tjrt^ ^ ^ TP-lt--- irrrt y P Hi ;»ipp i-iiiifTaiiii iliiSi mm m hi m pii|P ptt ::::: :::: iii -ISi, E*TtS!: :;i|M iilf! liii iilli nil ijHiili'! ISiHi II lij|t 11 Si ii^P pi wl; ittl a wm f-fer;!? Ill 1 t! :E::: :::: 111 It' 4^ I' ill ill lip ill t! II 11 t^triarf] 1 ■ Tit ’ iT^i ipll ii il ll ill iiii itrffi 1 1 I ipilfi pps 1 ||i|| ii tU» Am tf'f ll riT}F.i IS? |i il ttifu mk %P i 1 llftlll' II Ii IB I 1 11 ii Wm p^it' Sis! ii Iilf V' !- Tj 1 : x .ft fit nt-f r jl iii tSfi s-:rrr: Ttrt fM W ii B ll B| j| |||p»| iiiu:- PP iliilii iiil 111 it Im i? ml I HHIIIII i.:u:::m LTdlEU WM: Hi! II +m !rg pit 4i± ft slip |ij|M| t iIm 1 1 1 ki 11 ill ll m fh ii ii! it PS i| ill is IS iS iii ip ^TTf TW pp p ill ik i I ill 1 1 1 ;: ill iiiyiLi iSp is Mffi [Iil: i:»: m::: !:h:d:!:!l is iStli \m\\M 1 i 1 1 1 n I 1 1 itinmtttti 1 1 ! 1 1 1 1 1 1 1 H ' * 1 * 1 * 1 1 m Rt-tItI ft H+lTnT'H ii j-j iai; pps Mm Sill: lOHiniii Hill mill iilKil IHliip ::gg f ' f 'm ] HTfTjtffn iiiiiiin: :H:: ±n wTffBf 5SPf i|i •iiih !*:» * lit iil Wk 1 iSIl SIP iiii i I ft f| 1 ■ t< ^mnj II l:|i !F%L:j mi isl|P mM 1® il!flill||ll IHiiiUtlil m ml Ii 1;1 iig si!ss! 5 S! ii! i'ii » S!Hf C 1 H {Rinim: m ^11 ■ I:::!; iliilii m m iafi: ilii Iii Fig. 31. TEMPERATURES IN THE SUPERHEATER FLUE AND BOILER TUBE. This diagram shows a variation from what is given in Figs. 27, 29 and 30. Here, the superheater flue temperature for the first 40 inches falls below that of the boiler tube temperature. LOCOMOTIVE I typc....2.-8^0. CLASS 1^.®^ M. P. 479 C Pennsylvania Railroad Company FaiLADBLraiA. Baltihorb a WAfSinoxoic Raojioad Cobfakt ^ 0ij^ Nohthebm Cbktbal Railway Cobpart SHEET No.._P-X177.. Teats of a class. H8sto Loc omotive Wbmt Jbbabt a Bbaioobb Railiioau Compart TEST DEPARTMENT BulletiuNo. 10 Altoona, Pa . Fig. 32. TEMPERATURES IN THE SUPERHEATER FLUE. A typical instance showing the temperature drop in a superheater flue at the higher rates of evaporation. The gases leave the superheater flue at a temperature close to that of the smokebox. 60 9 1 . The tendency is for the temperatures in the superheater flues and boiler tubes to increase with the rate of firing, as was found to be the case with other locomotives similarly tested on this plant. (See Bulletin No. 21, Fig. 36 and Par. 82.) Heat Balance. 92 . In making up the heat balance for the boiler in Bulletins Nos. 11, 18 and 21, the method was that of the American Society of Mechanical Engineers, as given in their boiler test code. In this Bulletin a method suggested by Mr. Lawford H. Fry has been used. This latter method contains fewer assumptions in the data used in the calculations. 93 . The American Society of Mechanical Engineers heat balance was primarily worked up for stationary boiler use, and is based on one pound of dry coal as fired. The method suggested by Mr. Fry uses a number of constants obtained from locomotive experiments. One advantage of this method is that the heat balance is based on the dry coal fired per hour per square foot of grate. 94 . The heat losses considered in the new method are loss by external radiation, loss by formation of CO in the firebox, loss of heat in the smokebox gases and the loss of unburnt com- bustible. The American Society of Mechanical Engineers code lists the losses as due to moisture in coal, moisture produced by burning hydrogen, heat in dry gases, incomplete combustion, ash and refuse, moisture in the air and radiation. 95 . The heat absorbed by the boiler is similarly calculated in both methods, excepting that a loss due to radiation is con- sidered in Mr. Fry’s method. Five per cent, of the heat absorbed by the water is assumed to cover this loss. 96 . In table X is presented the heat balance for this loco- motive, computed from data given in table VI. 97 . Table XI gives the heat losses in per cent. They are further presented graphically in Fig. 33. It is observed that as the boiler is forced the heat losses in the dry smokebox gases, the unburned fuel and those due to the vapor of combustion gradually increase. 98 . The largest single loss is that due to unburned fuel caused by incomplete combustion as the rate of firing is increased. The percentage of loss increasing from a minimum of 1.49 per cent, when the rate of firing was 38.8 pounds of dry coal per hour per 61 8 X lO Vi 3C.1 4 28-12 M. P. 479-A LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY « Ojn PHiLADeLCHU. Baltimore & WashinoIon Railroad Company TYPE... ^OTV.... Northeriv Central Railm at Company CLASS H8sb No....?.®7. West Jersey & Seashore RailroAo Company TEST DEPARTMENT Bulletin NO IQ Sheet No.P-X'17.8 Tests of a Claes HSsb Locomo tiv e Altoona. Pa.. HEAT BALANCE BASED ON DRY COAL FIRED PER HOUR PER SQ.ET.OF GRATE Test No. Pounds Dry Coal Fired Per Hr .Per Sq.ft.of Grate. Heat Absorbed, B.t.u.Per Sq.ft.of Grate. Heat Loss in B.t.u. per Sq.Ft.of Grate Per Hour. Total Total or B.t.u. in Dry Goal Fired Per hr .per sq.ft.of Gtat Dry Smoke Box Gases. Carbon Monoxide C 0. Due to Vapor of Combustion Un-accotmt -ed For 3206 24.6 286801 37270 2281 13901 25077 364333 360514 3205 26.6 300713 39005 1456 14864 36266- 392304 388663 3201 33.0 348361 57302 5616 18646 35588 495468 483813 3223 38.8 425390 46086 36639 21936 8014 538065 537108 3202 45.0 472362 74610 16015 26475 81020 669482 659461 3226 52.8 483773 75127 19592 30030 115757 724277 703824 3204 57.6 567119 106483 9386 32802 154325 870115 844913 3225 58.7 577920 85818 15855 33726 80679- 793998 782071 3221 62.0 594324 87869 22052 35207 145890 883342 858266 3214 74.4 637118 121428 35086 42832 238603 1076067 1030334 3229 74.6 676142 104339 43290 44951 156097 1024819 994817 3215 86.6 692750 137082 59122 49948 327852 1266754 1201572 3224 88.0 747159 154481 8156 50848 257823 1218467 1173040 3241 92.9 833154 202636 28028 53790 157851 1275459 1239023 3220 95.8 764175 143124 54023 54583 198532 1214437 1326744 3242 105.2 747261 211902 59373 60196 526521 1605253 1487528 3237 105.6 789851 157416 57150 60903 426076 1491396 1407648 3238 105.6 724234 203026 150629, 60759 401073 1520291 1407648 3217 113,3 797269 167803 1E61R0 65050 533670 1619002 1568135 3244 122.8 818686 227092 124415 70236 654896 1895325 1736392 Sheet No P.r.l.X?.? Table X. HEAT BALANCE BASED ON DRY COAL FIRED PER HOUR PER SQUARE FOOT OF GRATE. The heat losses are calculated in accordance with the. method of Lawford H. Fry. 62 M. P. 479-A SxlOH LOCOMOTIVE: TYPE 2-8-Q CLASS H8BTa no..3B7 PENNSYLVANIA RAILROAD COMPANY Philadelphia, Baltimore & Washington Railroad Company Northern Central Railway Company West Jersey & Seashore Railroad Company 3(*1 4-29-12 10 L-7-1914 TEST DEPARTMENT Sheet No. ...£-117.9. Tests of a Class HSsb Loccmotiye. muie-cinNo. Ai TnrtMA Pa . ' ' HEAT BALANCE BASED ON DRY COAL FIRED PER HOUR PER SQ. EP. OF GRATE Test Poimds Dry Heat Heat loss in Per Cent Due to Total No. Coal Fired Per Hour Per Square Foot of Grate Absorb- ed in Per Cent Dry Staoke Box Gases Carbon. Uon- oxide C 0 Vapor of Combust -ion Un-bum -ed Fuel 3206 24.6 78.27 10,33 0,63 3.86 6,95 101.04 3205 26.5 77.65 10,03 0.37 3.82 9.33 101.20 3201 33.0 72.00 11.84 1.16 3.05 13.55 102.40 3223 38.8 79.20 0.58 6.82 4.08 1.49 100.17 3202 45.0 71.62 11.31 2.42 3.06 12.28 101.49 3228 52.8 68.73 10.67 2.78 4.26 16.44 102.88 3204 57.6 67,12 12,60 1.11 3.8S 18.26 102.97 3225 58.7 73.89 10.97 2.02 4.31 10.31 101.50 3221 62.0 69.24 10.23 2.56 4.10 16.76 102.89 3214 74,4 61.03 11.78 3.40 4,15 23.15 104.31 3229 74.6 67.96 10.48 4.35 4.51 15.69 102.99 3215 86.8 57.65 11.40 4.92 4.15 27.28 105.40 3224 88.0 63.69 13.17 0.61 4.33 21.11 102.91 3241 92.9 67.24 16.35 2.26 4.34 12.74 102.93 3220 95.8 57.64 10.79 4.07 4.11 14,59 91,20 3242 105.2 50.23 14.24 3.99 4.04 35.39 107,89 3237 105.6 56.11 11,18 4.05 4.32 30.26 105.92 3238 105.6 51.44 14.42 9,28 4.31 28.54 107.99 3217 113.3 50,84 10.70 7.98 4,14 34.03 107.69 3244 122.8 47.14 13.07 7.16 4.04 37.71 109.12 Sheet Table XI. HEAT BALANCE. The items in Table X are here expressed as a percentage of the total. 63 LOCOMOTIVE; 1 TYPE_ .JL=.e«0 > CLASS No.-5fi7 SHEET Mo. P-llfiQ Teats of a Class H8ab =»ENNSY PuXLJlDBL 11 LCSQOlO.tl^ M LVANIA raiA, Baltimo Noktssbr nr jKKutr TES- '■Q.. P. 479C RAIL u A Wa«i Ibbtilu. R SsAaaoBi r OEPAI _ROAC IIBOTOM Ra AILWAT COI 1 RA1I.BOAO TTMENT ) COMF nJU>Al> COHPA irABT COKFAMT >AN MT Y __ Ai «x ifSi 11 :»13 Bulletin No _10 LTOONA. PA..l«Z:ri9I4 iMM m r li TO fffi: 1 iW‘ -Oi iif 4 H ^TOtotoITto ■km\ iiw iiiS 1 ii 1 Tilt i M ii m ll iiTOi i P;' I ' •. ! 1 - TOit He p; m p il TO; :;p| TOhtl' ii J iHt j'4 4ii- pJTO. 4-Lh TfiT 1! IP h 1 JlU u fiil- liij iHii If! $ H ’i’M rpTO tl TO pf^ ■nth fp TO? Tt; iTO!'* 'ill al py 48 1 sir 1 m 1 1 I m ■s P J4 i TO f g 1 |l [hi Pti iiii to; ■I- TiT Jl. TO fy rt i - ' f ;TOi PTO-! iili rpt 4 lit -4 li iiitil ipi: TOjiTO TOiTOH piis fc bpi irp trill ffili iS [s M ill ; L . pffjj i{| IE i • > L TOl’l! "tili iTO-TOT. ■r-]pn toT? » ! 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Tpe TO TJ 5 TO i rli ipi U 1 I--*- tl »x- s fn k TO i TO ■ ■’ • M' 1 TO’rb iVroi toTOto ;tr iii 1 1 .11 1. 1+11 il; jJt If 11 TO; J i TO |ij4| !r' i iiiii [ lv,t t! il i , '. 1 1 L M ;nt|- jit ’{t & fi 'fi TTOT klbTOi nTO- ‘TO jL'n -rr" P-t] II ij; T 'f ; H TO ^ 1: P.jTO TOf.p yiro 1' tf L-.P 1 jj lu ii i h' TO; t’TO t r tj'tn- %■: ■"nTTnvT iTOTO'i eTOt ■■ 1 it 3S;4il i rtiT] I fin -■'i *■ liii pr! iii' I'E!; i 'll ;.lt PP 4H TO i Li li ' TO-': TOITO ■pTO ji- r'TOV"” ]V|t4 'TOt -TO* ■■ t 1 1 -ih - " 3 iiaia ji. F! i.-’’ Vi; 'S i ii l:i:T ! TO 'Tl 4 t I 'it jl ]:jij E bi I [to :i , p ■* 1 1 ■ ' 1 I TO, 4 toV' ' 11 1 Hf 1 tj- ip— il..,! xL TO® M 4- iTj tr.j- ill !nis s 11 ! . 1 ■t^r ^ ■ 1 ! .Ml* ii .T (f1 li til- fiik I P ij-' iil iiUTO ll TO- pTO . -1 -iiiii ivy --iTO-' l:TO,.^ 1 lli y iifpl tliitiiaJ mm [ii I :| r [i -TO 'i.n xi:. !.;TO 1] t TO tl V" ' ! .'jI. 1,- f' TO- ' '1 vTO LiTO: ;.n 4 '■ ':'’’;''TOVL,:TOTO’: . J L' — r. ■ : --T.Tr.rt:- ; ; '.J.: i , . 1 ' TO 1 i?!l i^TroFtTi 1 — ' p“[ ■>: ! t'* t — 1 m i' 1 ■' p-,1 '■ rro E ,.-iJ .Et T 1 ■ i - r : p i : TO j TO*:- .*■ ' '' ["iTOvl 1 kj TTTT TP-n - m\v\ -■ pjjpp i - . .1; i i-i i?:'* - iji ip i i -111 Mi P TOP* -.-tt f’ l: i:: TO" . ITO ii 4 r ilTO. " 1 •TO1 1 ip& 1 iii! 'TOil 1 •: lli’ h'i; 1 iitn i |i r r p]p‘' '1 '.1. . E 1 . ; i :l. TO itiif li TO:I' I'TOh .4, ffi TO i 1 . M n HI TO iTOi It': ■.Ll-i- jlitlb h:ii.!$ k’l n ' '.il !t;:i 1 :''TOTO" • ; ‘ n h . : : , • 1 , B TO [tHiiililTOL'l li!" iH-J 00 ! 120 .' "I' b 1 , ..■•;| 1 iWii Sii llm ilSi -rfiPirli Tri-iiiin i , ; ,[} J :SM^f .i „.TOiiiiiii.-xixx.l: ;„: ..iJ Fig. 33. HEAT BALANCE. The boiler absorbs from 47 to 79 per cent, of the heat in the coal. The largest single loss is that due to unburned fuel especially at the higher rates of combustion. 64 square foot of grate to 37.71 per cent, when 122.8 pounds of coal per hour per square foot of grate was fired. 99 . The heat lost in the dry smokebox gases varies, through- out the different rates of firing, from 8.58 to 16.35 per cent. The average is 11.71 per cent. 100 . The loss by CO due to a small air supply, in conjunction with the condition of the fire, varies from 0.37 per cent, to 9.28 per cent. With a properly drafted boiler we should expect no loss from this cause at low power and not over 2 to 3 per cent, of the heat in the coal fired at the maximum boiler output. 101 . The loss incurred by the vapor of combustion has a tendency to increase with the increase in the rate of firing, namely, from 3.82 to 4.34 per cent. 102 . The boiler absorbs from 47 to 79 per cent, of the heat in the coal. Air Supply. 103 . It was previously shown in this Bulletin (Fig. 13 and Par. 36) that when the combustion rate exceeded 5500 pounds of coal per hour or 100 pounds per square foot of grate per hour, the coal was not properly burned. Table XI substantiates this fact. Referring to this table it will be observed that at rates of firing ex- ceeding 96 pounds of dry coal per square foot of grate per hour, the heat loss due to unburned fuel ranged from 1.49 to 37.71 per cent. 104 . A probable cause for this incomplete combustion at the higher rates of firing is an insufficient air supply. This is apparent in Fig. 16, showing the carbon monoxide when plotted with the dry coal fired. This diagram shows the great rapidity with which the curve rises at rates of combustion exceeding 100 pounds per square foot of grate per hour, and, as just mentioned under “Heat Balance,” the loss by CO due to the small air supply reached 9.28 per cent., whereas, with a properly drafted boiler, it should not exceed 3 per cent, of the heat in the coal fired at the maximum output of the boiler. 105 . It is evident that to correct this trouble it would be necessary to increase the air inlet areas of the ashpan and the active grate area. The centre grate bearer, which is very wide, could be reduced in width to advantage, thus insuring a greater air supply. Such a grate is now used on E6s and H9s locomotive and is shown on Pennsylvania Railroad drawing 45427. 65 PERFORMANCE OF ENGINES. General Conditions. 106 . The general conditions affecting the engines and at the same time governing these tests are given in Table XII. The test designation includes the speed in r.p.m., the nominal cut-off in per cent, corresponding to the reverse lever notch, and the position of the throttle for each test. The letter “F” signifies that the locomotive was operated with a wide-open throttle. 107 . The table includes the speed of the locomotive in revo- lutions per minute and equivalent miles per hour, the actual cut-off as obtained from the indicator cards, the steam pressure in boiler and branch pipe and the superheat in the branch pipe in degrees Fahr. The table is arranged in order according to speed and cut-off. Superheat in Branch Pipe and Exhaust. 108 . There is graphically shown in Fig. 34 the relation ex- isting between the superheat in the branch pipe and the super- heat in the exhaust pipe. The curve indicates a slow increase in the exhaust superheat as the superheat in the branch pipe in- creases from 100 to 165 degrees Fahr. Thus, the indication is that an increasing amount of heat is escaping at the exhaust and a decreasing amount of heat is being converted into work Superheat in Branch Pipe and Indicated Horse-power. 109 . The indicated horse-power is plotted in Fig. 35 with the superheat in the branch pipe. Above each of the points is given its respective nominal cut-off in per cent, of stroke. It is observed by the straight line that the degree of superheat increases directly with the power output of the locomotive. This fact has been shown in previous Bulletins describing tests on superheated steam locomotives. (See Bulletin No. 19, Fig. 40 and No. 21, Par 103.) Indicator Diagrams. NO. Figs. 36 to 39, inclusive, present representative indicator diagrams for this locomotive. There is given with each diagram its respective test number, scale of pressure, speed in r.p.m. and miles per hour, the nominal cut-off and the indicated horse-power. The diagrams are designated as taken from the right or left side of the engine. For diagrams taken on the left side of the engine the steam chest diagrams are also given. 66 Least Back Pressure. 111. The relation between the least back pressure in pounds per square inch and the superheated steam in pounds per indicated horse-power hour is shown in Fig. 40. The tendency is for the least back pressure to decrease as the steam consumption per indi- cated horse-power hour increases. Further, these curves, being drawn through points of like cut-off, also indicate that at the same steam consumption per indicated horse-power hour the least back pressure increases with an increase of cut-off. 1 12. Fig. 41 shows, for both locomotives, the increase in the least back pressure as the indicated horse-power is increased. Up to 1000 i.h.p. there is no material difference between the two locomotives in this respect; the rate of increase in the least back pressure, however, is less rapid than at the higher powers, at which it is clear that the superheater locomotive develops a greater i.h.p. on a given back pressure, or that it requires less back pressure for a given i.h.p., due no doubt to the less amount of moisture in the exhaust with superheated steam. Pressure Drop Between BoiuER and Branch Pipe. 113. In Fig. 42 is shown the drop in pressure between throttle and branch pipe in pounds per square inch. The maximum drop is 11 pounds, occurring when the indicated horse-power reaches 1783.1. The curve shows the drop in pressure to increase with the power developed by the locomotive or with the increased volume of steam used. Indicated Horse-power. 114 . Table XIII is arranged according to the indicated horse-power; it includes the steam to the engines in pounds per hour, mean effective pressure, indicated horse-power, dry coal per indicated horse-power hour, superheated steam per indicated horse -power hour and the B.t.u. in the steam per indicated horse-power hour. 1 15. The indicated horse-power range is from 412.9 to 1829.9. Omitting tests of 30 minutes or less where the time of the test is too short for reliable coal records, the dry coal per indicated horse-power hour ranged between 2.2 and 3.9 pounds. The steam per i.h.p. hour likewise varies for different tests, ranging between 16.8 and 22.1 pounds per hour. 67 M.P.47e-A SZIOM LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TVPK JimPhA Philamimua. BAi.Ti«ORa k Washinoton Railroad Compamt TYPB.....*rrsTa£_ Hortmbrh Cintral RaiRway Company CLAS8....HfiB]ll No , 387 , Warr Jiuav k Srashorr Railroad Company TEST DEPARTMENT BolletlZl NO 10 SHEET NO...J?yy5i. Testa Qf a Olaeg HSsb Loo«POtlve, Altoona. Pa... Mom TEST CONDITIOES. Test Test Soxation Revolatlons Speed la Cut-off, Steam Pre^^dure Supeihaat No* of Per Ullet Per cent In Boiler In Branch In Brand Test Per of Pounds Pipe, Lbs, Pipe Deeisnation Mizxates Ulzmte Honr Stroke Per Bq.ln* Per sq.in, Degraas K 198 199 272 217 220 230 3207 40«20-F 120 40 7.22 20,7 205.3 201.2 97,32 3210 40-30-P 120 40 7.19 31.9 205.3 202,0 130*64 3246 40-75-F 30 40 7.19 74,8 206.0 200,0 170,79 3247 40-e8..F 15 40 7.19 88.0 206.0 200,7 171.32 3205 6(L20.F 45 60 10.83 21,9 205.8 201.2 101.20 3206 60-20-F 105 60 10.83 22,0 205.9 201,7 108.92 3209 60.30.iF 90 60 10.78 33,0 206.0 201.5 130.05 3227 60..S5.F 90 60 10.78 35.3 206.0 201.2 134,96 3242 60-68-F 30 60 10.78 69.3 206.0 198.5 172,90 3245 60-77-F 30 60 10.78 74,8 203.3 194.7 165.71 3244 6CL86.F 16 60 10.78 86.3 195.0 186.0 182.01 3201 80.20.F 120 80 14.44 23.8 205.8 202.4 125.59 3202 80..30.F 90 80 14.44 34.6 205.3 202.0 132.76 3203 80-40.F 30 80 14.44 42.1 206.0 201.5 144,98 3204 60i.40.F 106 80 14.44 42.8 205,5 199.4 152.14 3238 80.55.F 30 80 14.38 51,8 206.0 200,0 179.32 3239 80.58.F 60 80 14.38 57.6 204.9 196,7 194*54 3241 80.63.F 60 80 14.38 63.4 204.7 195.9 210*25 3208 100-2&«F 60 100 18.05 31.3 206.3 200.8 157.00 3211 100-26.F 30 100 17.97 30,9 205.8 201,0 157,41 3212 100..25-F UO 100 17.97 30.5 205,5 200.8 154.25 3213 100i.40.F 30 100 17,97 42.6 203.3 197.3 155.46 3214 100-^F 120 100 17.97 41.6 202.3 195.4 176.20 3215 100*45-F 120 100 17,97 45.4 204.6 196.2 179.67 3236 100-60-F 60 100 17,97 50.1 205.4 196.6 200.64 3237 100-65-F 60 100 17,97 52.6 203.4 194.6 185.38 3223 120-20.F 120 120 21.56 23.7 206.0 201,1 126,77 3221 120..30-F 120 120 21,56 33,9 205.9 199,8 155.56 3230 12(M10-F 120 120 21.56 41.7 204.3 195.3 188.46 3216 120-60-F 60 120 21.56 50.5 186,1 176,3 192*52 3217 120-60.F 45 120 21.56 50,3 198,0 187.0 196,48 3225 140-25-F 90 140 25,16 29.5 205.6 199,4 176.34 3218 140-36-F 120 140 25.16 37,5 198.3 190,5 162,70 3220 140i.40.F 60 140 25,16 41.5 204.9 196,0 168.88 3229 160..30-.F 120 160 28.75 34.1 204,9 197,7 182.10 3222 160-36-F 60 160 28.75 37.9 203.3 194,7 167,47 3235 160-40-F 60 160 28.75 42.3 198.7 189.1 193.93 3228 17O-20-F 120 170 30,60 22,4 205,8 200.3 145,70 3224 170..35-F 60 170 30.50 38.6 204.1 195,4 185.03 Sheet Table XII. ENGINE TEST CONDITIONS. This table shows the pressure and superheat of the steam entering the steam chest for the various speeds and cut-offs at which tests were run. 68 Fig. 34. SUPERHEAT IN LIVE STEAM AND EXHAUST STEAM. The exhaust superheat is small up to a superheat in the branch pipe of 165 degrees. Thereafter the superheat in the exhaust steam increases rapidly as the branch pipe superheat increases. 69 Fig. 35. SUPERHEAT AND INDICATED HORSE-POWER. The degree of superheat increases directly with the power output of the locomotive, due to the increased rate of burning coal. 70 LOCOMOTIVE; TYf»e CLASSHdlSek no.S^T PENNSYLVANIA RAILROAD COMPANY PaaiAi>Bi.nnA, Baltdiou * Wamdwtoii Rail»oai> OaMTAVr Nobthb&k Cbvhul Railway Oowpajit Wot jK«nr * SsAnoBB Railboad Comyamt - TEST DEPARTMENT BVAL.LeTl»*4 NO. J.O.. Sheet rk>. P l l &i4- :r e: 3*r© /v ou^ss jL.c»cot^oTiv& Altoona, Pa.. I— ,77— IS I A -TEST M«3E.IO “-VO »o ST7 3 N\eK. 7.e. XCST N«32^7 4-0 ae> VKPIOI9 SEEEO wpM. 7.2. TCST KI0 3E.09 . j. K. p a4-e.. A Sheet No. P I\6A Fig. 36. TYPICAL INDICATOR DIAGRAMS. These diagrams are for speeds of 7 and 10 miles per hour. 71 LOCOMOTIVE: TYPE 2-©- O CLASSBOiO!^ No.S&T Sheet No. Pi \ 6 S Pennsylvania Railroad Company Philadelphia, Baltimore & Warkimotom Railroad Company Northern Central Railway Company West Jersey & Searhore Railroad Company TEST DEPARTMENT B*-»UL CTIM No. 1 o.- .Tc»-t,s» O f=' H ia ensk LcsoomoTivc; Altoona, Pa.,1-T-1S»^ Te®T p^.f?rw\. Cl»t:.ouT Tv< bottle. «0 ese F-ol-l, I.K.F? 135^1 SPEED r-vRM.. 1 O.S TEST N®3£,Oe, 30 F'*-»l-U LKPIOSO-I SPSeiD I 4..4 Test N® 3 ei 25 OuT-OPP TKI^OTTUC. loo 4.0 F^di_L I.H.P»47S,4. speed 17.9 ^ ^ Sheet r Fig. 37 . TYPICAL INDICATOR DIAGRAMS. These diagrams are for speeds of 10, 14 and 18 miles per hour. 72 LOCOMOTIVE: TYPE Z-Sf-O CLAssH&a»&. no .^©7 Sheet No. PUfelb PENNSYLVANIA RAILROAD COMPANY PanLADKraiA, Baltimokb it WAmnoTon Railboao Compahv Noktmkbn Cbktral Kailwat Compaht n'EST JERSBT & SKAniORB RAILROAD COMPART TEST DEPARTMENT BuiLLCTm No IQ. T El STS or W Ol_i*vS S S L-OCO^^OTIVEI. Altoona, Pa..I— T-1914 TEST K®3E.E.I. 1^0 30 Fuil-u I.K.p 1594: sr&ro h/\.rK. ‘Sl-G. TEST N 03 ZIS 14.0 3s ful-l- I.H.P isaB.a. sfeiE-o tsarK Ese. TE.ST N«3ee.e. 16 O 35 ru EL_ I73B.I SFTEICZD NA.PM.. EB.T Sheet No. P i 18© Fig. 38. TYPICAL INDICATOR DIAGRAMS. These diagrams are for speeds of 21, 25 and 28 miles per hour. 73 LOCOMOTIVE: TYPE ^-a-CP CLAssHa-a-es no. 3^7 Sheet No. I 87 PENNSYLVANIA RAILROAD COMPANY Priladclpsia, Baltikork a WARinHOTON Railroad Compahy Northern Ciktral Railway Compaht Wist Jrrscy A Srashore Railroad Company TEST DEPARTMENT Bcji-L-ErriM No » o ■T*s:&TS OF* oi-.-As.ss HkO-SrB.UociOi^oTive:: . Altoona. Pa.. 1 - 7 - 181 ^ 'TtC&T MoS-t-ZA -Z-OO -ISO • loo - so OI^/vkIK. Cf^-A.-KiK. K»0>-<'T' MS3/VO cox-orF' XK^wrrLc:. 170 3s l.i-i.p iSi3xA SF-cerOKA PH.. 30.S Sheet No.^^I 187 Fig. 39. TYPICAL INDICATOR DIAGRAMS. These diagrams are for a speed of 30 miles per hour. 74 M. P. « I l<)»4 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY £^>8*^0 PHn.AinLFHiA, BAi.TniOB> A W^BoreToa Rulbobo CoxTBar <*017 NoBTHiaa Cbktbai. Rah-wat CoariaT CI_ASS .S.® ® No Y-P..’— W»T jBBsiT * SaAsaosa Rahjwad Compabt TEST DEPARTMENT Bulletin NO._ SHEET No._J^118a.. T.fi.!5t..a..„Qf..ja..ClaBB ..Hasl)...XQcmQM 10 Altoona, PA._lr.7r4?.4^ Fig. 40. STEAM PER HORSE-POWER AND BACK PRESSURE. The least back pressure decreases as the steam consumption per indicated horse-power hour increases, and at the same steam consumption per indicated horse-power hour the least back pressure increases with an increase of cut-off. 75 Fig. 41. BACK PRESSURE AND HORSE-POWER. The least back pressures for the H8b saturated steam locomotive are below those for the H8sb superheated steam locomotive at indicated horse-powers from 500 to 1040. Above this point the reverse is true. 76 Fig. 42. DROP IN PRESSURE THROUGH SUPERHEATER. The curve shows that the drop in pressure increases with the indicated horse-power due to the increasing volume of steam used. 77 M.P.4TO-A 3:^ A lOH LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY ■rvDB' P n ,Q Pmilamlphia, Baltimom It WashinoYoh Railboao Coafamv TY PE „ — NotTHFBH Cihtral Railway Comfamv CLASS.—SSHI.K No.— SBZ— WUT Jmav It Sbasmou Railroad CoaPAHT TEST DEPARTMENT Bulletin NO 1 0 SHEET NO-PrllSl — T eet e of a Clegs ESsb Locomotive. Altoona, pa 1- 7-1914 IHDICATED H0R3B POWEB UeX Toot Dura- Steam to Mean Effect- Indloat- Dry Coal per Superheated B.t.u.ln Vo. tlon So^^lnes iTo Pressure ed Indicated Steam Per Steam Per Deslgna- of Pounds Pounds Per Horse horsepower Indicated Indicated Test Pep Stjuare Hour Horsepower Horsepowe tion Hlns. Hour Inch power Pounds HouTtPoundB Hour 214 379 360 361 3207 40-20-P 120 9116 75.37 412.9 2.4 22.1 27415 3210 40-30-F 120 12227 105.61 677.3 2.5 21.2 26692 3206 60-20-P 105 11865 70.66 579.5 2,4 20.5 25586 3205 60-20-P 45 12474 73.06 599.2 2.5 20,8 25971 3201 80*2Q^F 120 13927 67.14 733.5 2.5 19.0 23934 3209 60-30-P 90 16137 102.75 842.5 2.4 19.2 24029 3227 60-35-P 90 18633 109.68 899.4 2.6 20.7 25978 3223 12(>-2Q!-P 120 17608 56.36 957,5 2.2 16.4 23076 3246 40-75-F 30 23892 178.83 977,9 3.6 24.4 31249 3247 40-e8-P 15 27624 186.38 1019,0 6.9 27,1 34679 3202 80^30-P 90 19489 96.12 1050,1 2.4 16.6 23345 3212 100-^5-P 120 19681 82.62 1129.0 2.2 17.4 22162 3206 100-2&-P 60 20497 82.82 1131.9 2.2 18,1 23036 3211 100-26-P 30 20577 63.14 1138.5 2.6 18.1 22025 3228 170-.20-P 120 19916 49.35 1147.6 2.6 17,4 21803 3204 60-40-P 105 23259 114.53 1252,4 2.6 18.6 23649 3203 80>40-.P 35 23886 115.54 1262.9 2,3 18,9 24053 3242 60.66-P 30 29195 162.87 1336.6 4.4 21,9 27965 3225 140-25-P 90 23543 70,16 1341.6 2.4 17,6 22491 8244 60-86-P 15 33466 165.59 1356.1 5.0 24,6 31608 3245 60-75-P 30 31422 166.33 1364.3 6.7 23,0 29360 3221 120-30-P 120 24397 85.01 1394.2 2,5 17,5 22209 3214 100-40-P 120 26906 104.83 1432,7 2,9 18,8 23205 3236 80-55-P 30 28983 134.34 1469.0 4.0 19.7 25256 3213 100-40-P 30 26684 108.18 1476.4 2.7 18,0 22866 3215 10(1-4 &-P 120 26303 113.22 1647.5 3.1 18.3 23424 3239 60-56-P 60 31062 142.72 1660,7 3,9 19.9 25689 3a8 14(1.3&-P 120 28260 93.36 1568.8 3.2 17.8 22646 3229 160-S0-P 120 27487 73.62 1610.4 2.6 17.1 22160 3230 120-40-P 120 26957 99.51 1632.2 2.9 17,7 22780 3241 eo-6»-p 60 33642 150.80 1649.4 3,1 20,4 26472 3236 100-50-P 60 30650 121.23 1657.0 3.0 18.5 23920 3216 120-60-P 60 31336 102U8 1677.6 3.4 18.7 24031 3237 100-55-P 60 32192 126.55 1729.6 3.4 18.6 23915 3222 160-36-P 60 29934 79.47 1738.1 2,9 17.2 21540 3217 120-6(1^P 46 32721 108.71 1783.1 3.5 18.4 23653 3220 140-4(1-P 60 31399 93.33 1786,3 3.0 17.6 22417 3224 170-36-P 60 30519 78.04 1813.4 2.7 16.8 21593 3236 160-40-F 60 32320 83.67 1829.9 3.1 17.7 22574 SHEET NO-2ry^_. Table XI 1 1. INDICATED HORSE-POWER. The maximum indicated horse-power was 1829.9, attained at a speed of 29 miles per hour with a cut-off of 40 per cent. The coal consumption does not exceed 3 pounds per indicated horse-power hour, except at cut-offs above 40 per cent., and the steam per horse-power hour ranges between 16.8 and 27.1 pounds. 78 1 16. Fig. 43 illustrates the increase in the heat in the steam per i.h.p. hour as the cut-off is increased, and also as the speed is decreased. Coal and Steam Consumption Based on Indicated Horse-power. 1 17. The curve in Fig. 44 shows the dry coal fired in pounds per hour and the resulting indicated horse-power developed. It varies slightly from being a straight line between 400 and 1500 i.h.p. Above 1500 i.h.p. the coal consumption increases at a more rapid rate, and the indicated horse-power developed per 1000 pounds of coal fired per hour decreases. This is no doubt due to the large heat loss in the unbumed fuel at the maximum rate of firing as is shown in Table X. 1 18. From the coal per hour curve is plotted another curve shown immediately below, and designated as the coal per indi- cated horse-power hour curve. From this curve it is observed that when the coal rate is 2.35 pounds per i.h.p. hour the indi- cated horse-power developed will reach 400. As the power of the locomotive is increased up to 1500 i.h.p. the coal rate will gradually increase to 2.67 pounds per i.h.p. hour, and at the maximum power output, or 1820 i.h.p., the rate is 3.04 pounds per i.h.p. hour. 119. In Fig. 45 the relation between the steam consumption in pounds per hour and the resulting indicated horse-power de- veloped is represented by a straight line. This shows the indicated horse-power to increase directly with the steam consumption throughout the entire range of power developed by the loco- motive. The steam per indicated horse-power hour curve on the same diagram is calculated from the steam per hour curve. It is presented to show what steam consumption may be expected from this superheated steam consolidation locomotive when operating it at indicated horse-powers from 400 to 1820. 120 . The steam consumption is seen to rapidly drop as the power output is increased up to 1200 i.h.p., whereupon it falls off at a more gradual rate. This is characteristic of superheater loco- motives, and is due to the increase in the degrees of superheat as 79 ,1 LOCOMOTIVE : TYPE M. P. 47B C Pennsylvania Railroad Company Phu^dilpbia, Bai,ti>ori A WAtHinaToii Raiuuiad Cokpaht Nobtbibm CrBTKio. RAHWiT Compart Wrst Jbbsbt & Sbasbobb Raiuioad Compart Bolletln TEST DEPARTMENT No. 10 T$8M of a ClAsa Altoona. Pa Ir7r*l?14 Fig. 43. B. 1. u. IN THE STEAM PER INDICATED HORSE-POWER HOUR AND CUT-OFF. The heat supplied in the steam per indicated horse-power hour increases gradually up to a 50 per cent, cut-off, after which it increases with greater rapidity. 80 M. P. C 9 C a » io»4 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY 2 — 8»0 P mi ^D U HlA. RuOTOMBa 4 WitHUieTOK B^ilboau Coxpabt ' fXOfI Nobtb«ib< CtoTRU- Railwat Ck)*Pi»T M.9.bp.._... No.A9_/ Bulletin No — IQ. SHEET No._„..Pr!i.l?3 Tests 0 -f a Class HaaB Locnmo-tl.Yft.. Wmt Jibsst a Sbachobb Railboad Cokpavt TEST DEPARTMENT Altoona. Pa. V»7 "»1914 Fig. 44. COAL PER HOUR AND HORSE-POWER. The upper curve indicates the amount of coal fired per hour and the indicated horse-power produced by it. The lower curve is calculated from the curve above and represents the dry coal fired per indicated horse- power hour. LOCOMOTIVE : TYPK.....J;?f.8-P CL>8S. Heel) 287 PENNSYLVANIA RAILROAD COMPANY Pan^oBLraiA, BALTnou A WAXHDiaToii Raosoad Cokfaitt Nostbebh Cbhtbai. Railway Cobpabt 6HCET No Teet.fl. ..Qf .a ..C.la«.B .H8.el). LQcg Wbat Jbbait a Hbabbobb Railboad Coktamt TEST DEPARTMENT Bulletin No. XO .. Altoona. Pa Fig. 45. STEAM AND HORSE-POWER. The straight line represents the steam supplied to the engines in pounds per hour and the horse-power developed from it. The curve below showing the steam per indicated horse-power hour is calculated from the straight line above. 82 the indicated horse-power increases. At 400 i.h.p, the steam con- sumption to be expected is approximately 22 pounds per i.h.p. hour, while at 1800 i.h.p., the steam consumption amounts to 18 pounds per i.h.p, hour. Superheat and Water Rate. 121 . There is given in Table XIV, the draft in front of dia- phragm in inches of water, the indicated horse-power, B.t.u. in the steam per indicated horse-power hour, superheated steam per indi- cated horse-power hour in pounds, dry coal per indicated horse- power hour in pounds and the superheat in the branch pipe in degrees Fahr. The table is arranged according to the increase in the branch pipe superheat, and is presented to show just what takes place throughout the range of superheat. It is seen that the superheat increases with the draft and the indicated horse-power (Fig. 35). 122 . A comparison of the fuel consumption of an H8b satu- rated steam locomotive, an H6b saturated steam locomotive and the H8sb superheated steam locomotive. No. 387, is given in Fig. 46. The H8b and H8sb locomotives are similar with the exception that the latter has a Schmidt type superheater and larger cylin- ders. The H6b locomotive has a smaller grate area and heat- ing surface than either of the H8 locomotives and it did not have a brick arch. Its cylinders are two inches smaller in diameter. 123 . The remarkable uniformity in the coal consumption per indicated horse-power hour for the H8sb is observed at indi- cated horse-powers ranging from 400 to 1300 i.h.p. The coal consumption per i.h.p. hour is approximately 2.5 pounds up to 1300 i.h.p. and from there on it increases to 3.5 pounds per i.h.p. hour at 1800 i.h.p. The exceptional (higher) results were obtained in tests of 30 minutes or less duration (see Par. 115). 124 . The absence of an arch in the H6b locomotive no doubt accounts for the small difference in coal consumption between it and the H8b saturated steam locomotive at corresponding indicated horse-powers. 83 LOCOMOTIVE: PENNSYL> type 2— $-0 Philadelphia CLASS HSat No. .307. west M. P.470- A 8x10% 3C1 4-28-12 /ANIA RAILROAD COMPANY Baltimore & Washington Railroad Company RTHERN Central Railway Company Jersey & Seashore Railroad Company TEST DEPARTMENT Bulletin NO .1.0 . Altoona Pa.. 1—7—1914 Sh Te EET No P-119.6.. sts of a Class Hash LooomotlTe SDPERHEfiLT AND 1ZATER RATE. Test No. Test Designa- tion Draft Front of Diaphragm Inches of Water Indicat- ed Horse power B.t.u. In Steam Per Indicated Horsepower Hour Superheated Steam Per Indicated Horsepower Hour .Pounds Dry Coal Per Indicated Horsepower Hour .pounds Super- heat in Branch Pipe * 222 379 381 380 230 3207 40-20-F 0.9 412.1 27415 22.1 2.4 97,32 3205 60-20-P 1.3 599,2 25971 20,8 2.5 101,20 3206 60-20-F 1.1 579.5 25586 20,5 2,4 108.92 3201 80-20-F 1.7 733.5 23934 19.0 2.5 125,69 3223 120-20-F 2,0 957.5 23076 18,4 2,2 126.77 3209 60-30-F 2,0 842.5 24029 19.2 2.4 130.05 3210 40-30-F 1.5 577.3 26692 21.2 2,5 130,64 3202 80-30-F 2.4 1050.1 23346 18,6 2,4 132,76 3227 60-35-F 2.3 899,4 25978 20.7 2.6 134.96 3203 80-40-F 3,0 1262,9 24053 18,9 2,3 144.98 3228 170-20-P 2.9 1147.6 21803 17.4 2.6 145,70 3204 80-40-F 3.2 1252.4 23649 18,6 2,6 152,14 3212 100-25-F 2.3 1129.0 22182 17.4 2.2 154,25 3213 100-40-F 4.5 1478.4 22868 18,0 2.7 155.46 3221 120-30-P 3.7 1394.2 22209 17.5 2.5 155.56 3208 100-25-F 2.4 1131,9 23036 18,1 2.2 157.00 3211 100-25-F 2.6 1138,5 22025 18.1 2,6 157.41 3218 140-35-F 5.5 1588,8 22646 17.8 3.2 162,70 3245 60-7 5-P 7.8 1364,3 29380 23.0 5,7 165.71 3222 160-35-F 5.9 1738,1 21340 17,2 2.9 167,47 3220 140-40-F 5.9 1786,3 22417 17,6 3,0 168,88 3246 40-7 5-F 5.4 977,9 31249 24.4 3.6 170,79 3247 40-88-F 6.2 1019,0 34679 27.1 5.9 171,32 3242 60-68-F 6,0 1336,1 27985 21,9 4.4 172.90 3214 100-40-F 4,0 1432,7 23205 18.1 2.9 176,20 3225 140-25-F 3,2 1341,6 22491 17,6 2.4 176,34 3238 80-55-F 5.4 1469^0 25256 19.7 4.0 179.32 3215 100-4 5-F 5.1 1547.5 23424 18.3 3,1 179,67 3244 60-86-F 8.1 1358,1 31608 24,6 5.0 182,03 3229 160-30-F 4.6 1610.4 22160 17.1 2,6 182.10 3224 170-3 5-P 5.8 1613,4 21593 15.8 2.7 185.03 3237 100-55-F 6.2 1729.6 23915 18.6 3.4 185,38 3230 120-40-F 5.1 1632,2 22780 17.7 2.9 188.46 3216 120-50-P 6.3 1677.5 24031 18.7 3.4 192.62 3235 160-40-F 6.4 1829.9 22574 17.7 3.1 193.93 3239 80-5e-F 6,1 1560,7 25689 19.9 3.9 194.54 3217 120-50-F 6.6 1783,1 23653 18.4 3,5 196.48 3236 100-50-F 5.8 1657.0 23920 18.5 3,0 200.64 3241 80-63-F 6.7 1649.4 26472 20.4 3.1 210,25 Sheet No. Table XIV. SUPERHEAT AND WATER RATE. A table arranged to show the influence of the superheat upon the water and coal rates. Conditions such as cut-off and power developed obscure the effect of superheat. 84 Fig. 46. COAL PER INDICATED HORSE-POWER HOUR. The application of a superheater to the H8b saturated steam locomotive, and the enlargement of its cylinders from 24 to 25 inches in diameter, results in a very substantial saving in coal. 85 125 . Comparing the curves for the H8b and H8sb loco- motives, it is at once apparent that the application of a super- heater to the H8b locomotive together with an increase in cyl- inder diameter has materially increased the economy in coal for this class of locomotives. At 500 i.h.p. the saving is approximately 24 per cent., while at 1500 i.h.p. the saving is 45 per cent. There is observed a very uniform rate of burning coal up to this point. Above 1500 i.h.p. the rate of combustion for the H8sb locomotive increases materially. Under the conditions it is at least unusual for the rate of combustion to exceed pounds per i.h.p. hour up to 1800 i.h.p., and with the proper air supply this should not exceed 3 pounds. 126 . There is shown in Fig. 47 the comparative perform- ance of the H6b, H8b and H8sb locomotives from the standpoint of steam consumption per i.h.p. hour. 127 . The steam consumption of the superheated steam H8sb locomotive decreases as the power output increases from 400 to 1400 i.h.p. From this point the increase, if any, is very slight up to 1800 i.h.p., or until the capacity of the boiler is reached. At 400 i.h.p. the steam consumption is 22 pounds per i.h.p. hour. The minimum consumption, or 17.6 pounds per i.h.p. hour, is obtained at 1400 i.h.p. and at the maximum power output the steam consumption increased to 18.8 pounds per i.h.p. hour. 128 . The saving in water thus effected between the H8b saturated steam and the H8sb superheated steam locomotives is 26.3 per cent, at 500 i.h.p. and 35 per cent, at 1500 i.h.p., based upon the steam consumption per indicated horse-power hour. 129 . The H6b saturated steam locomotive is shown to be more economical in steam than the H8b saturated steam loco- motive more particularly at the lower corresponding indicated horse-powers. This probably is due to the fact that the H6b locomotive has cylinders two inches smaller in diameter than those on the H8b locomotive. The size of the H6b cylinders is 22 inches in diameter with a 28-inch stroke. 130 . The economy in steam of th^ H8sb superheater loco- motive as compared with the H8b locomotive using saturated steam is due primarily to the superheater, and the fact that the cylinders were increased in diameter from 24 inches to 25 inches for the use of superheated steam. 86 Fig. 47. STEAM PER INDICATED HORSE-POWER. A remarkable saving in steam is apparent when comparing the curve for the H8sb superheater with the curve representing the performance of the H8b saturated steam locomotive. 87 LOCOMOTIVE PERFORMANCE. Dynamometer Records. 131. We will now consider the test results for the locomo- tive as a whole, or the drawbar pull, the rates of coal and water consumption per drawbar horse-power, and the output of the locomotive in drawbar horse-power at the various speeds. 132 . Comparison will be made with the class H6b, the typical freight locomotive, which is the immediate predecessor of the H8 and H9 classes. Drawbar Horse-power. 133 . Table XV gives the drawbar pull obtained during each of the tests, the dynamometer or drawbar horse-power, the dry coal per dynamometer horse-power hour, superheated steam per dynamometer horse-power hour, the B.t.u. in the steam per draw- bar horse-power hour and the thermal efficiency of the locomotive. 134 . The drawbar pull ranged from 9723 pounds at 30.5 m.p.h. with a 20 per cent, cut-off to 49,872 pounds at 7.2 rn.p.h. and 88 per cent, cut-off. This pull of 49,872 pounds is 3582 pounds above the rated tractive force, which is arbitrarily based upon 80 per cent, of the boiler pressure as mean effective pressure and represents the maximum pull which can safely be counted upon under average conditions. The locomotive was operated with a wide-open throttle during all of the tests. 135 . The dynamometer horse-power was 314.2 at 7.2 m.p.h. with a 20 per cent, cut-off and 1587.8 at 17.97 m.p.h. and a 55 per cent, cut-off. 136 . The coal consumption ranged between 2.6 and 4.3 pounds per d.h.p. hour and the steam coxxsumption from 20.2 pounds to 29 pounds per d.h.p. hour. In discussing the coal rates, we will omit reference to tests of 30 minutes or less, as they were run primarily to obtain a pull speed curve and the time of the test was too short to make accurate measurements of coal used. 88 137 . The thermal efficiency of the locomotive ranged from 6.7 per cent, to 2.9 per cent. The highest thermal efficiency obtained from the H6b saturated steam locomotive was 5.22 per cent., while the thermal efficiency of the H8b locomotive reached 5.47 per cent. 138 . The limit of power is shown in Fig. 15. Up to a rate of firing of about 100 pounds per square foot of grate per hour, there is a corresponding increase in dynamometer horse-power. If coal is fired at rates above 100 pounds, there may even be a de- crease in power. Sixteen hundred dynamometer horse- power is then about the maximum possible. 139 . The steam consumption per indicated horse-power hour at each speed throughout the range of cut-off is shown in Fig. 48. It is observed that the most economical cut-off is at 30 per cent, of the stroke and that an economical range of cut-off is found between 20 and 40 per cent, of the stroke. At each speed the steam consumption per indicated horse-power hour decreases slightly with an increase in the cut-off until a 30 per cent, cut- off is reached, beyond this cut-off it increases rapidly at slow speeds down to and including 60 r.p.m (10.8 m.p.h.). The steam con- sumption per indicated horse-power is high at cut-offs above 50 per cent. The most economical cut-off, however, as will be seen, may be utilized only when the locomotive can be worked well within its maximum as to boiler capacity and cylinder power, which maximum, as shown by Fig. 48, requires a cut-off between 88 per cent, in full gear and seldom, if ever, less than the 42 per cent, necessary at 30 m.p.h., about the maximum speed for this class of locomotive. 140 . The indicated horse-power at like cut-offs with an in- crease in speed and also at like speeds with an increase of cut-off is shown by Fig. 49. At speeds up to 80 r.p.m. (14.4 m.p.h.) the increase in power following an increase in cut-off is less rapid than at higher speeds, in other words^ for a given increase in cut-off at any two speeds there is approximately the same increase in mean effective pressure, making the increase in power nearly propor- tional to the speed. Maximum Power of Locomotive. 141. The maximum drawbar pull of the H8sb locomotive, at any given speed, as limited by the capacity of the boiler, was at- tained when approximately 33,700 pounds of water was evapo- rated, and furnished to the cylinders per hour. 89 LOCOMOTIVE TYPE JSr-Q.rO..-. CLASS.lBSto M.P.479-A ex 10% PENNSYLVANIA RAILROAD COMPANY Philadblphia, Baltimore & Washinoton Railroad Compahv __ Northern Central Railwav Company No ^7_,_ West Jersey ft Seashore Railroad Company Sheet No £r?l2Ql- Tests of a Class H8sb Locomotive. 'fcr’MW 1 mbn i Al TOOMA P* 1a"7— 1914 DRAWBAR HORSBPOWER Test No. Test Designa- tion Bor ac- tion of Test Uins. Drawbar Pull In Pounds Dynamometer 01* Draw bar Horsepower Dry Coal Per Dynamometer Horsepower Hour Superheated Steam Per Dynamometer Horsepower Hour B.t.u.in Steam Per Drawbar Horsepower Hour Theznal Efficien- cy Of Locoru Per cent 265 383 364 365 399 3207 40-20-P 120 16331 314.2 3.1 29.0 35953.4 6.6 3206 60*20-P 105 15653 452,9 3,0 26.3 32809.2 6.8 3206 60-20-P 45 16221 468.3 3.1 26.0 33229.3 5.6 3310 40-30-P 120 24524 472.0 3.1 25,9 32652.8 5.6 3201 80-20-P 120 14060 540.9 3.4 26.8 32455.1 5.1 3209 50-30-P 90 23480 677.9 3.0 23.8 29869.6 5.6 3227 60-3&-F 90 26323 760.0 3.1 24,5 30717.6 6.2 3223 120-20-F 120 13348 770.8 2.6 22.8 27781.4 6.6 3228 170-20-F 120 9723 795.4 3.7 25.0 51465.8 6.2 3202 80-30-F 90 22696 873,7 2.9 22,3 28171.7 6.1 3246 40-76-P 30 48855 878.8 4.0 27.2 34769.6 4.5 3211 100-25-F 30 18630 896.5 3.3 23.0 29081.5 6,3 3208 100-25-F 60 18670 896.4 2.7 22.8 29023.6 6.4 3212 100-25-P 120 19542 940,4 2.6 20.9 26631.6 6,7 3247 40-88-F 15 49872 955.7 6.3 28.9 36974.4 2.9 3203 80-.40-F 30 27562 1061,0 2.6 22.5 28619.2 6.3 3225 140-25-F 90 15884 1070.1 3.0 22.0 28196,8 6.3 3204 80-40-F 105 28053 1079,9 3,0 21.5 27425,3 5.9 3221 120-30-F 120 19779 1142 ;l 3,0 21.4 27111,6 6.1 3242 60-68-F 30 41816 1202.9 4.8 24,3 31084.0 3.7 3245 60-7 5- F 30 42865 1232,2 6.3 25.6 32529.4 2.9 3213 100-40-F 30 25788 1240,9 3.3 21.4 27244,6 5.3 3214 100-40-F 120 25957 1249,1 3.3 20.7 26566.6 5.6 3244 60— 86— F 15 44284 1273,0 5.3 26,3 33721.2 3.4 3229 160-30-F 120 16628 1280,2 3,2 21.5 27819.4 5,9 3238 80-55-F 30 33847 1297.3 4.5 22,3 28598.4 4.2 3218 140-35-F 120 20131 1366.2 3.8 20.8 26530,0 4,9 3215 100-4 5-F 120 28373 1365,3 3,5 20.7 26549.6 5.2 3239 80-58-F 60 36898 1414,2 4.3 22,0 28340.0 4.6 3230 120-40-F 120 24645 1423.1 3.3 20.4 26127,0 5.8 3222 160-35-F 60 18515 1425,5 3,6 21.0 26721,6 5,1 3241 80-63-F 60 37602 1437.4 3,6 23.4 30438.9 5.3 3224 170-3&-F 60 17835 1459.0 3.3 20,9 26846,3 5.7 3216 120-50-F 60 25758 1487,4 3.9 21,1 27267,1 4.7 3236 100-50-F 60 31518 1516,6 3.2 20,2 26133.7 5.9 3235 160-40-F 60 19924 1534,0 3,6 21,1 27072,1 6,3 3220 140-40-F 60 22791 1535.4 3.5 20.5 26080,3 5,3 3217 120-50-F 45 27184 1569.7 4.0 20.9 26868.0 4.6 3237 100-55-F 60 33141 1587.8 3.7 20,3 26051.2 5,2 Sheet No.. Table XV. DRAWBAR HORSE-POWER. The drawbar pull developed ranges between 9723 pounds at 30.5 miles per hour with a 20 per cent, cut- off, and 49,872 pounds at 7.2 miles per hour and 88 per cent, cut-off. The maximum dynamometer horse- power is 1588. 90 Fig. 48. STEAM PER INDICATED HORSE-POWER HOUR AND CUT-OFF. This diagram is used in calculating the maximum drawbar pull. It is observed that the most economical cut-off for this locomotive is at 30 per cent, of the stroke, and the most economical range of cut-off is between 20 and 40 per cent, of the stroke. 91 Fig. 49. INDICATED HORSE-POWER AND CUT-OFF. This diagram is used in calculating the maximum drawbar pull. The "X" represents the maximum or critical cut-off at each speed. At speeds up to 80 r.p.m. (14 m.p.h.) an increase in cut-off produces but a moderate increase in power. Above this speed the power increases rapidly as the cut-off is extended. 92 1 42 . The drawbar pull that this locomotive is capable of sustaining at various speeds and cut-offs for a considerable period has been determined by the method as outlined in previous Bul- letins (see Bulletin No. 5, page 27). Referring to Figs. 48 and 49, where the steam per horse-power and horse-power are shown for each cut-off, the points X have been selected at like cut-off for each speed, such that the product of these two quantities, is closely equal to the boiler capacity 33,700 pounds of water evaporated per hour. 143 . Table XVI following, presents the results in maximum pull obtained by the aid of these diagrams. TABLE XVI. Consolidation Type Locomotive, Class H8sb No. 387. t Spet R. P. M. SD M.P.H. Cut-off IN Per Cent. Steam Per I. H. P. Hour, Pounds 1 1 1 Maxi | MUM In- ' DICATED Horse- Power Total Steam Per Hour, Pounds Average i Machine 1 Friction j inD.H.P. Pounds j EsTIMAT-j ED Maxi-. MUM D. B. P. Pounds Actual Maxi- mum D. B. P. Pounds 1 2 3 1 4 i 5 1 ' ® 7 8 9 40 7.19 97.5 32.10 1050 33705 4763 50529 49872 60 10.78 81.0 24.15 1390 33568 4536 44118 44284 80 14.44 63.0 20.05 1680 33684 4735 38894 37502 100 17.97 55.0 18.88 1785 33700 4039 33015 33141 120 21.56 49.0 18.13 1855 33631 3654 28029 27184 140 25.16 46.0 17.80 1895 33731 3752 24009 22791 160 28.75 43.5 17.60 1920 33792 4076 20808 19924 170 30.50 42.0 17.50 1930 33775 4338 19495 17835 144 . The calculated maximum drawbar pull thus obtained, is plotted with the speed in m.p.h. in Fig. 50. Eight points are shown representing the maximum drawbar pull for speeds which ranged from 7.2 to 30.5 miles per hour. 145 . On the same diagram are shown curves drawn through points of like cut-off representing the actual drawbar pull at various speeds and cut-offs ranging from 20 to 75 per cent. 146 . A study of the drawbar pull curve shows that at 18 miles per hour the H8sb locomotive can develop 33,000 pounds drawbar pull, with a wide-open throttle and a 55 per cent, cut-off. At this point for 55 per cent, cut-off the maximum capacity of the boiler is reached. Consequently at speeds greater than 18 miles per hour the cut-off must be below 55 per cent. 93 U.P. I-! n '^ Pi a Jfe-.- ilL. m -feH ■P yrr :iil P 1 i s ill; iH'li r it I 'U- Emm ! S till ill iill Ml .i ! jV: p S: fill [jn , ;iin 1 ' ;': ■' If ■ Il “r-.-rfe i'i 1 iff u Si 1'* FIT li); i It II iill III iiiiiil Iill! Ill: ; iiS III :- M ii il l 1 si llililii 11 ii 3 (iiSSi Ilii Tn*tfT Wf QB 1 . 1 . TtTT iiu i I i Ml iPfM 81 Mi liiL r 1 1 iiffi litltni Sli m M 1 [ilii I i 1 Fig. 50. DRAWBAR PULL AND SPEED. The actual and eatimated maximum drawbar pulls at speeds from 7 to 30.5 miles per hour. 94 147 . Further, if the drawbar pull is to rise above 33,000 pounds we must increase the cut-off above 55 per cent, and at the same time decrease the speed. 148 . There is shown in Fig. 51 the drawbar pull for the H6b and H8b saturated steam locomotives, and the H6sb and H9s superheated steam locomotives. The curves represent the actual performance of these locomotives while in road service and are plotted from dynamometer car records. 149 . Referring to Fig. 50, it may be observed that the curve for the H9s locomotive shown in Fig. 51 checks the theoretical curve representing the performance of a similar locomotive, the subject of this Bulletin. 150 . Comparing the drawbar pull for the superheated steam locomotive H9s and the saturated steam locomotive H8b, the H9s is 23 per cent, more powerful than the saturated steam locomotive at 12 miles per hour. Likewise comparing the H6sb superheated steam locomotive and the H6b saturated steam loco- motive, the H6sb locomotive has a 15 per cent, greater drawbar pull at 12 miles per hour. These curves are representative of the present day possibilities of this class of power, and indicate plainly the advantage to be obtained by a superheater and the still greater gain to be obtained by increasing the diameter of the cylinders when applying a superheater to a saturated steam locomotive, as was done with this H8sb locomotive, making it equivalent to the class H9s. 151 . The recommended tonnage rating of the saturated and superheated steam consolidation locomotives in freight service is shown by the following table : Comparison of Tonnage Rating on Three Divisions Showing Recommended Increase in Rating of Superheater OVER Saturated Steam Locomotives from Results of Road Tests. New York Division — Eastbound. Ruling Grade 0.4 per cent, for 1.3 miles, Lawrenceville. Car Factor 18. Rating Speed 8 m.p.h. Locomotive Class Weight of Train, Adjusted Tons Increase in Rating H6a-b Saturated-... H6sb Superheater H8b Saturated.... H8sb Superheater H9s Superheater 4275 4950 5100 5350 5900 15.8 per cent, over H6a-b. 5 per cent, over H8b. j 15.7 per cent, over H8b. \ 38 per cent, over H6a-b. 95 M. P. 479 C ■ g » 11-20-13 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY ^ Q ^ PaiLADXLrmLk, BA],TiBOBa A Wasbimotoh Raqjioad Compabi TYPE »xo>7 Nokhkbb Cbktkai. Railwat Company CLASS No.-.r.?7 Wwt Jmubmt A Sbabsorb Railboad Company - TEST DEPARTMENT Bulletin No IQ SHEET lenta Of a Claiw Haab _ Altoona. Pa_ 5 W ii# m||4H[ppw IS w M m Ml im Ml# lip ii wf Si irit iff P wM pi pipl Sli MS ip s m S It 1 nisi nil niio mi li IIM |:u: ilHiH lim Jill III Ills 11 -n Tt ■1 ¥ ii II P 1 i| IS ii ji fl I i s 1 i iif :: ffi Hi:! yiliilH lUi liliilingHI iiHimiiiHyii 1 II 4; Ptf ii |§|ip| if ip SI!! StS w 1 i I pi' illiNlPliif immiii i»! III 1 1 1 1 1 1)1 iff! Ifl Ill m P 1 I i| 11 1 g;g;aM jj: iulS: ^ 11 iii 1 III ■ fc 1 li 1 1 [! 1 pi ii il 1 a S^ii ffi- P j: i| ffi m i 1 li , : ffff 4f 1 i ffS M Iff 1 1 if* £ 1 Ipli 1^ 8B ip s i 1 P if ii ij’ ''.it rit^ 1 iPr 3 if 1 ill ifti Ipl li 1 1 1 It ii& ii Pfs if ||| ii I St' li I Il|l3 ii|| i8i 111 i 31 IH ISii yi III i! 1 i HI 1 If jiffi 11 i II 1 r'l'ilf 3 ipi lift ilft ii s p lit ; 12. #,• • ii-L iT mT ^ 1 is if ii |E li Pill 1 1 pS: siii IsP i|| B 1 iff 1 I 1 I iii ij Pf! p 1 1 1 1 i 1 1 1 i ij Hi’J- Hh m iSl m 1 1 1 l! ii 1 Pii "Mi 1^ i|l| li pj gp 1 1 il li Pip ill 8 I S il flp IS 9 is 1 ft Sit P ii 1 njH if- ill pliil m 1 s m li HI s ill' III |i iS l!i ¥ s p p M i: ii Pi m §10 i fc 1 ... I IIP ii m i i 1 4<|:;| li {iri nf] iH-h' F|+Hlt"ff "i'" ill il 1 ill- ■p ^ ^ ; '[|i- 11 ii li nil! mm 1 1 1 1 m 1 Is ip :?pff mM iifii Ifli Ijx Tpff I iiis iiiiii p IP y yy S Iritt---* s I® Sa i i m si 4 m i 1 Fig. 51. DRAWBAR PULL AND SPEED. Drawbar pulls for the H6b and H8b saturated steam locomotives and the H6sb and H9s superheated steam locomotives from records made by a dynamometer car in road tests. A comparison of pulls at a speed of 12 m.p.h. shows that the superheater, H9s, is 23 per cent, more powerful than the saturated steam H8b, and the H6sb shows a pull 15 per cent, above that of the saturated steam H6b. 96 Pittsburgh Division. Car Factor 4 Rating Speed 10 m.p.h. Eastern Slope Ruling Grade 1.88 Per Cent. FOR 9 Miles Western Slope Ruling Grade 1.12 Per Cent. FOR 3.5 Miles H6a-b Saturated.— H6sb Superheater. H98 Superheater. 615 725 850 17.9 per cent, over H6a-b. 38.2 per cent, over H6a-b. 1035 1225 1550 18.3 per eent. over H6a-b. 50.0 per cent, over H6a-b. Philadelphia Division. — Low Grade. Ruling Grade 0.3 per cent, for 25 miles, Creswell. Car Factor 40. Rating Speed 10 m.p.h. H6a-b Saturated - 5100 H8b Saturated- 5700 H8sb Superheater 6275 10 per cent, over H8b. H9s Superheater 6825 f 19.7 per cent, over H8b. \ 33.8 per cent, over H6a-b. These ratings have been worked out from road trials with the dynamometer car and are apparently correct for use on these divisions. 152 . To illustrate further the effect of highly superheated steam in the operation of the consolidation type locomotive, Fig. 52 is presented. Here the piston speed, in feet per minute is shown with the weight of steam per i.h.p. hour for the H8sb superheated steam locomotive, the H8b and H6b saturated steam locomotives. 97 M. P. <79 C LCX:OMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPE J ft ft Pnu.AJmi.rHiA, Baltihobi A WAeBmeTOH Railboad Coururt ” ' Hobtbabb Cbbthal Raii,wat CkmPAMT CLASS AV.ft.P. No28!I -Wbat Jbbabt A Hbaahorb Raiuioad Cohpabt _ TEST DEPARTMENT SHEET No. _3?rl2Q4 ..11^ « « ioH 10 - 15 -U Ballatln No. 10 Altoona. PA.._.?^r7.-l? 88 .._AS.§!I|. No.. M. P. 47»-A PENNSYLVANIA RAILROAD COMPANY Pmilamlthm, BALTiaoaa It Washiroyom Railroad CoarARY NoerwiM Cbrtral Railway Corpany 387 ■ Wmt Jimry k Sraamori Railroad Corpary aiu i>«tu txNIk Sheet No.__£aL@ 8 £_ Teste of a Clsee HBclb LoeomotlTe, TEST DEPARTMENT fiulletln No. XQ_ Altoona. Pa... L-7-.19U ItfiOHIlIS ifilOTKOr. Test Test Dozatien Msohlne Fr lot ion In T>»*rr of Horse Mean Effective Drawbar Steaa to cS. EaoLise Designao Test Press .Lbs .Per Pull £b)glnds Per Fired Efficiency VOr tioa Minates Poser Sqnare Inoh Pounds Hour .Pounds Per Hour^ Per cent 396 396 397 398 3207 40-20-P 120 97.8 17*89 5081 2836*2 304*2 76.27 3210 40-30-P 120 105*3 19*26 5495 2727.3 327*5 81.76 3246 40-7 5-P 30 99.1 18*13 6171 2694*5 396*4 89,87 3247 40-88-P 15 63.3 11*56 3303 1829*4 396*3 93*79 3205 60-20-P 45 130*9 16*96 4634 3487*2 409*7 78*16 3206 60-2CLF 105 127*6 15.56 4419 3349.5 384.1 77*98 3209 60-30-P 90 164*6 20.07 5726 3919.1 493*8 60*46 3227 60-35-P 90 139*4 17*00 4849 3418*1 430.8 84.50 3242 60-68-P 30 134*1 16*35 4665 3267,3 649.0 89*96 3245 dO-76-P 30 132*1 16*11 4596 3368*6 632*2 90.32 3244 60-8&-F 15 85*1 10*38 2960 2245.8 454,4 93.73 3201 80-20-P 120 192*6 17,61 6003 4959.5 631,0 73.74 3202 80-50-/ 90 176.4 16.13 4582 3935.6 502,7 83*20 3203 80-40-P 30 201.9 18,46 6245 4544*8 557,2 84.01 3204 80-40-P 105 172.5 15*78 4481 3715,7 508.9 86.23 3238 80-d5-F 30 171.7 15.70 4480 3835.8 772,7 88,31 3239 80-58-P 60 146*5 13.40 3822 3217.2 622,6 90.61 3241 80-63-F 60 212.0 19*39 5531 4960.8 769.0 67.15 3208 100-25-P 60 233.5 17.08 4852 5328.5 656.1 79,37 3211 100-25-P 30 242.0 17.71 6051 5563,9 791.3 78.74 3212 100-25-F 120 188.6 13,80 3937 3947*4 489*4 83*29 3213 100-40-F 30‘ 237,6 17.38 4967 5087,3 774*3 83.94 3214 100-40-F 120 183.6 13,43 3832 3807,9 605*9 67,19 3215 100-45-F 120 182.2 13,33 3803 3777*0 641*3 88.23 3236 100-50-F 60 140.4 10.27 2931 2837,5 453.5 91,53 3237 100-55-F 60 141*8 10.37 2949 2874.3 521*8 91.00 3223 120-20-F 120 186,7 11.38 3247 4264*2 519*0 80.50 3221 120-30-F 120 252.1 15,37 4385 5384,9 756*3 61*91 3230 120-40-P 120 209.1 12*75 3621 4255*2 694.2 87,19 3216 120-50-F 60 190.1 11.59 3307 4005,4 737.6 88*67 3217 120-50-F 45 213,4 13.01 3712 4449*4 851*5 68*03 3225 140-25-P 90 271*5 14.19 4048 5973.0 822*7 79,76 3218 140-35-F 120 232*6 12.16 3468 4845,1 874.6 85,36 3220 140-40-P 60 250,9 13*11 3741 5130.9 865*6 85.95 3229 160^30-P 120 330,2 15*10 4289 7089.4 1066*6 79.50 3222 160-35-P 60 312*6 14*29 4078 6564*6 1119.1 82*01 3235 160-40-F 60 295*9 13*53 3860 6234*6 1077.1 83.63 3228 170-20-P 120 352*2 15.16 4324 8819.1 1292*6 69.31 3224 170-35-F 60 354.4 15.25 4351 7414,0 1183.7 80,46 Sheet No._?.~X?05. Table XVII. MACHINE FRICTION. This table is presented to show the friction of the locomotive machinery as measured in terms of horse- power, mean effective pressure, drawbar pull, water rate and coal consumption. 100 159 . With the H8sb superheated steam locomotive, the steam consumption per indicated horse-power hour is below that for the E3sd, K2sa, E6s and K29s passenger locomotives (re- ported upon in Bulletins 11, 18, 19 and 21) using superheated steam, when the piston speed is 800 feet per minute or less. In the case of the Hannover compound locomotive, using a low degree of superheat, we find that it is more economical in steam than the H8sb locomotive at piston speeds below 600 feet per minute. (Bulletin 11, Fig. 47.) 160 . It should also be observed that at a piston speed of 800 feet per minute the steam consumption of this superheated steam locomotive is as low as 17 pounds per indicated horse- power hour or a little better than that obtained from the K2sa locomotive at a piston speed of 1300 feet per minute. Machine Friction. 161 . Table XVIi is arranged and presented to show the machine friction obtained from this locomotive in terms of equiva- lent horse-power, mean effective pressiu-e in pounds per square inch, drawbar pull in pounds, stearn to engines in pounds per hour, dry coal fired per hour in pounds and the machine efficiency in per cent. The table is arranged according to speed from 40 to 170 r.p.m. ; each speed is arranged according to the increase in cut-off. 162 . An analysis of the table indicates that the time ele- ment or the duration of the test is a factor to be taken into con- sideration, when determining the machine efficiency of the loco- motive, hence the inconsistency of a part of this data. As an example we may refer to Tests Nos. 3208, 3211, 3212 which were run at a speed of 100 r.p.m. and a cut-off of 25 per cent, with a wide-open throttle. The duration of these tests was 60, 30 and 120 minutes respectively. The machine friction in horse-power is seen to decrease from 242 horse- power to 233.5 horse-power and then to 188.6 horse-power, and there is observed a similar de- crease in the other equivalents referred to in this table. The machine efficiency, however, is observed to increase at the same speed and cut-off as the duration of the tests is increased as should be expected. 101 Fig. 53. MACHINE EFFICIENCY AND THERMAL EFFICIENCY AT DIFFERENT SPEEDS. The machine efficiency of the H8sb locomotive is a fair average for the three consolidation type locomotives. The greater thermal efficiency of the H8sb superheated steam locomotive at speeds above 15 miles per hour is apparent. 102 163 . Comparing Tests Nos. 3213 and 3214, run at the same speed and cut-off, we cannot fail to note this difference in machine friction due to the difference in the test duration. 164 . The machine friction, in terms of drawbar pull, ranged from 2931 pounds to 5726 pounds. The average machine fric- tion in terms of drawbar pull for all of the tests was 4235 pounds. 165 . The machine efficiency in per cent, ranges from 69.31 to 93.79 per cent. Efficiency of the Locomotive. 166 . The machine efficiency of the H8sb locomotive, shown graphically in the upper portion of Fig. 53, falls off slightly as the speed increases. Between the speeds of 10 and 30 miles per hour the machine efficiency is 80 per cent, or above. It is notice- able that above the speed of 19 miles per hour the H8b loco- motive has a slightly higher machine efficiency than the H8sb locomotive, which may possibly be due to the larger cylinders of the latter. The machine efficiency of the H6b locomotive, is slightly below that of the H8sb locomotive. 167 . In the lower half of this diagram (Fig. 53) is similarly presented the thermal efficiencies of the H8sb, H8b and H6b loco- motives. 168. The thermal efficiency of the H8sb superheated steam locomotive is seen to increase with the speed up to 25 miles per hour, after that it drops off. The thermal efficiency at this speed is 6 per cent. 169 . A comparison of the curves indicating the thermal efficiencies for the H8b and H6b saturated steam locomotives shows a rapid drop in the thermal efficiencies of both locomotives after a speed of 19 miles per hour has been attained. Especially is this noticeable with the H8b locomotive due to its greater steam consiunption per i.h.p. hour (see Fig. 47). CoAE AND Water Saving. 1 70 . The coal and water saving which is obtained by the use of a superheater and larger cylinders on this locomotive, is shown on Figs. 54 and 55. A direct comparison between the H8sb‘and H8b locomotives is possible in this instance. As previously 103 U. P. 47g C 8 « lOH LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TVPK S*8*0 PnO^DBLnilA, BALTnOBl t, Wasboistoh Baiuwao Comtabt TYPE •zan Nobtbabb Cbbtbai. Bahwat COMPABT CL.A88..._“®.®.P No. W b»t Jbbut A liBAiBon Bailboao OoiirABT TEST DEPARTMENT Bulletin NO. 1.Q SHEET No.JSrrlZO? .I®B.tE.-.O.f...a..ClB«S .E8flb .LQCDinO.ti.Ye Altoona. Pa .^7-1914 'M p m m :i:| m ^nm, iiii ■I:;: s If M I 1 m B 1 1 TF PI ill 1; I 111 nt 1 lit ;;y li I 1 1 1 iilli 11111 :::: Illl I; 1 |; n ril :| iH 11; nl ilfwi Mill m m li ii 1 1' il ft ft.jij ift il y iji 1 I It il II 1 ii-i: i ■ It ■ iHr iiil 1 m ii 1 1 11 ii i i 1; 1 lirii IfI; II :i|;| || II w \S SfS 1] ! iii jp 1:11 411: 1 11 i|"|| J S||l yi 11 I: II IpIIf j;::: [ if yt if'l !|p |::i ::::: m ::::: s il 11 1 1 1 I'' III: 1 ii 1^ 1 1 1 1 1 1 nit 1 1 iBii : iM It I: II it'll:: B; ill li II ilj ii : 1 P :j|.| 1 : II! yijiiiiio ip up nn iliis |; ;rF i. ' F^. : F III if 11 11 1! §!! inlili Ulllf 111 11.1111 1 1 I 1 iaU illil 1U:I fi ii 1 1 iiil§ Mi I; II t ffi'i ; \ H ii; y i|B P: E 111! iif li li i HS; ::u: :»? :n: B wffl : II ypi ii l| |gT| ' l" M w |;8p ijiffi r E f: li m illl ;g ■1 li |i ll i'B"l ; p:: g ii; 5;; i : tfffi p Si M ri! li S ft ypl ii II ii; [ 'm m T|g i li 1 ip ;g ft ||j Mir {j.jt j j 1 r n III 1 II il :|ili 1; |ipy: [ f 1 Wf 1 11 m li 1 li I 1 li »9. r 1 My 1 II I'l ji: f 1 ill i K 1- [li i 1; ii ;l; 1 ypl fyy ii II lit! II ilii" ;lji [I If: Im li f! w M il 1 II mil wM p| mm- Hr ili 1 S|: il li i ;| li'- ’£ 11 111 1 1! ill : II fjl Pi III If I }| 1 1 1 \k i 1 ill If If j I ii 1 i ill ||l| II -lit iiJi III ■ I 1 i 1 1 ft I ii 1 [|p ii 1 1 IjB 1 \W |l^ II ill hll ^tlf 1 - It i :: S 1 1 1 1 iliii ;; ; ;;;; p;: il ill yill 1 IBB is |;S|S i #1 ii II 1; '1 il pi Hll- ilHillfOlHHi m 1; 1: li 1; Ipp;;; |;|| 1 1'l^^ 1 1 P|! ■fit il p ^1 II 1 III |i ILI 111:11 Ifr I Pf 1 I 1 1 iil II y ir-w ii ii mm ii 1 III III IS lii 1 il TF' 1 '■m I 1 m Ili III II 4U\ III I Bi B 1 ill ililliiiiiii ili I ■ ■ 1 1 I 1 Fig. 54. COAL PER DYNAMOMETER HORSE-POWER. This diagram shows that at full load, the application of a superheater and large cylinders to an H8b saturated steam locomotive effects a saving of 39 per cent, in coal. 104 H8b saturated steam locomotive. The saving thus effected at 1250 dynamometer horse-power reaches 32.8 per cent 105 mentioned in this Bulletin the only difference existing between the two locomotives, is that the H8sb locomotive is equipped with a fire-tube superheater and larger cylinders, designed for super- heated steam. This locomotive was originally designed as an H8b saturated steam locomotive with cylinders 24 x 28 inches. It should be kept in mind that the H8sb locomotive herein de- scribed (No. 387) was rebuilt with larger cylinders as an experi- ment, and further, that it is practically similar to the H9s loco- motive now in service. 171 . Referring to Fig. 54, there is plotted the dry coal in pounds per dynamometer horse-power hour with the dynamom- eter horse-power. Three curves are presented showing the performance of the H8sb, H8b and H6b locomotives. The per- formance of the H6b saturated locomotive is not quite so good as that for the H8b saturated locomotive, with an exception at 800 dynamometer horse-power, where the coal consumption of both locomotives is the same. 172 . Comparing the curves for the H8sb superheated steam locomotive and the H8b saturated steam locomotive, it is seen that the economy in fuel consumption increases with the dyna- mometer horse-power developed. The saving in coal effected by the use of superheated steam in the H8sb locomotive is 23 per cent, at 400 d.h.p., drops to 18 per cent, at 600 d.h.p., and from that point increases to 39 per cent, at 1250 d.h.p., the maximum dynamometer horse-power developed with the H8b saturated locomotive. Thus, it is seen that at full load the ap- plication of a superheater and larger cylinders effects a saving of 39 per cent, in coal. 173 . The economy in water or steam per d.h.p. hour, as compared with the dynamometer horse-power output of the locomotive is shown on Fig. 55. Here, likewise, we present curves showing the steam consumption per d.h.p. hour for the H8sb, H8b and H6b locomotives. 174 . Comparing the curves representing the water rates for the H8b and H6b saturated steam locomotives, the better water rate of the H6b locomotive is observed. This is especially true at the lower dynamometer horse-powers. As the dynamometer horse-power output approaches 1200 the steam consumption of 106 the H6b, saturated steam locomotive, is seen to approach and will coincide with the consumption of the H8b locomotive if the H6b locomotive is forced to 1300 d.h.p. 175 . Observing the curves for the H8sb superheated steam locomotive and the H8b saturated steam locomotive, the economy in the water rate obtained from the superheated steam loco- motive is at once apparent. At 400 d.h.p. the saving is 25.2 per cent.; this saving drops to 23.8 per cent, at 650 d.h.p., whereupon it rapidly increases with an increase in the dynamometer horse- power to 32.8 per cent, at 1250 d.h.p. 176 . The conclusions confirmed by these tests on an experi- mental H8sb locomotive, are that the saving in water and coal in- creases with the increased power developed by the locomotive. At the power limit of the saturated steam locomotive we may anticipate a saving in coal of 39 per cent, and a saving in water 32.8 per cent., and this is an important economy, as it may be further utilized for increasing the capacity of the locomotive. In other words, it is possible to give this locomotive a larger tonnage rating than its predecessor, the H8b saturated steam locomotive. This increase in rating may approximate 32 per cent, in view of the fuel and water economy above mentioned. 177 . It was observed in Fig. 51, that the increase in drawbar pull for the H9s superheater locomotive above that of the H8b, increased from 10 per cent, at starting to 25 per cent, at 30 miles per hour. 178 . In view of this fact it would appear that the full possi- bilities of the H9s locomotive were not realized, especially at low speeds and it is probable that, as the locomotive crews become more familiar with the operation of this class of locomotive, its possibilities as set forth in this text will be utilized to a greater extent. 179 . Higher speeds may also be maintained with the H8sb superheated steam locomotive than with the H8b saturated steam locomotive when hauling trains of like tonnage. This is shown on Fig. 51, illustrating the greater drawbar pulls of th^ superheated steam locomotive at the higher speeds. 180 . The increase in the dynamometer horse-power gained through the reduction in steam per d.h.p. hoiu*, assuming 1400 d.h.p. as the maximum power output of the H8b locomotive is 14 per cent. 107 CONCLUSIONS. Boiler. 1. When the combustion rate exceeds 5500 pounds of coal per hour, or 100 pounds per square foot of grate, the indications are, that the coal is very imperfectly burned. (Par. 36.) It was found that the carbon monoxide in the smokebox gases rapidly increased at rates of firing above 5000 pounds per hour. This is an indication of insufficient air supply at the high rates of com- bustion. (Par. 45.) 2 . There is an equal vacuum or draft both front and back of diaphragm, and this would indicate that there is little or no loss on account of the presence of the diaphragm. (Par. 39.) 3 . The heat absorbed by the superheater is found to be less than 10 per cent, of that absorbed by the water heating surface. (Par. 48.) 4 . A satisfactory self-cleaning arrangement of smokebox for this locomotive is shown in Fig. 10. With this arrangement the smallest opening for gases is 3.88 square feet or 54 per cent, of the opening through the tubes. (Par. 53.) 5 . It is believed that an improvement would be made by de- creasing the width of the centre grate bearer so that the active shaking part of the grate would be increased. Such an improved form of grate is now used on the E6s and H9s locomotives. (Par. 105.) 6 . The loss in steam pressure between the boiler and cyl- inders under the condition of maximum evaporation is 11 pounds. (Par. 113.) Engines. 7 . The maximum indicated horse-power obtained was 1830. (Par. 115.) 8. The dry coal per indicated horse-power ranged between 2.2 and 3.9 pounds. (Par. 115.) 9 . The steam per indicated horse-power ranged between 16.8 and 22.1 pounds per hour. (Par. 115.) 1 0. There is a remarkable uniformity in the coal consumption per indicated horse-power hour. It is approximately 2.5 pounds up to 1300 indicated horse-power, and from there on it increases to 3.5 pounds at 1800 indicated horse-power. (Par. 123.) 108 1 1 . Comparing the H8b and H8sb locomotives there is a saving in steam of 26.3 per cent, at 500 indicated horse-power and 35 per cent, at 1500 indicated horse-power. (Par. 128.) 12. The increase in cylinder diameter appears to be partly responsible for the saving in steam, as it makes possible the use of short cut-offs. (Par. 130.) Locomotive. 13. The operation of this locomotive is most economical at a cut-off of 30 per cent., while an economical range of cut-off lies between 20 and 40 per cent. (Par. 139.) 14. This consolidation type locomotive develops a maximum drawbar pull of 49,872 pounds, and this is about 3600 pounds above its rated pull. (Par. 134.) 15. Comparing the H8b with the H9s we find, from road tests, that the H9s is 23 per cent, more powerful than the saturated steam locomotive at a speed of 12 miles per hour. (Par. 150.) 16. Comparing the H8b and H8sb, the saving in coal by the superheater locomotive with larger cylinders is between 23 per cent, and 39 per cent. The economy in steam is between 23.8 per cent, and 32.8 per cent. (Pars. 172 and 175.) Recommendations . 1. The class H9s, as now being built, excepting the front end arrangement, embodies the changes desirable for the improve- ment of the class H8sb, as indicated by these test results, and with this in mind, we would recommend the following: (a) When new cylinders are required, 25 X 28 inch cyl- inders of the H9s class should be applied to the class H8sb. (b) When new grates are applied to the H8sb class, the H9s class grate should be used. (Par. 105.) 2. In order to reduce the somewhat excessive vacuum in the ashpan, additional openings in it should be provided, if possible, so that the total area of the openings will be at least 8.5 square feet. (Par. 40.) 109 3. We would recommend the application of the front end arrangement, as shown in Fig. 10, to all H8sb and H9s loco- motives. (Par. 54.) C. D. YOUNG, Engineer of Tests. Approved : J. T. WALLIS, General Supt. Motive Power. Test Department, Altoona, Penna., February 2, 1914. 110 Ill 1 SUMMARY OF AVERAGE RESULTS. ' " 1 l^i'l 9 sllisssIpalSsSsIssiBsISs sHsSsSSslssSS S|i S sssssssssassssss.ESSjgasg -sgassssssssss assssssssgsssgssiaas.ssss ssssKsgssaasas M 1 iliiiiliiliiliiilllisiiliiiiiiliiiiiiii £ M £ iiiiiiiii'iliisii'iiiiili iiiiiiiiiiiiii !. 2 1 S «. n ® ®. “i ° ° ° n ° «> ° ® ® ® 2$?55!SS£5555:53?25 5S2:$5 5S2 “ 2225555 2§:2252 1 « ~ *0 « «<» n 'l; O O « O “ ~ O « O O. n O « CU O ho “ ® .H ~ OD ® o. m o. OJ islllssSIsISSSIHsiissSsir igissEHiHElI s! S 2 52225SS2322222S25E2SS22S 22S2£2SSS52;?2 2 1 s 3 S222£22S2SS2S32SSSS5;2£S2?g2SS252S2SS?2g S lilliiSIlieilisiSSSeiissI siiSisSsssiS^s ’■! 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O ^ ! 1 lo ^•n^•c^r•4DlOooo«oo•o•)«ooo»^ ^V>t^r^9i^<0 0*rA^O*Ci- H- > oc < ? il * i B S s S H S 3 B S s i B S B H B i i s iit% ^ 3*wc7vt*r iAr»ovo ^ S3333333333SS s S 3 CO • u m 3 : n 15 ^ OnOOIMiaiOOr^OMOkOOfOiHOMn^lOOlOf-t^ 8 i i g s g 5 a i 8 s g g i a g s g g a a s’ s g 3 « Or4^^o^ z 3 ? • S ' S|l 1 § c m m ; s o u o & 1 s § asSHIisSsiisisSsSliS^asS "3^3333333383 _J u. o H iS 1 b * 1 K i 1 » c 1 ^iiiisss8iiid88^d^||ii||||^||g8^53^|sgg 1 H 1 liOiiiiiillLssOlliiiSyiiiiiiHiiliii 117 i i 3 i a § u 1 UJ a. f: < 6 z (U > H o X o u 2 (1. 0 &; UJ (- 1 1 SUMMARY OF AVERAGE RESULTS. BOILER. J CO 1^1 s £ 8 8 S S S S S 8 S S 8 S S 8 S 8 S 8 8 8 8 8 8 8 S 8 8 S 8 8 8 S S 8 S 8 8 8 z O o < c S s W j -li s S S 8 S S S 8 8 8 S 8 S t 8 S 8 S 8 8 8 3 8 m S S 8 8 8 8 3 S S 8 8 3 8 « 4 D<^^io«o«oo«DOk«iOt^A^o«>OkO» S m&toSSjSSaSSS^S Q ^ o»t-c««Q 9 ioSoSSMS 5 SesaBisssa^silisi ®* 55 S 8 s§Sas 8 ® 38 n O £ ^ \n s 6 8 3 S 3 8 3 8 J 5 8 8 o 3 3 3 8 S 3 S 8 3 S 3 8 ^ A n ^ ^ 5 ; a 3 * S 8 3 3 * 8 § 8 8 3 8 3 £ 8 8 3 8 S 8* 3 3 3 8 S * « 2 2 S ® • • ^ ^ * O o o i s (0 -1 D 0) U1 c 111 o < X u > < u. o > X < z Z 3 (0 X § c 9 « • r 1 a s Pi s fa s la 1 s s 9 8 1 \\ I i i ce o H O 5 z a .1^ 3 3 5 3 3 5 3 355 533 3 3 3 335333 3 3 3 3 3 s ; ;• 5 :• ;• :• ; ;• :• 3 3 s jia 1 3 S ®. °. ®. ^ •. *. I®, n ®. n 1 n '•,•». ®. t •.**. "i •- «» «i o ^ 0 0 0 0 ^ ^ 0 0 ^ H - J » « ^ ^ J i a 111 S •* OMO'40'4io».».oMoa«i»«aia««o«i>- 1 6 z U) > F o £ ti. O H j s SUMMARY OF AVERAGE RESULTS. ENGINES. | if |2 1 12 S S H s e ii i |3 s 12 i flC UJ > o Ul c s & SI 1 |i s X o S u < a BC ^ S S OD O SB 3 O CL i a 1 s i a i S i I 1 S f § B 1 1 § K 09 UJ cc 0. > tu Ul 2 z 1 a s 1 s 70.01 103.49 175.91 166.94 67.40 64.46 100.91 106.61 160.47 167.21 166.90 64.94 99.20 116.65 110.20 190.49 140.99 149.40 78.79 76.17 79.66 106.10 109.67 110.36 119.06 124.66 46.99 80.00 95.91 100.87 106.68 64.40 69.40 89.40 66.08 74.23 80.84 38.46 73.32 i a 1 S 71.40 99.06 179.86 164.19 69.91 67.20 97.07 106.04 164.74 167.19 166.97 60.60 67.01 107.99 111.76 131.66 lUt.lQ U9.96 79.69 80.91 79.62 109.99 100.9C 111.26 119.74 123.68 66.83 81.42 97.26 99.50 106.48 66.69 90.62 90.62 71.43 76.92 79.08 60.62 76.78 1 i 1 s 1 2 1 s ? o2gS?:8SSSS3s:SS£5 BSgS||S3gS ggissJsssssss j SUMMARY OF AVERAGE RESULTS, BOILER. | 1 ' 1 1 S 8 S 3 g g S g’ 5 i i i i g 3 5 2 S g* S g B a 2 3 2 g* S 8 8 5 ? 2 2* 3 2 2 S 8 1 1 1 1 o. • o « I- * - 1 - « «^ « o • n o. <4 n M .. n “. ® I "I i Ii S §• 1 § || J 1 g ||a |gs i II 1 1 H I § § p 1 1 II p 1 <0 00 -1 u; “ l\ a S z < Z o oe 1 1 1 3 g S8S g S 8 28 SS 8 8 sag § Sg2 8 8 8 8 8. 5 g g 8 8 g. 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O >• QC i 1 [I S < s z 3 to o i i 1 s 2 K 9 : i| i \ 1 1 2 bJ CO c o 1 s 1 • Z' o o s i 2 i 1 TTfeTfTTT^? 3 3 3Si£i3ii (U > p z s 1 5 ‘ U c i 1 3 S s s az sa stss i 3'SS33 333S 0 £ 1 1 i| a 1 1 i TsTFTSTT?® 3 SSiSSSSil u. o 1 3 a sssa^sssa 3 M H ssS5alii5 H 1 1 1 i i UMti 111 4 i-l r-l •ii i TS 1 z Issislii M 131 i § 1 1 § 09 o i 1 § 3 t/i 1 1 lb 1 .J U 1 I 11= 1 ui > r i ‘11 S Ok lOl^kD ^r-llO«Or4kP lOkO^IO^OkCDr^tAkO Z o 8 1 ili s 77.64 80.61 ei.S6 69.46 86.81 64.77 86.U 86.66 87,01 67.61 0) !] 3 CO P 0 1 o g S iiiiilliii i 111 cc bl o s 0 2 t ^ -1 z • TYPE. oc u u. z o a 11 S S S 8 ^ 1 S S S o > X < 2 I b) m s Z D CO 1 S o Q A. 3 X H S ooSinS88o8 “ a s s s £3 js a 8 3 b Ifi s O OOOOOOOOO a! |il g S 8?SS 88 i: SS rt M i-iaWNOi i ill 1 0.16 0.16 0.26 0.26 0.80 0.81 0.89 0.41 0.40 0.42 6 z LLl > H ► • z a s ■i g to ^•kr4rilO»MMo Iliiiiiiii o £ 8 2 0 s z d Hi ,o « s S gSS8 88S8S u. 0 1 a z c c i It i g a g88a S9 ass ftl «4r4r-IC«r40AaiMC« - ^ ! 1 J t « J 1 88 8881=8888 GRAPHICAL LOGS OF TESTS. A graphical log is made for each test to show the conditions at each ten-minute interval, and to indicate any irregularity in the weights of coal and water during the run. These diagrams are on file with the Test Plant records. A few repre- sentative ones only being shown here. 133 M. P. Bzp*rSm«nUtl D>1 Pennsylvania Railroad Company Noutmovi CciirfiM. N*ilw*t Ccup u t Sheet No WOT Hm€f St SCAtMont TEST DEPARTMBNT Bullotla NO, Graphical Log of locomotive Test 10 ftP a ClAM HRab Lftrimnfttlv. AtToowA, P* 3-19-1913 !jiuppa» iriauwes r. p. m. I.OWER PtOURC* APPROX. SPEED IN MIUES PER HOUR LOCOMOTIVE Type.. — 2-8r0 — Class Number 367 Sp6«d Revolutioat Cut-off Pp ConL H. P. Tkfottte Oponing Evif«ntiM Poundt pf Mile* per Fall Water par per Minute or Ppvndor Hour Cylndon Partial Cptl 7.2 40 30 ? 3,7 TesT No.. 3210 Sheet No. g>»1218 134 135 M. P. ■xp^iioMDtai D- 1 :: t i»i? Pennsylvania Railroad Company PWLAOCt^l*. BALTIHOn A WAtHtlMrON RAILAOAD COOTAaT NORTMIAN CCNTAAi. RaM-WAT CMPANV WUT JCAa«T A SCAtMOM (UlU«M0 COAAPAltT ShEFT NQ_ P-l;gl5 TEST DEPARTMENT Bolletill NO __ — Graphical Log of LpcoMOTivE Test T«st8 of a Claaa H8sb LooomotlTO. 4 ltoona. pa — I9Q — z 0 in a. Ill 0. i/i ID j ui K D in U) UI a OL ff u j 0 0 REVOLUTIONS PER MINUTE AND SPEED IN MILES PER HOUR'' ‘ [ aaoGi in 0 z D 0 0. J J D 0. a < (D $ < C 0 <0 jQ < z 03 00 0. c 1 Xl« f U u 1 u i IL r I Lf §1 flW r u Hli m> 1 ^ lll|[y T tmIHif Tn rM m W. Pi gi i {ii U p| i ^ ^ ^ i ^ ^ IS ln‘ ^ U if 1 E Ttrt THt Hp IP rt* tHi m ™ ^ fi ^ Ur i 1 hU^ m Cities illt i m m W g0()(] teee 1 4t U !.< SI PPE 3WE BEK o to R FIOLIRCE-R. P. M M figures APPROX. O IN Mll.ES PER HOUR 20 30 AO SO LENGTH < 1 10 20 30 40 S OF TEST — MINUTES > o 2 IVND 10 20 30 4 HOURS o so 3 LOCOMOTIVE Type Spm4 In Rt Miles PAf Hoer ivoletion. per u Cylli , ThretUe rr Opening P.rf.1 Evaporation Pounds of Water por Pound of Coal Test N< ■, 3202 Class NUM»EF BBO , 3«7 14,4 80 : iO P 7.8 MEET No. S 136 M. P. Experimental D>1 U • Pennsylvania Railroad Company Philaoclpmia. Baltimcme a WASMitieTOB Railroad Compamt Northern Central Railway Company West Jerset a Seashore Railroad Company SHCfT No P-1216 TEST DEPARTMENT Bollstlll Nq. 10 Graphical log of Locomotive Test Teats of a Class HSsb Locomotlys, ..Altooma. Pa.. 4-7-1915 an iOO; m. (A jO 4 Z 0 D 00 a FEED WATER POU N DS ill SS Sip PP lip jp r[p B 11 B y ns 1 rip iiii ignlplg p ^ ^ ^ rll l^Hii ll tS jhi rirj Hijim ::n liPi liSSi llilif !r. •*" I « : , -5 :llll III; 1 ijMs IIHI III! 14 "80' in irii'TinjiiUi py ys I y y y j^l y !:ni:SU:iH;::U ^ iL Hllii Wm WM iijgp BpfejS ^ Mm p ^ tj ElnniHiiiioi Hill III! boiler pressure, lbs. per so. in 'll! 14 ! — 1 1 1 ■1 |a' iiniiliil’ llli SHI pi| ■ .. .. i kIhIIH:! :Hl:llin ililillllliHiliiilillrlilllii lllHilillill 1::: lilhi 11 yyi m: :;u: siihHHI CT Hfjroi HnlllllMjllll ijutp pPp : ffi Pn ijS Iffi niMlil; iiOipHi jHilHHI 3^: Hili rnilniUHI pllnlil iilll ii^ II REVOLUTIONS PER MINUTE AND SPEED IN MILES PER HOUR*^ 57QQ( in 0 z D 0 a j j D A. a. < 0 $ < a. 0 -- — kk::::U iiliHi?” fhI iimiiia ::r:8K! iliHHlil nsaHhi m 1 ilili i iiiiipii :::: iliriiH iiniiipiiiii ii ™l II •■fSaeUSi Ih:I ;::::s:::sns:;ss Iilll ilp;| [iSi ii I iH 1 vw sonfT 580tT Bm morr ?eeei am LfiOCM wilSil Hiiillliliili' Iilll [|M| II IIHililF jjjjjsn; :H!: :u:i •iiHijvliinr iiliHllii ililliililiili iiiliiiilliiiHlllliillll mau iimiill n»::u: ill !%t lilil j||||n||lj|j||ji Hll! •5 S00( 1 m iH liiili ¥a 1 0 # lllii Hii 1 “ 1111111*1111 iiiiiiii n im IB III iiilii liiiii lililnl lliilillliilliljlll T « 't* ■ 2 ggjjjggi] lllBllliiia llllllllllllillllll llillllllllllljyillllllliiillilllillllllill •iHiinii! :!iUPPe« riGURCS R. p. M UOWER FIGUR eS APRROX. SPEED IN MILES PER HOUR L.OCOMOTIVE Type CCASS Hssb ) 40 so I 10 20 30 40 SO 2 UENGTH OF TEST — MINUTES AND HOURS 30 40 BO 3 NUMBER JW7 Spe«l Miles per Hour SevolutlORS per Wmute Cut-off Per Cent., K. P. Cylinders Throttle Opening Full or Pirtiil Evaponden Pounds of Witsrpsr Pound of CosI 14,4 80 65 F 6*4 Test No.. SMI Sheet No.. Mae 137 Pennsylvania Railroad Company moHC * WMMMCnM Rmuioad Compmt nw OnrTKM. Ocu ww nr Sheet No Tests of a Class TEST DEPARTMENT Bollstill NO 10 Graphical Log of Locomotive Test Altoona. Pa S-2(V»1913 SUPPER FIOURES R. P. M. I.OWER FIOURES APPROX. SPEED IN MILES PER HOUl LOCOMOTIVI Type 2-8-0 Class Number LENGTH OF TEST — MINUTES AND HOURS Spe.^ in «Ua PP Nmr Rcvoliittoni p«f Mlnutt Ciit-off Per Cnirt., H. P. Cyllmien ThrotU* Opening Full or P«i1itl Evnpontlon Poundi of WtUrpor Pound of Coal ia«e 100 26 f 8.0 Test No._ 3212 Sheet 138 Sheet No. P-1218 M. P. Experimental D-1 Pennsylvania Railroad Company PHILAOELPHtA, BALTIMORE ^ WaSHINOTON RAILROAO COMPAMY Northern Central Railway Company WEST Jersey Seashore Railroad Company TEST DEPARTMENT Bulletin NO. Graphical Log of Locomotive Test It 9 1V12 i 1 loVi 10 Tests of a Class HSsb Locomotive. Altooma, Pa.. 3 - 22—1913 UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER MOU Locomotive lO 20 30 40 SO I 10 20 30 40 SO ^ LENGTH OF TEST— MINUTES AND HOURS 10 20 30 40 60 Type 2 ^S »0 Class HSet Number 39T Spewl In Mliet per Hour . Revolutions per Minute Cut-olf Percent., H. P. Clflinders Throttle Opening Full or Partial Evaporation Poueds of Water per Pound of Coal 18.0 loa 40 P 6.S Test No._.? 2 M-_ Sheet No. B»X £18 139 «uppejn Fioupca r. r m. I.OW«RTrOURCS APPROX. SPECO IN mii.es per hour locomotive Type 2-8-0 Class_S®*^ number _?®? LENGTH OF TEST MINUTES AND HOURS SpsPl Milu per Hcitf RerdatlooT per Einirte- Cut off Per Ce..t., H. P. Cylinders Throttle Opening Full or PSTtiil Eveporstion Poondt of Hmerper Pound ef Coal L8,0 100 66 F 6,4 Test No..?237 Sheet No. M P Bxi—rimeniAl D-1 Pennsylvania Railroad Company F^ILAOCLPhK. (U:.riMO-1 Pennsylvania Railroad Company BALTiicaitc A. WA*Hinoro« Rhilroao Compact NOATMAPfl CCPTHAL RAILWAY COWPAMV ms 1 1 irH 143 144 M. P. Bxpamnent*! D-1 Pennsylvania Railroad Company PvnLAOCLPHI*, BJIITIMOW a WA«HtN0TOM RiUlKMO C OM»«T NoflTMCBB OeNlBAt. RAKWAT COUFAin WUT JIASCr A SCAIMOMC Railaoao COaPAHT n • i»u » I ipH Sheet No P-iggA TEST DEPARTMENT NO Graphical Log of Locomotive Test fests of a Clags HSsb L oooaotlva. 10 Altoowl pa. i-l«1913 ;OPPER FrGURES R. P. M. I.OWER FIGURES APPROX. SPEED IN MlUES PER HOUR LOCOMOTIVE Type Class NU'ME3ER 10 ao 30 40 so ^ 10 20 30 40 so 2 LENGTH OF TEST -MINUTES AND HOURS Spted Ril«i ptt Hour Revolutions per Minute Cui-eR Per Cent., H. P. CylliMiers Throttle Opening Full Of Pirtill Evipontlon PoMde of Wtterpor Pound «r Coni 2e,8 160 30 P TEST VO Sheet NO 145 4:U^PER FIGURES R. P. M UOWER FIGURES APPROX SPEED IN MILES PER HOUR Locomotive Type ^6-0 Class H8sb Number 387 Spetii Miles per Hour Revolutions per Mloule Cut-off Per Cent., H, P. CjHniJers Throttle Ooenii'g Full or Partial Evaporation Pounds of Water per Pound of Coal 26.8 160 40 ? 6.7 Test No. 3235 Sheet No P— 1226 146 M. P Experircental D-1 Pennsylvania Railroad Company Sheet No P-1226 West JERSCV a StASMOnC RailROAC COUffP^ANY TEST DEPARTMENT Bulletin NO Graphical. Log oi=' Locomotive Test Tests of a Class HSab Locomotive. 10 Altoona, Pa 5-iJ&-1913 20 30 40 SO ■SUPPER FIOURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR LOCOMOTIVE TYPE__^*<*^ Class JSsb _ Number LENGTH OF TEST — MINUTES AND HOURS Speed in Miiet per Hour Revolutions per Minute Cut-off Per Cent., H. P. CyNr,ders nmttie Full or Evipontlon Pounds of Wttorpp Pntnd of Coal S0.5 1?0 36 T 5*2 Test No. sm Sheet No.. 147 INDEX The numbers refer to pages A Air openings, ashpan 25, 64, 108 “ supply 28, 64 Analysis, coal 20 " smokebox gases 28 Arch, brick 8 Areas, steam passages 49 Ashpan 12 Atmospheric pressures 29 B Back pressure 66 “ “ in relation to cut-off ... 74 “ « “ « “i.h.p 75 Boiler, description 8 “ efficiency 46 “ horse-power 46, 47 " performance : 21 “ pressure 21, 22 “ tube sheets 12 “ “ temperatures 49 Brick arch 8 C Carbon monoxide 28, 36 “ “ loss due to small air supply 64 Coal, calorific value 20, 46 “ consumption based on indicated horse-power.. 78 “ dry, fired per i.h.p 78, 82 “ per dynamometer horse-power hour 103 “ “ d.h.p.h. saving in per cent. 102 “ used 20 Combustion rate 32 “ “ and draft... ..25, 27 “ “ “ horse-power 28 Conclusions 107, 108 Cut-offs, nominal and actual 67 Cylinder diameter 4, 105 Cylinders 15 D Diagrams, indicator, for steam chest and cylinder 65 Diaphragm, smokebox 14, 35 Dimensions of locomotive No. 387, H8sb.. 7, 110 Dimensions of locomotive No. 1134, H8b 121 Draft 25, 28 Drawbar horse-power 87 “ pull and speed 88, 94 “ « « « comparison of classes H9s, H8b, H6sb, H6b 1 o c o- motives....94, 95 Dynamometer horse-power 87 “ " increase due to superheat 106 “ records....- 87 E Economy superheating 85, 96, 102 Efficiency, boiler 46 “ locomotive 102 “ machine 100, 102 “ thermal, gain through superheating-.- 102 Evaporation rate, boiler and super- heater - - 35, 38, 39 Evaporative performance, boiler 35 Exhaust nozzle 12 F Firebox temperature - 21, 24, 26 Friction, machine - 100 Fuel used — 20 148 Gases, smokebox 28 “ temperature of, firebox and smokebox 21, 26 General arrangement 8 Graphical log of test 133, 146 Grate arrangement, change recom- mended 64, 108 Grates 8, 12 H Heat balance. 60 “ “ diagram 63 “ " tables 61,62 “ in steam per i.h.p. in B.t.u 78 “ transfer 32 Heating surface, area, locomotive No. 387 7, no Heating surface, area, locomotive No. 1134 121 Horse-power, boiler 46, 47 “ dynamometer 87 “ indicated 66 Indicated horse-power 66 “ “ and heat in steam 78 “ « « superheat..65, 69 “ “ increase with cut-off 88, 91 Indicator diagrams 65 Length of tube 8 Lift pipe 12 Locomotive, description 4, 7 “ performance 87 M Machine efficiency 100, 102 “ friction 100 Mean effective pressures 77 Metal, cyhnders and steam chests 18 Nozzle, exhaust 12 P Piston speed and water rate 96 “ valves 18 Power, maximum of locomotive.. 88 Pressure drop between boiler and branch pipe 66 Pressures, dynamic, stack 32 “ steam 21, 22 R Rating, tonnage, on three divisions..94, 96 Recommendations..... 108 Ringelmann scale (for smoke) 28, 36 S Saving by superheating 85, 96, 102 Smoke 28, 36 Smokebox..... 12, 14 “ description of, final front end arrangement 35 Speed in r.p.m. and m.p.h 67 “ piston 96 Stack and exhaust nozzle 32 “ pressure diagrams 34 Steam consumption and horse-power. 78 “ per dynamometer horse-power hour 104, 105 “ “ dynamometer horse-power hour, saving in per cent. superheat 102 “ “indicated horse-power hour 83, 85, 86 “ “ i. h. p. and piston speed 96 “ “ “ hour and cut-off 88 “ velocity through passage, boiler to nozzle 49 Superheat..... 39, 82 “ exhaust and branch pipe superheat 65 “ in branch pipe and i.h.p..„ 65 “ its relation to evaporation 39, 42 Superheated steam per i.h.p.h. rela- tion to cut-off 88, 90 Superheater 14 “ economy 85, 96, 102 T Temperatures, firebox 21, 24, 26 “ smokebox 21, 24, 26 “ steam 21, 23 Test results, general summary — loco- motive No. 387 Ill, 120 Test results, general summary — loco- motive No. 1134 122, 131 149 Tests, description and outline, loco- motive No. 387, class H8sb 19 Tests, description and outline, loco- motive No. 1 134, class H8b 20 Tests, duration 22 Thermal efficiency. 88, 102 Tonnage ratings on three divisions.. 94, 96 Tube length...., 8 “ sheets.. 12 “ temperatures..., 49 V Valves, piston , , 18 “ “ adopted for H9s loco- motives 19 W Water, feed, temperature 29 “ rate and superheat 82 “ “ per d.h.p. hour 104, 105 Weights, locomotive 7, 110 - . ■ *> A' w '■'■ ».■ V ''W. Ji •;■ ■ ‘W/ -V^n ■ fe '’ ’-^ -^=1 ii - V* ■ ,T-i ‘•f ■■- tr ■;«,- I' ■ V ']i ;i; / PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN NO. 11 TESTS OF A CLASS E3SD LOCOMOTIVE Copyright, 1914, by Pennsylvania Railroad Company 1914 ATLANTIC TYPE LOCOMOTIVE No. 3162 (SATURATED STEAM). Pennsylvania Railroad Class E2d. ATLANTIC TYPE LOCOMOTIVE (SUPERHEATED STEAM). Pennsylvania Railroad Class E3sd. A locomotive of the same class as No. 318, the one tested. (2) LOCOMOTIVE TESTING PLANT. TESTS OF A CLASS E3sd PASSENGER LOCOMOTIVE. Conclusions and Recommendations on pages 122 and 124, Index on page 166. Tests of one of the Oeder Forms of Atlantic Type Passen- ger Locomotive which has lately been Equipped with a Superheater and Comparisons with a Locomotive of the SAME Type using Saturated Steam. INTRODUCTION. 1. For the heavier passenger train service on many trunk line railroads, the tendency has been to substitute for the Atlantic type locomotive the heavier Pacific type, which can be constructed for greater power, but doubtless, there will continue to be many divi- sions on our own lines over which the operation of Pacific type locomotives need not be considered, and for service on these divi- sions the Atlantic type is especially well adapted. By the addition of the superheater to the older locomotives of this type, there is now a possibility of greatly increasing their capacity where a large capacity is needed, or increasing their economy where they work under moderate loads without necessitating any increase in the strength of the track structure over which they run. 2. With this fact in mind there has been a gradual conversion of Atlantic type saturated steam locomotives into superheater locomotives. 3. The tests described here were made on one of these con- verted Atlantic type locomotives of the E3sd class. No. 318, and a study of this Bulletin serves to show its improved performance over the class E2d saturated steam locomotive, due primarily to the application of the superheater. 4. The comparison is made with the E2d saturated locomotive No. 3162, which was previously tested on the Plant. At the time of the tests of this No. 3162, it was not equipped with an arch. ( 3 ) 4 5. With the advent of the superheater and the use of the brick arch in the firebox, it was reasonable to assume that an increase in the capacity of this type of locomotive might easily be made ; thus it could be adapted to still further use for heavy trains with fast schedules when operated on easy grades. Description of the Locomotive. 6. Locomotive No. 3d8, the superheater locomotive, known as the E3sd class, is of the Atlantic type and has two simple cylin- ders. It is hand-fired and the superheater is of the Schmidt type. It is one of a number used in regular passenger service on the New York Division and was built at Juniata Shops, Altoona, Pa., in 1908. A superheater and an arch were added in 1912. 7 . Before placing locomotive No. 318 on the test plant, it was taken into the shops and overhauled. The boiler was cleaned, tires turned and new tubes were put in. The machinery was put in good repair. 8. The locomotive was placed on the test plant and run for a time to get the bearing surfaces in good condition preparatory to the tests. 9 . The general dimensions of the E3sd locomotive are as fol- lows: Total weight in working order, pounds - 185400 Weight on drivers, working order, pounds 127900 Cylinders (simple) inches 22 x 26 Diameter of drivers, inches 80 Heating surface in tubes (water side) square feet 1836.10 Firebox heating surface, square feet including arch tubes. 179.42 Heating surface of superheater, fire side, square feet 560.60 Total heating surface (based on fire side of firebox and water side of tubes) including arch pipes and superheater.. 2574.33 Total heating surface (based on fire side of firebox and tubes) including arch pipes and superheater 2381.52 Grate area, square feet 54. 70 Boiler pressure, pounds per square inch... 205 Valves, type 14 in. Piston V al ve motion Walschaer ts Firebox, type.. Wide, Belpaire Number of tubes 170 Number of flues (for superheater) 24 Outside diameter of tubes, inches 2 Outside diameter of flues, inches 5f Length of tubes, inches ..... 179.71 5 10 . The maximum calculated tractive effort at starting is 25,797 pounds with 80 per cent, of the boiler pressure available as mean effective pressure in the cylinders. This is equivalent to 157.3 pounds drawbar pull per pound of mean effective pressure. The ratio of weight on drivers to the calculated maximum tractive effort is 4.95. General Arrangement. 1 1. The general arrangement of locomotive No. 318 is shown in Fig. 1. Cross-sections of it are shown in Fig. 2. Boiler. 12 . The boiler, Figs. 3 and 4, is of the Belpaire type. It has a wide grate, a sloping back head and throat sheet. In the fire- box is a brick arch supported on three 3-inch water tubes. The feed water is delivered to the boiler through a pipe entering the back head, and extending inside the boiler to the front end. The heating surface (fireside) before the addition of the superheater was 2336 square feet. With the superheater in place the heating surface including the superheater is 2381 square feet. The total heating surface is therefore practically unchanged, by the appli- cation of the superheater, but the fire tube heating surface is decreased by about 530 square feet and replaced by about 560 square feet of superheating surface. Grates. 1 3. The grate area of this locomotive is 54.70 square feet. The dimensions of the grate are approximately 6 feet wide and 9 feet 3 inches long. The interlocking finger type of shaking grate is used (see Fig. 5), and the grates are shaken in two separate sections. 14 . When the locomotive came on the testing plant, there were stationary dead grates or blocked off sections at both the front and rear ends of the firebox. A few tests were made with the dead grates in position. With the idea of obtaining a better grate per- formance, the cement covering was removed from the dead grates. This increased the area of the air inlet openings 3.56 square feet. Drop grate sections are located at each end of the firebox between the finger grate section and the stationary grate sections. For tests of a similar arrangement of blocked off grates, see Bulletin No. 8, “Grate Area Reduced. ” With locomotive No. 318 there was a small increase in the maximum boiler capacity with the full grate in use. 6 1 5. The grates are supported in the center of the firebox by a cast-iron center grate bearer running longitudinally with the firebox. 16. The area of the active shaking portion of the grate was 28 square feet when tests were made. The drop grate sections cover an area of 15 square feet and the stationary live grates 11.7 square feet. 1 7. The ashpan is of the self-cleaning type, operated from the outside of the locomotive. Superheater. 18 . The boiler of locomotive No. 318 is equipped with a Schmidt type fire tube superheater with top header. There are 24 large flues, each of which contains a superheater unit. 19. As shown in Fig. 6, the superheater unit extends from the saturated side of the superheater header back through the large flue to a point near the firebox end, thence, after making two passes through the large flue, it returns to the superheated side of the header. The outside diameter of the small tubes is 1.5 inches; the inside diameter of the large flues is 5.079 inches. The total area of the superheater is 560.60 square feet. The super- heater heating surface forms 24 per cent, of the total heating surface of the boiler. 20 . An automatically operated superheater damper is used to prevent the overheating of the superheater imits when no steam is passing through them. Smokebox. 21 . A longitudinal section through the smokebox showing the arrangement of the draft appliances and netting is given in Fig. 6. 22. The smokebox is designed to be self-cleaning. The back portion of it is taken up by an enclosed superheater chamber, from the bottom of which a solid diaphragm plate extends down to the top of the exhaust pipe, thence the diaphragm extends out TJ inches beyond the center of the exhaust pipe. From this point a wire mesh netting extends at an angle to the top of the smokebox, covering the whole area. 7 LOCOMOTIVE No. 318, CLASS E3sd. Locomotive Test Plant, Pennsylvania Railroad Company, Altoona, Pa. 8 at GENERAL ARRANGEMENT. Class E3sd Locomotive No. 318. SCALE , FEET A INCHES 9 END ELEVATIONS AND CROSS SECTION Class E3sd Locomotive No. 318. 10 3V-H i- 9'.3’^ 1^:. ' SCALE • FEET A INCHES 11 23. The top of the exhaust nozzle is 14 J inches below the hori- zontal center line of the boiler and 12 inches below the bottom of the lift pipe. The lift pipe flG inches inside diameter), is 40f inches long, it terminates in the bottom of the stack which tapers to 18| inches in diameter at the top. The steam pipes are of the Fig. 4. TUBE SHEETS. Class E3sd Locomotive No. 318. outside type, affording an unrestricted passage for the smokebox gases. 24 . Tests were made with both rectangular and circular nozzles. The rectangular nozzle shown jn Fig. 7, with an area of 25.44 square inches, was used in the tests from which the data presented in this Bulletin was derived, and with the smokebox arrangement, as shown in Fig. 6, very satisfactory results were obtained both in steaming and in discharging cinders from the smokebox. Cylinders. 25 . The cylinders (see Fig. 8) are made of cast iron. Their standard dimensions for this class of locomotive are 22 inches in diameter with a 26 inch stroke. The saddle and cylinder are cast in separate parts. 12 Fig. 5. GRATE AND ASHPAN. Class E3sd Locomotive IMo. 318. 13 »- z UJ 2 lij CD 2 < as C « < 6 .SI Ivania, and is one of those used in passenger service on the Pennsylvania Railroad. 35. As is customary, test samples were taken from each car as it was being unloaded at the test plant. An average analysis of an air dried sample follows: Proximate Analysis. Fixed carbon, per cent. 57.25 Volatile matter, per cent 34.46 Moisture, per cent 1.24 Ash, per cent 7.05 100.00 Sulphur separately determined 1.82 B.t.u per pound of coal as received 14210 B.t.u per pound of coal, dry 14392 B.t.u in combustible 15550 Ultimate Analysis. Carbon 79.19 Hydrogen 5.08 Nitrogen 1.53 Sulphur 1.62 Ash , 6.36 Oxygen by difference 6.22 100.00 s 18 BOILER PERFORMANCE. Steam Pressures and Temperatures. 36 . The steam pressures by gage are given in Table I for the boiler, dry pipe, superheater header (saturated side) return bend, branch pipe and exhaust passage. The corresponding tempera- tures for boiler, branch pipe and exhaust passage are shown in Table II, together with the degree of superheat in the exhaust passage. 37 . It will be observed that the boiler pressure throughout these tests was well maintained. In a majority of the tests it averaged around 205 pounds, while in a very few instances the pressure dropped to about 196 pounds. 38 . The drop in pressure between dry pipe and branch pipe, or during its passage through the superheater, ranges from 2.9 pounds for light power tests to 18 pounds for maximum power tests. 39 . The pressure in the exhaust passage varied from 2.4 pounds to 12.9 pounds. The latter pressure was observed at the maximum evaporation rate of 14.5 pounds per square foot of heating surface. 40 . It is interesting to note the pressure, together with the range of temperature and superheat at the different rates of firing. Referring to Fig. 9, it is seen that the temperature of steam in the branch pipe increased from 505 degrees Fahr. to 632 degrees, while the rate of firing increased from 31 to 109 pounds per hour per square foot of grate. 4 1 . Meanwhile the superheat in the exhaust passage increased from 6.4 to 83 degrees Fahr. The latter figure was attained during the maximum rate of combustion and is somewhat higher than the superheat in the exhaust passage of the E6s locomotive No. 89 (see Bulletin No. 21, Table II). 19 1C. P. 47»-A LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY 1-v ^ 4 | p PKILADBtPHIA, BALTIMORE & WASHINGTON RAILROAD COMPANY TYPE„...»rSfSK_. Northern Central Railway Company CLASS No.-SXfi West Jersey & Seashore Railroad Company rTTT TEST DEPARTMENT Sheet No BollS^iZl Nr> . _ Altoona, SnSAU fest Ho« Test Sesigoa- tioa Dorat ion of Test Minutes Stem Pressure By Gauge In Boiler Dry Pipe Superheater Header Satxirated Side Return Bend Branch Pipe IMiaust Passage 217 220 3111 12&*20>-F 12C 203,6 201.1 200.3 199.9 198.2 2.4 ZllB 120-50..F 120 205.2 203.3 202.6 200.6 199.2 2.8 3137 120^.40-F 120 206.0 206.0 204.8 201.0 198.0 4.2 3121 leo-so-p 120 205.5 204.8 202.8 201.2 196.5 4.2 5113 160-S6-P 120 205.5 204.3 203,3 199,4 197,2 5.3 3114 160-4S-F 90 205.5 203.6 203.5 198.4 192.6 8.3 3133 160*8(^F 60 203.4 205.4 20r^T 197.4 189.3 9.4 3136 200-.20-P 120 205.8 205.8 20S.6 201.5 196.6 3.6 3116 200-35-P 120 205.0 203.5 202.7 199.4 193.2 6.8 3134 200-3 5-F 60 205.1 205.1 202.9 200.6 193.0 6.7 3135 200-3 5-pF 60 206.0 206.0 204.3 201.4 194.7 6.5 3124 200-4 5-F 90 203.0 202.9 201.2 196.5 186.0 11.5 3117 240-20-F 120 206.0 204,8 202.8 202.4 198,8 4.4 3116 240-35-F 90 205.4 203.6 202.4 200.2 192.7 7.8 3109 240-45-P 60 195.9 193.4 191.9 186.9 175.6 12.9 5139 240-46-F 60 196.4 196.4 193,7 189.1 178.0 12.7 3119 280-20-P 90 206.0 205.6 203.9 202.3 197.4 5.0 3122 280-30-F 60 197.1 197,0 194,C 191.2 186,4 7.3 3125 2e0-35-F 60 206.7 205.3 203.0 199.3 191.1 9.9 5126 320-20-P 60 205.6 205,6 203.1 201.1 196.1 6.1 5126 S20-25-F 60 205.9 205,9 203.3 200.8 195.0 7.4 5127 320-30-F 60 204.5 203.8 201.2 198.3 190.8 9.3 3142 360-25-F 30 196.8 196.8 196.0 190.9 184.5 7.8 3145 , 560-26-F 30 205.8 205,8 201.8 198.3 191.0 e.e Sheet No. F-a052 Table I. STEAM PRESSURE. The steam pressure between the boiler and exhaust passage. 20 M. P. 479-A SCI 4-28-12 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY i I ,A, Philadblphia. Baltimore & Washington Railroad Company Northern Central Railway Company CLASS . No.....?.i!tS. Wbst JutsBY & Seashore Railroad Company TTZZ test department Bulletin No. SHEET NO....P-10B5„..„ Teata. of a Claan...K^d..i*cfi.ozaati^^ Altoona. PA..llrlrW1.3 STEAU TQIPHIATDIIE Teat Ko. Test Designa- tion Duration of Test Minutes Tecperatore in Superheat In Edxaust Passage Boiler Branch Pipe Exhaust Passage 3111 120-20-P 120 389.1 505,2 225,8 6.4 3112 120-30-P 120 389.7 525.8 229.8 10.4 3137 120-40^? 120 389.9 579.4 246.6 26.2 3121 160-30-P 120 389.7 686,7 250,5 28.1 3113 160-35-P 120 389.8 548.2 247,6 19.5 3114 160-^5-P 90 389.7 559.8 276.1 45.5 3133 160-50-P 60 388.9 594.9 297,1 61.6 3136 jSOO-20-P 120 389.9 582.6 231.8 9.4 3116 200^ M 120 389,5 564.2 248.9 18.3 3134 200-3 5-P 60 389.6 602,9 266.1 34.6 3135 200-36-P 60 389.9 612,9 276.9 46.3 3124 200-45-P 90 388.8 614.4 300.2 58.6 3117 240-20-F 120 390,0 595,7 244.6 19.4 3116 240-35-P 90 389.9 598.8 272.6 39,6 3109 240-45-P 60 385.9 570.9 306,3 61.9 3139 240-46-.P 60 386.1 632.3 327.4 83,0 3119 26a.20.P 90 390.0 607,8 260.4 35.2 3122 280-30-P 60 386.4 609,1 280.9 47,8 3125 280-3 5-P 60 389.9 610,9 281.1 43,3 3126 320-20-P 60 389,7 593.1 258,0 30,0 3128 320-25-F 60 389.9 607.1 272.3 39.2 3127 320-30-P 60 389,3 612.3 263.0 46.3 3142 360-25-P 30 386.2 602,0 286.0 52.9 3143 360-25-P 30 , 389,8 605,5 284.0 48.5 Sheet No-Pt.?:?.?.?.. Table II. STEAM TEMPERATURES. These steam temperatures correspond with the pressures as shown in Table I, except for the temperature of the boiler steam, which is taken from a steam table. 21 M. P. 479-A 361 4-2S-12 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY XV IT 4 dn£ Philadelphia. Baltimore & Washington Railroad Company Northern Central Railway Company CLASS. No.„SiIifi. West Jersey 9l Seashore Railroad Company _ - TEST DEPARTMENT Bulletin No... SHEET no.„.?;='.1.9.W_ Tests of a Class E5sd L ocomot ive . altoona. pa CCMBUSTIOH, GENERAL CONDITIOHS. Tost Test innra^ Average Pressure Temperature Dry Goal Total Water Ratio No* tlon in Ib.ner eo* In* Degrees Pahr. Fired per Evap. lb, per eolun Besigna- of Boiler Atmosph- Test- Feed Hour lb .per hour per sq. 339 Test Press- erlo ing sq. ft. of ft, of heating to tlon Ulns* ure Pressure Plant Water Grate surface surface 342 217 221 208 211 339 342 3111 120-20-P 120 203.6 14*42 56 43*7 31.19 6.35 4.911 3112 120-30-P 120 205.2 14*36 50 43*8 40*95 7.56 6.547 3136 200-20-P 120 205*8 14*09 61 43.1 44*83 8.06 5*977 3121 160-30-? 120 205*5 14*27 64 41*T 46*20 8.58 6.384 3117 24O-20-.P 120 206*0 14*34 54 42.0 49*80 8.81 5*652 3137 120-4O.P 120 206*0 14*10 56 43*3 53*78 8.94 6*015 3119 280-20-P 90 206*0 14.39 55 42*0 58*65 9*69 6.073 3113 160-35-P 120 205*5 14.29 49 42*3 53.93 9*95 5*420 8136 320-2CLP 60 206*6 14.08 63 43*0 69*05 10.50 6,576 3135 200-35«F 60 206*0 14.13 60 43.3 66.97 10.73 6.241 3134 200-35-P 60 206*1 14.15 62 44*0 81*85 10*98 7.454 3115 200-35-P 120 205*0 14*14 54 42*0 73*89 11*27 6*556 3122 280-30-P 60 197*1 14*28 63 42*0 78*87 11*14 7*079 3142 360-26-F 30 196*8 13*98 59 42*0 93.93 11.71 8.021 3128 320-25-F 60 205*9 14*25 67 44*0 75.11 11.74 6.397 3116 240-35-P 90 205.4 14,39 48 43*8 80.35 12.11 6.635 3143 360-25-P 30 205.8 14*08 59 43.0 99.52 12*30 8.091 3114 160-45-F 90 205.5 14*23 56 42*0 89.36 12*53 7*131 3127 32O-30-F 60 204.5 14*23 64 44*7 102*67 12.44 6*253 3133 160-50-F 60 203.4 14*02 58 42*2 100*57 12*83 7*838 3125 280-35-P 60 205*7 14*16 55 44*3 89*87 13*23 6*792 3124 200-45-P 90 203*0 14*04 64 43*9 100*38 13.71 7*296 3109 240-4 5-F 60 195*9 14*04 68 44*0 104*26 14,63 7.176 3139 240-4&-F 60 196.4 13.92 59 43.0 109.27 14.21 7.689 Sheet Table III. COMBUSTION, GENERAL CONDITIONS. The tests in this table are arranged according to the increase in evaporation. As the maximum evaporation is reached the boiler pressure, column 217, cannot be maintained, as is shown by the low average pressures in the last tests. 22 LOCOMOTIVE TYPE..4^:r4?rr<5 ci^ss Mad .. M. P. <79C Pennsylvania Railroad Company Pbiiupuia, BALTOion * WAumiaToa Raujmad Compajit N oBncaa Cbbtbajl Bailwat Cokpait _vX8L Wmt JnuT A HBAABon Bailjm>ai> Cokpamt SHEET No._5rlP.B5 ... t.Qi8.ta..Qjr...a...Claaa...M.sd...Lo.c.orafi.tl7.o... TEST DEPARTMENT ulletln N 0 .... 13 - Altoona. PA...l?r.l"l?1.5 Fig. 9. FIREBOX AND SMOKEBOX TEMPERATURES. This diagram also shows the temperature of the superheat and of the steam in the branch pipe. The steam after being superheated is at a lower temperature than that of the smokebox through which it passes. 23 Draft. 42 . The draft in inches of water given in Table IV is shown at four points : in front of diaphragm, back of diaphragm, in fire- box and in ashpan. The draft at the maximum rate of firing was 12.8 inches of water in front of diaphragm, 9.1 inches back of diaphragm, 2.5 inches in firebox and 0.21 inches in ashpan. The corresponding rate of combustion was 109.27 pounds of dry coal per square foot of grate per hour. 43 . In order to present more clearly the relation between the draft and the combustion for this locomotive, curves are shown in Fig. 10. Here the ordinates represent the draft in inches of water. The abscissae indicate the combustion rate, or the pounds of dry coal fired per square foot of grate per hour. The increase in draft follows a straight line in each instance. The distance between the curves represents the loss of draft. At the maximum rate of com- bustion the loss of draft between front and back of diaphragm was 29 per cent., between firebox and diaphragm 51 per cent., and 20 per cent, is the loss between ashpan and firebox. 44 . The firebox temperatime shows a gradual increase with an increase in the combustion rate. At the same time the tempera- ture of the gases in the smokebox, and of the steam in the branch pipes shows a smaller increase. 45 . It is observ^ed that an increase in the draft has a more pronounced effect upon the firebox temperature than upon either of the other two temperatures. 46 . Attention is also called to the difference in temperature between the smokebox gases and the superheated steam in the branch pipes. It is apparent that the temperature of the smoke- box gases is higher than the steam temperature throughout the whole range of combustion by approximately 80 degrees Fahr. and that this difference is practically constant throughout. 47 . Consequently the boiler is not absorbing this heat which could be utilized to attain a higher degree of superheat, and is no doubt due to the length of tube. With longer tubes the boiler would absorb a portion of the heat. On the other hand, if we lengthen the tubes and probably increase the efficiency of the boiler somewhat, we would at the same time impair its free steam- ing qualities, by restrictions upon the activity of combustion and rapidity of evaporation. This subject is further considered under “Boiler Tube Temperature,” Pars. 96 to 110, inclusive. 24 M. P. 470-A 3C1 4-2»-li LOCOMOTIVE PENNSYLVANIA RAILROAD COMPANY TVBC 4 4 I ? PMItADBLPMIA, BALTIMORE & WASHINGTON RAILROAD COMPANV ' ^..~r®~ Nrt 3X0 . West Jersey & Seashore Railroad Company TEST DEPARTMENT BolletlA NO Sheet No......JfclQ. 5 o.. of ft ClJtSB E 3sd LoocB K)t lYe , _ Altoona, pa COMBUSTION, BBAi^ & T}3iPERATUPE Test Test Dora* Draft In Inches of Water Peraperature Degrees Fshr, Coal as Fir- No. tiqn In Front Back In In In In Of Steam ©d per aq.fl BeslgnAw of Of of Fire Ash Fire aooke in of grate Test Dlai^- Dlai^ Branch Pounds per tion Mins. ra^ -ra^n box pan box box Pipo Hour 222 223 224 225 212 207 21C 3111 120-2(LP 120 3.3 2.0 0.4 0.08 1897 471 505.2 31.72 3112 120^30-F 120 4.4 2.7 0.4 0.12 1979 433 525.8 41.64 3136 200-20-P 120 4.6 2.9 0.6 0.06 1962 673 562.6 91.41 3121 160.^0-? 120 6.9 4.1 1.0 0,15 1852 669 586.7 46.07 3117 240^20.? 120 6.0 4.3 1.1 0.12 1940 560 596.7 50.66 3137 120-40*? 120 6.7 4.3 1.3 0.08 2122 691 579.4 54.84 3119 280-20-P 90 7.6 6.4 1.4 0,10 1838 688 607,8 59,87 3113 160-35*? 120 7.2 6.1 0.7 0.18 2197 500 548.2 54.84 3126 320-20-7 60 8.0 6.0 2.0 0.11 1871 699 593.1 70.24 3136 200-35-? 60 8.0 5.6 1.7 0.12 2200 703 612.9 68.29 3134 200-35-? 60 8.3 5.8 1.8 0.13 2235 699 602.9 83.47 3115 200-35-? 120 9.3 7.0 1.3 0.23 « 725 564.2 76.15 3122 280-30-P 60 10.3 8.0 2.6 0.27 2164 712 609,1 80.22 3142 S60-25-? 30 9.8 7.2 3.3 0.11 2224 - 602.0 95.79 3128 320-25-? 60 9.3 6.7 1.7 0.13 1922 718 607.1 76,59 3116 240-3&*? 90 9.9 7.4 2.4 0.30 2163 711 598,8 81.74 3143 360-25-? 30 10.8 9.6 3.1 0.13 2206 * 605,6 101.28 3114 160-45-? 90 10.9 8*2 1.2 0.30 2348 736 659,8 90.88 3127 320-30-? 60 11.4 8.6 2.4 0.13 2063 743 612.3 104.72 3133 160-50-F 60 10.6 7.9 2.4 0.16 2170 722 594,9 102.56 3125 280-35-? 60 11.3 8.2 2.1 0.24 2197 728 610.9 91.41 3124 200-45-? 90 12.3 8.6 2.6 0,34 2188 734 614.4 102.01 3109 240-45-F 60 13,7 9.8 1.6 0,41 2322 730 570.9 106,03 3139 240-45-? 60 12.8 9.1 2.5 0.21 2249 748 632.3 111.44 Sheet Table IV. COMBUSTION DRAFT AND TEMPERATURE. The draft figures in this table are plotted in Figs. 10 and 15. 25 Ji.P. 4»c ¥SIIM LCX:OMOTIVE: PENNSYLVANIA RAILROAD COMPANY type Psii.4BnmA, BArmoBS A WAiBnraroB Raiuoao Compamt — -• . Nobthux CBjnVAL Bailwat Coxpaht CLASS No. WwT JnuT A SaAaaon Eailboao CoMPAinr « .MM TEST DEPARTMENT iklllotln No. SHEET No.„_]rrrlS»!r. Tests of a Class ESod IiOCOOK>tlT6. Altoona Pa 11-1-191S Sill* Si f §1111 H X Ijli . . 5 lijz : i ^ 1 1 1 1 lltiv' Hi 1 I III mini TTn null Wj mi iiRiiil Plllljllll j iKf iBi li; p igffijjJl llllllii l+ljr;:il S;ffl miH SiSi t If j . . 4 4 t • 4+f f + fli . 4 I 4 Twffl- 1 ^ ^ liS 3 El S ] "Mill i 1SH8 Fig. 10. DRAFT AND RATE OF COAL BURNING. The maximum draft in the smokebox is nearly 14 inches, the reduction in draft between the front and back of diaphragm is about 27.4 per cent, when working at the maximum rate. 26 Combustion Rate and Heat Transfer. 48,. The rate of combustion (Table III, column 339), ranged from 31.19 to 109.27 pounds of dry coal per hour per square foot of grate. Some tests were made on locomotive No. 3162, class E2d, using Penn gas coal, and comparing its rate of combustion with that of the superheated steam locomotive presented here at a speed of 200 r.p.m. (47 m.p.h.) with a cut-off of 35 per cent, and a wide open throttle, we find that the E2d or saturated locomotive burned 53 per cent, more coal; evaporated 26.3 per cent, more water, but developed only 78.6 per cent, of the draw- bar pull obtained from the superheated steam locomotive. As shown in Fig. 10 the rate of combustion of the E3sd increased regularly with the draft. The points all lie close to their respective average curves. 49. The dry coal consumed per square foot of heating surface per hour ranged from 0.716 to 2.509 pounds. 50. It was shown in Fig. 9 that as the rate of combustion increased from minimum to maximum, there was a gradual in- crease in the temperature of the firebox and smokebox. This was also true in the case of the branch pipe temperature, and the superheat until the rate of combustion reached 80 pounds of dry coal per square foo^ of grate per hour, these temperatures then remained stationary up to a rate of combustion of 100 pounds per square foot of grate per hour. Thereupon the branch pipe temperature and superheat decreased gradually. 51. That approximately one-tenth of the heat absorbed is taken up by the superheater surface is shown in Table V. 52. When burning the greatest weight of coal per hour, the temperature of the firebox, as measured by a thermo-couple, reached 2249 degrees Fahrenheit (Table IV, column 212), and the temperature of the smokebox gases was 748 degrees (column 207), showing that the difference, or 1501 degrees temperature drop, must have been caused by heat absorbed by the boiler. At different rates of combustion this drop varied considerably, but the average was 1415 degrees for all of the tests. 27 LOCOMOTIVE: TYPE_ CLASS.. . No. Sheet No — Tfla,ta of .a.. M. F. 47»— A PENNSYLVANIA RAILROAD COMPANY Philadelphia, Baltimore & Washingtoh Railroad Company Northern Central Railway Company 3*8 West Jersey Si Seashore Railroad Company 3&1 4-2R-12 TEST DEPARTMENT Bulletin No._ 11 Altoona. SA5B OP CCaiBirariOH AHD HTUT trahsfer Test KO. Test Designa- tion Dura- tion of Teat Uins. Total Dry Coal Firod Dry Coal Fired Per Hour Eate of Conlsfostion Eeat Trans- fercd across Tetter Heating Surface B,t.u. Per ninute Heat Trane feiv ed across 8tq>- erhoating sur- face B.t.u. Per Minute Dry Coal Fired per Sq.ft. of Crate per hr. Dry Coal Per Sq.ft. of Heat -ing surface Per hour 235 338 329 3111 120-20m.P 120 3412 1706 31,19 0.716 299473 20007 3112 120-.30-P 120 4479 2240 40,95 0,941 356584 27033 3136 200-20-.P 120 4903 2452 44,83 1,030 361406 37546 3121 160-30-P 120 5053 2527 46,20 1.061 405117 40256 3117 240.20-F 120 5446 2724 49,60 1.144 415792 43211 3137 120-.40-P 120 sees 2942 53,78 1,235 421963 40813 3119 260-20-? 90 4829 3219 58,85 1,352 457164 47844 3113 160-36-P 120 5899 2950 53,93 1.239 469828 39247 3126 320-20^P 60 3777 3777 69,05 1,566 495110 50046 3135 200«3&-P 60 3663 3663 66,97 1,536 506373 56540 3134 200-35*? 60 4477 4477 81,85 1.879 517373 53872 3115 200-35-F 120 6083 4042 73,89 1.697 531926 46516 3122 280-30-P 60 4314 4314 78,85 1.811 525674 58024 3142 360-25-F 30 2569 5138 93,93 2.157 551864 59623 3128 320-25^F 60 4108 4108 75,11 1.726 553527 59988 3116 240-35-P 90 6593 4395 80,35 1.845 570710 60879 3143 350..25-F 30 2722 5444 99,52 2,286 580389 62262 3114 160*45*? 90 7332 4888 89,36 2.052 591661 52572 3127 320-30*? 60 5616 5616 102,67 2.358 585839 66180 3133 160-50-P 60 5601 5501 100,57 2,309 605750 62657 3125 280*35*? 60 4916 4916 89,87 2,064 623810 69379 3124 200-45-? 90 8236 5491 100.38 2.305 648328 73506 3109 240-45-P 60 5703 5703 104.26 2.395 684600 66601 3139 240^5-? 60 5977 5977 109.27 2,509 670105 60482 Sheet No p-iose Table V. RATE OF COMBUSTION AND HEAT TRANSFER. This table shows the rate of combustion or the dry coal fired per hour per square foot of grate surface. It also shows the heat transferred across the water and superheating surfaces in heat units per minute. 28 Ashpan, Air Inlets. 53 . During some of the tests, locomotive No. 318 did not seem to have a very active combustion at the rear of the firebox. The draft was apparently sufficient. To ascertain just what effect it would have on the fire, the rear row of brick was removed from the arch and a test was made at 200 r.p.m. with a 50 per cent, cut-off and a wide open throttle. Its duration was 20 minutes and while the average boiler pressure was low, an evaporation of 36,144 pounds of water per hour was obtained, which is much better than that obtained during a test under like conditions, Test No. 3109, namely: 34,737 pounds. 54 . Test 3133 was then run at 160 r.p.m. with 50 per cent, cut-off and throttle wide open, in comparison with test No. 3131, which is not recorded in this Bulletin. On account of low pressure, the evaporation rate was increased from 27,096 pounds to 30,691 pounds per hour. The only reason for the improved performance of the locomotive during this test, that was discernible, aside from the change to the arch, was the fact that the ashpan door was open. 55 . The area of all of the present air inlet openings in the ash- pan of this locomotive with the door closed is 6.54 square feet or 12 per cent, of the grate area, and this appears to be too small. Smokebox Gases. 56 . The analysis of the smokebox gases is given in Table VI, columns 253 to 256 inclusive. The loss due to carbon monoxide was comparatively small, ranging from 0.0 in some instances to 3.3 per cent., the amount at the greatest rate of combustion. 57 . The smoke, according to the Ringelmann scale, varied from 8 to 46 per cent. The locomotive was hand-fired and the smoke can be considered as moderately low compared with other tests on the plant. This is no doubt due to the presence of the brick arch in the firebox, enabling a portion of the smoke to be consumed. A low percentage of smoke was accompanied by a high boiler efficiency. 29 M. P. 479-A 8x10% 3C1 4-28-12 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPE ^ Pmiladblphia. Baltimore & Washington Railroad Company via Northern Central Railway Company CLASS.....®.®** No.„3*6. West Jersey & Seashore Railroad Company TEST DEPARTMENT BolletiZX No. , SHEET N0._J&-1Q.59„ To.8.t8...P.f.a..Cla88 Altoona. PA..n-a=:l913 310KSB0X OASES Test No* Test BesigJiE^ tlon Dura- tion of Test, Ulns. Anals rsis of Stookebox Gases Calorific Value of Dry Coal, B. T. U. per pound Percent of heat in Coal lost by pre- sence of C 0 Teiqp- eratuH of SQoke Box ^ke^ Percej Ringe: •Hoann Scale Oxygen, 0 Per cent Carbon Monoxide, C 0 Per cent Carbon Dioxide, C02 Percent llitro- een, N Percent 253 254 255 256 248 207 3111 120-20-P 120 5.4 0.0 12.6 82.0 14442 0 471 8 3112 120-30-P 120 4.2 0,0 13.0 82.7 14442 0 433 10 3136 200-20-F 120 3.8 0.3 13,8 82.1 14581 1.10 673 14 3121 i60-30-P 120 3.0 0.3 14.5 82.2 14266 1.63 736 16 3117 240-20-P 120 4.6 0.0 13.6 81.8 14266 0 660 20 3137 120-40-P 120 4.0 0.4 13,2 82,3 14581 1.59 691 16 3119 260-20-P 90 1.8 1.0 14,0 83.2 14266 3,71 688 28 3113 160-3 5-P 120 2.8 0.4 14.3 82.6 14442 1.44 500 14 3126 320-20-P 60 3.6 0.3 13.1 83.0 14266 1.24 699 16 3135 200-3 5-? 60 1.3 1.,^ 14.7 82.7 14581 4.74 703 18 3134 200-35-P 60 0.8 2.3 14.1 82.7 14581 7.71 699 22 3115 200-3 5-P 120 1.6 1.6 14.3 82.5 14442 5.56 725 32 3122 280-30-P 60 1.5 2.8 13.4 82.3 14266 9.58 712 40 3142 360-25-.? 30 1.6 1.2 13.6 83.6 14581 4,46 - 32 3128 320-25-P 60 2.2 0.6 14.6 82.6 14581 2.15 718 24 3116 240-3 5-P 90 3.6 0.5 13.6 82.3 14266 1.99 711 32 3143 360-25-F 30 0.3 4.4 13.2 82.1 14541 18.13 - 28 3114 160-45-P 90 1.3 2.9 13.5 82.3 14442 10.75 736 40 3127 320-30-P 60 1.1 2.8 13,1 83.0 14581 9.37 743 40 3133 160-50-F 60 0.9 3.3 13.4 82.3 14581 10.47 722 32 3125 280-35-P 60 5.0 0.4 12.0 82.6 14266 1.80 728 22 3124 200-45-P 90 1.2 1.8 14.4 82.6 14266 6.19 734 46 3109 240-45-F 60 1.1 3.3 12.8 82.8 14442 1.39 730 42 3139 240-45-P 60 0.7 3.3 13.9 82.1 14581 10.47 748 36 ^ P-1059 Sheet No Table VI. SMOKEBOX GASES. In this table the tests are arranged according to the increase in evaporation. There is a gradual increase in carbon monoxide or unburned carbon as the rate of firing increases. 30 58 . The relation between the smoke, the carbon monoxide and the amount of dry coal fired per hour in pounds per square foot of grate is shown in Fig. 11. Although the points in each instance are scattered, it is seen that the percentage of smoke increased directly and rapidly with the increase in the rate of combustion, while the increase in the percentage of carbon mon- oxide is gradual, especially at the lower rates of combustion. This locomotive was hand-fired. No observations were taken of the spark losses. Stack and Nozzle. 59. When commencing this series of tests, locomotive No. 318 was equipped with a circular nozzle, having a diameter of 5.69 inches and an area of 25.4 square inches. Later a rectangular nozzle was substituted, as shown in Fig. 7. Its dimensions were 4y\ X 5| inches and the area was 25.4 square inches or the same as that of the circular nozzle. 60 . The stack was 16 inches in diameter at the bottom and tapered toward the top to a diameter of 18f inches. 61 . The maximum evaporation obtained with the circular nozzle was 25,648 pounds of water per hour, at which rate the draft in front of the diaphragm was 6.8 inches of water. The area of the nozzle was then reduced to 23.76 square inches. There- upon, the evaporation rate dropped to 23,784 pounds of water per hour with a draft in front of diaphragm amounting to 5.8 inches of water. 62 . Then the rectangular nozzle was used and the maximum evaporation rate obtained with it was 34,737 pounds of water per hour with a maximum draft in front of the diaphragm of 13.7 inches of water. 63 . In order to ascertain the velocity head or pressure across the stack area, so as to draw some comparison between the uni- formity of pressure produced by the two kinds of nozzles, read- ings were taken across the area of the stack at the top. These readings were in inches of mercury from a manometer attached by tubing to a pipe capped at the end, and having an opening one-eighth of an inch in diameter. This was moved across the stack opening at regular intervals and the resulting pressures observed. 31 LOCOMOTIVE: TYrE_Jb4s5l8_ CLASS JiSfid. No.-ja.fi__ M.P. « 9 C PENNSYLVANIA RAILROAD COMPANY >»!»»< VarmnoMm CmarwuLL ftAiLirAT Cokpavt W uT imuar k SKAiBon Sailboas Coxfakt SHEKT No £dLOM TEST DEPARTMENT Bulletin No^. Altoona. PA..ii^^Wi? Fig. 11. CARBON MONOXIDE AND SMOKE. The carbon monoxide increases in a fairly regular manner with the increase in rate of firing. 32 64 . Fig. 12 shows the readings obtained from the circular nozzle, plotted from left to right and from front to rear across the stack opening for evaporation rates from 15,022 to 25,648 pounds of water per hour. It is seen that as the evaporation rates increase, the curves tend toward a peak showing a high pressure of discharge through the center of the stack. 65 . The pressures at the front and rear edges of the stack vary from 0.0 to 0.7 inches. The pressures at the front edge of stack are much higher than those at the rear edge. The pressures at the right and left edges range from 0.1 to 0.6 inches. 66. Similarly the pressures are plotted for the rectangular nozzle in Fig. 13. Here the pressures at the front and rear edges of the stack vary from 0.0 to 1.6 inches, while at the right and left edges the pressures range from 0.1 to 0.6 inches. 67 . It is observed that the pressures appear to be more uniform across the stack from front to rear for the rectangular nozzle. From the right to left edges of stack the graphical representation of the pressures shows that when the boiler was evaporating 34,737 pounds of water per hour, the efficiency of the rectangular nozzle had reached its approximate limit. Below this evaporation the pressures across the stack are fairly uniform. Evaporative Performance. . 68 . The evaporative performance (Table VII, column 340), shows a range of evaporation of 15,188 to 34,737 pounds of water per hour, or the maximum rate. The equivalent evaporation per hour (column 344) increased from 19,603 pounds to 46,078 pounds per hour. 69 . As the equivalent evaporation increased, there was, as shown in Fig. 14, a gradual increase in the branch pipe and super- heater temperatures. The boiler temperature shows very little variation, while the boiler, return bend and branch pipe pressures after a slight increase, gradually fell off as the evaporation rate increased. 33 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY type Philabslphia, Baltimore Waahihotom Rau^ao Oomtany TYPE i g ~ Northern Central Railway Company Cl.ASSC_^SO No. West Jersey & Bearhorb Railroad Company TEST DEPARTMENT BUL.U.E.TIH No. Sheet No. Pioei or" A VSS. E.SSO L.OCO«>/C> Autoona, Pa., li Cirad Coxpabt Bulletin TEST DEPARTMENT No. ■ « » . Altoona. Fig. 15. DRAFT AND EVAPORATION. This figure corresponds with Fig. 10, except that the lower scale is in evaporation per square foot of heating surface. 39 per square foot of heating surface. These are all Atlantic type locomotives burning Penn Gas Coal, and tested under practically the same conditions. 75 . The comparison, thus presented in Fig. 18 shows a very creditable evaporative performance for the E3sd locomotive when compared with other locomotives of the same type. Evaporation Rate, Boiler and Superheater. 76 . Table VIII is presented to show the work done by the superheater as compared with that of the boiler. These results are calculated and arranged in order according to the total evaporation rate as given in column 344. 77 . The Table, besides including the. test number and test designation, shows the water evaporated in pounds per hour, the equivalent evaporation from and at 212 degrees Fahr., in pounds per hour for the boiler, for the superheater, and the boiler and superheater. 78 . In the last column is given the ratio of equivalent evapo- ration per square foot of heating surface in the superheater to that in the boiler. 79 . An average of the last column in this table shows that 30.4 per cent, of the equivalent evaporation per square foot of heating surface takes place in the superheater. 80 . For the E6s locomotive it was found (see Bulletin 21, Par. 45), that the rate of heat transfer per unit of superheater surface amounted to 32 per cent, of that of the boiler surface, or but 1.6 per cent, more than that obtained in the E3sd locomotive. 8 1 . The superheating surface in the E6s locomotive is 22 per cent, of the total heating surface, while in the case of the E3sd locomotive the proportion is 24 per cent. 82 . The E2d and E3sd locomotive boilers are alike except that the latter is equipped with a Schmidt superheater and arch. The efficiency of the E2d boiler is greater than the E3sd super- heater boiler (Fig. 21), when the equivalent evaporation exceeded 40 M. P. 479-A 8C1 4-29-12 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY A o Philaoblphia, Baltimorb & Washinoton Railroad Compant type Northern Central Railway Company CLASS No 3 16 , Wb4T Jersey & Seashore Railroad Company TEST DEPARTMENT Bulletin NO... H _ Sheet No.P.iPM .Tests of a ClMB j^^ Altoona. PA...llrlrlS!13 EVAPORATION RATEgBOlLER AND SOPTiRHBATra Test Test TWater Ec uiv. Evap, From and at 212* F per Hour Ratio of equiv. No. Era- Boiler Supers Boiler Per sq.ft, , of heating surface Erap.jjer sq.ft. Designa- pora- Erclud Includ Boiler Super«* Boiler of heating sur- ted -Ing heater Aing Excluding heater Including face in super- Lb .per Super- Super- Staper- Super** heater to that tion Hour header Alone heater heater Alone heater in Boiler 340 344 • 345 3111 120-20-P 15188 18516 1087 19603 9.97 1.94 8.23 0.195 3112 120-30-P 18085 22047 1485 23532 12.10 2.65 9.88 0.219 3136 200-20-P 19316 23582 2120 25702 12.95 . 3.78 10.79 0.292 3121 160-30-P 20514 25047 2302 27349 13.76 4,11 11,48 0.299 5117 240-20-P 21044 25708 2466 28174 14.12 4,39 11,83 0.311 3137 120-40-P 21370 26090 2306 28396 14.33 4.11 11.92 0.287 3119 280-20-P 23162 28266 2902 31168 15.52 5.18 13.09 0.334 3113 160-35-P 23786 29049 2187 31236 15.95 3.90 13.12 0.245 3126 320-20-P 25082 30612 2927 33539 16.81 5.22 14.08 0.311 3135 200-3 5-.P 25650 31309 3^04 34513 17.19 5.72 14,49 0.333 3134 200-35-P 26232 31989 3207 35196 17.57 5.72 14.78 0.326 3115 200-35-P 26924 32889 2752 35641 18.06 4.91 14.97 0.272 3122 280-30-P 26629 32492 3345 35837 17.84 5.97 15.05 0.335 3142 360-25-P 27968 34122 3427 37549 18.74 6.11 15.77 0.326 3128 320-25.F 28079 34224 3487 37711 18.79 6.22 16.83 0,331 3116 240«35.F 28945 35287 3473 38760 19.38 6.19 16.28 0,319 3143 360.25M.F 29406 35885 3578 39463 19.71 6.38 16.57 0.324 3114 160-45«F 29951 36581 2985 39566 20.09 5.32 16.61 0.265 3127 320-30- F 29743 36222 3742 39964 19.89 6.67 16.78 0.335 3133 160«50nnF 30691 37453 3627 41080 20.57 6,47 17.25 0.315 3125 280-3 5-F 31638 38570 3932 42502 21.18 7.01 17.85 0.331 3124 200-45-F 32885 40083 4192 44275 22.01 7.48 18.60 0.340 3109 240-45-F 34737 42326 3745 46073 23,25 6.66 19.35 0.287 5139 240-45-F 33970 41432 4646 46078 22475 8.29 19,35 0.364 4 SHEET Table Vi II. EVAPORATION RATE, BOILER AND SUPERHEATER. This table shows the proportion of the heat absorbed by the water heating and superheating surfaces of the boiler. According to the last column, per square foot of heating surface, the superheater absorbed about 30 per cent, of the heat absorbed by the water heating surface. 41 500 pounds per square foot of grate per hour. However, at no rate of evaporation is the average efficiency of the saturated steam boiler greater by more than 2 per cent, than for the superheated steam boiler as shown on this diagram. 83. This small loss in efficiency is compensated for many times by the saving in the amount of heat supplied to the engines per i.h.p. hour for the superheater locomotive when peifornling the same work at like speeds. This was shown, clearly in the case of the E6s locomotive (Bulletin 21, Par. 109), which states the saving in heat expenditure for the E6s locomotive over the E6 saturated locomotive was 24.16 per cent. At the same time, the saving in coal for the E6s locomotive amounted to 24.4 per cent, per indi- cated horse-power hour above that for the E6 saturated steam locomotive. 84. Unfortunately owing to the limited number of tests made with the E2d locomotive we have not sufficient data at hand to make a fair comparison between the E2d saturated steam and E3sd superheater locomotives. 85. Fig. 17 showing the equivalent evaporation per pound of dry coal at the different rates of firing for the E2d saturated steam and E3sd superheater boilers illustrates the better perform- ance of the saturated steam or E2d locomotive boiler, when the rate of firing exceeds 45 pounds of coal per hour per square foot of grate. This is due to the greater evaporation rate obtained from the saturated steam locomotive. 42 M. P. 47« C 8 z 10^ LOCOMOTIVE; PENNSYLVANIA RAILROAD COMPANY dn'll *2 PHll.tlmJTiUA, BaI.TDIO. 1B A WAMmaTOM Baiumao Coxtabt ' l i o Nobtbbbb Cbbtbaj. Bao-wat OoMTAinr CLASSJ”.®”. NO.-..V.*".-.- Wbat Jbbbbt * Bcaikobb Bawawap Cokfaht ^ ... TEST DEPARTMENT BollStln NO. SHEET NO. JPmriPoT Testfi of a Clann LonomotlvA , Altoona, pa II I- Ht tiJ ii iH ' • r f fi ■ iffii ■<' i k tT iffyniiTT f::|i Mil: :: m f TnMiri nff ff ffl^mtitltff tiff ftflffl jfnlT T ^itiijTLrfmiTH iftlm IMm 1 SS M S ’ * 5 ■ ■ S ■ ± ffl ffl'iT P'^ rw f H § ‘ ■ fill 1 fmlwPiSS j| II :| :: jlH j^Bj 1 jjl La. iL 1 1 J||ij-M4: S E i ^t±k)aL BIBli itim: tttff+H-f iWiit in 1^41 Is Hi al i EfliiS ffi MigpiMa ii|gpi 5 B aag^a : Ti 1 1 iriT' ^ 4-^ ^tT it^ ■ Sir 'tTt 1 t 1 M n aTlti LT TlTi t * 1 ITT ■ Tnr it irn B'jisjp ffSffi IS:: ;;S S SEE ffiSIfE t mj a±nim: ±TJ f irtrumn J|4tr TrT Tt +ffl itrTHt Jt -jK HI i-tffiu' Jm S ira jijillj. m S ■g4jg pjjgi+tfS' -H- Pr i1+' H+' w riti tiht 1 1|: :: llai iSl llljlljjj^^B jSffi : ttUnit 1 amPT|:a| ! 1 ' ^Iy4-iiim4 m-i|l m rrn 1 t mfmT tt nTunfm^ 'Tim 1 TT nTTiTr it nS fnfn ini 1 nm H miimn Wtjfej'Siilg mmS : : tTOwt Si Fig. 16 . COAL FIRED AND WATER EVAPORATED. On this diagram a curve for the E2d saturated steam locomotive is shown. Without the superheater the evaporation per pound of coal is slightly improved. 43 LOCOMOTIVE: TYPE^Jh.^^^. E38d 316 SHEET No. J&sJLQ6!5 PENNSYLVANIA RAILROAD COMPANY PHn.4P»UHlA, Ba1,TI]IOBS & WABBDterOK Raelboap Coxfajtt Nobtbkbk Cbhtbal Rah-itat Compabt WB»t Jbbsbt & 8IASBOBB Bailboap Coxtaxt TEST DEPARTMENT Bulletin No y* Altoona. Pa.....44t.4“4?4^ Fig. 17. DRY COAL FIRED AND EQUIVALENT EVAPORATION PER POUND OF DRY COAL. The E2d, saturated steam locomotive, shows a slight advantage over the E3sd, superheater locomotive, between rates of firing of 43 and 110 pounds of dry coal, due to the greater evaporating surface of the saturated steam boiler. 44 LOCOMOTIVE ; TYPE E38d 316 no._M^O.W. Tests of a Class E3sd Looamotiye^ M. P. 479C PENNSYLVANIA RAILROAD COMPANY Pbcuadbutua, Baltimou a WAtani«i«> Hailboao Comtamt NovrasM OsanLu. Baii,wat Cohtaht Wmt Jawar * UaAaaoaa RAiLaoAD CoMTAaT - TEST DEPARTMENT BullotlnNo 11' Altoona. Fig. 18. EQUIVALENT EVAPORATION PER POUND OF COAL AND RATE OF EVAPORATION. This diagram shows curves for four locomotives. The E6 and E6s have larger boilers than the E2d and E3sd. 45 Boiler Power and Efficiency. 86. The boiler horse-power obtained from locomotive No. 318 during the tests is shown in Table IX, column 349. There is also given in this table, the boiler horse-power per square foot of heating surface, per square foot of grate surface, and the boiler efficiency. 87. The total boiler horse-power ranged from a minimum of 568 horse-power to a maximum of 1336 horse-power at the maxi- mum evaporation rate. This maximum is equivalent to 0.56 boiler horse-power per square foot of heating surface or 24.4 horse- power per square foot of grate siuiace. 88. The range of boiler efficiency (column 350, Table IX) was between 77.2 and 51.3 per cent. 89. Fig. 19 shows graphically the decrease in the boiler efficiency with the increase in the evaporation rate. Likewise it is shown in Fig. 20 that the boiler efficiency decreased with the increase in the rate of combustion. 90. The comparison of the boiler efficiencies (Fig. 21) of the superheated steam locomotive and the saturated steam locomo- tive is made under practically the same conditions, using the same fuel. It is shown that the saturated steam locomotive has a little greater boiler efficiency due to its greater water heating surface. Steam Passages. 91. The areas of the steam passages in square inches from the boiler to the exhaust nozzle at restricted points are shown graphically in Fig. 22. The areas are shown by solid black lines. The corresponding pressures in pounds (gage) are shown by the open spaces, while the velocities are indicated in feet per minute by the cross-hatched spaces. 92. This P'ig, 22 is interesting for it clearly presents the action of the steam in its passage from boiler to stack. The superheater offers a considerable resistance to the ffovtr of the steam and the resultant effect on its velocity and pressure caused by this restric- tion may be seen. 93. The average boiler pressure at this time was 196 pounds. The duration of the test was one hour. The pressure at the super- heater return bend or at the center of its length was 187 pounds. 46 M. P. 470-A 8x10H aei 4-2»-12 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY Tvoe 4 4,, ? Philadelphia. Baltimore & Washington Railroad Companv TYPE.....!*Trjr».." Northern Central Railway Company CLASS.. Mo 5l0 West Jersey & Seashore Railroad Company rm TEST DEPARTMENT Bulletin No. SHEET NO..P-107P__ Teats of a Claae JSed Lo comotive^ Altoona, pm 11 "1^191 5 BOILESl POWER Teat Teat Dura- 1 • > 1 p, Potmdo Boiler Horae Power Efficiencj No. tion Per aq.ft. Por sq.ft. Por sq.ft. Por aq.ft. Deaigna- of of Grate of Eoatlng of of of Tost Stir face Surfaco Heating Grate tion Ulna, Por Hour Por Hour Total Surfaco Surfaco Boiler 345 349 350 3111 120-.20-.P 120 357.7 8.23 568.2 0.239 10,39 77.20 3112 120-30-P 120 429.4 9.88 682.1 0.286 12.47 70,62 3136 200-20~P 120 469.0 10.79 745.0 0.312 13.61 69.76 3121 160-30-F 120 499.1 11.48 792.7 0.333 14.49 73,60 3117 240-20-F 120 514.1 11.83 816,6 0.342 14,93 70.33 3137 120-40-.F 120 518.2 11.92 823.1 0.346 15.41 64.22 3119 280-20-F 90 568,8 13.09 903.4 0.379 16.52 35.85 3113 160-3 5«F 120 570.0 13.12 905.4 0.380 16.55 71.16 3126 320-20-P 60 612.0 14.08 971.9 0.408 18.29 60.40 3135 200-35-P 60 629.8 14.49 1000.4 0.420 16 .65 62.69 3134 '200-35-F 60 642.3 14.78 1020.2 0.428 18.89 52.31 3115 20O-35-P 120 650.4 14.97 1033.1 0.434 18,99 59.26 3122 280-30-F 60 654.0 15.05 1038.7 0.436 19.90 56,53 3142 360-25-P 30 685.2 15.77 1088.4 0.457 19.98 48.65 3126 320-25-P 60 688.2 15.83 1093.1 0.459 20,54 61,10 3116 240-35-P 90 707.3 16.28 1123.5 0.472 20.91 SO.OO 3143 360-.25-P 30 720.1 16.57 1143.9 0.480 20,97 48.38 3114 160-45-F 90 722.0 16.61 1146.8 0.483 21,18 54.35 3127 320-30^P 60 729.3 16.78 1158.4 0.486 21,77 47.39 3133 160-50-P 60 749.6 17.25 1190.7 0,499 21.77 49.71 3125 280-35-F 60 775.6 17.85 1231.9 0.517 22.52 58.84 3124 200-45-F 90 807.9 18.60 1283.6 0.539 23,47 54,89 3109 240-45-P 60 842.3 19.35 1335.4 0.561 24.41 54,29 3139 240-46-P 60 842.4 19.35 1335,6 0.561 24,42 51,31 Sheet No.?*!®?.©. Table IX. BOILER POWER. Column 345 shows the remarkably high figure of 19.35 pounds of water evaporated per square foot of heating surface per hour. 47 M.P. 479 0 8 X I0}4 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY PUILADXLFHIA, BaLTIVOBI A WasBIHOTOK RaIUMAO COMPAKT ' ' Nobthsbn Cxhtkai. Railwat Coxpaht CLASS No. Wbbt Jxbsxt A Bxasbobx Raoboad Cokfaht „ TEST DEPARTMENT Bulletin NO. H SHEET No. Tests of a Class E3sd Locomotive- altoona. Pa 11-1-1913 llii lilt 1;:^ 'I'i 115 1 Ii 1 Fi P^®ll tl -i fi Pi- I'M iii; Lii^iiij ‘i;- iill uk] hiillilNF ;;i| ijf Iffl iilijlHM lii: 14 rj wli M Pr IM tif I lilt. HF . fjl M jiji ' lijiii sjki j j;j iprti if m ii 1 4iil -| Fiji ! liii “1 iii® tiiMi >PfSrt TtTT il j+TT - wiil 1^ 11 If Ii I llii 1 j ji B ;}! ;*! 1^1- \ Wffl! j ' i f ffil IF i|' mmm ||l{ fill m M V ■> f- m lli iSaWiilil pfcf tH s i( II Ii lllr :g Ml,: 14 Bil'P iti f— ill [11 ml ml pi : gj 44 FF I'j 1 life’ i|:i iljlijf' |tB jjl Bi [fp- l| M liii m4 F' llj l: fl i|]!' in gi iti 1 s Jplf Hiii m Pi'- I ilii W tii !i:‘ !!'(■ !](■ U il'l -'ffiJF -rlljJ'JJT |J||- H i t FM + F4 llii ■ mm .! lijji : j j i.L|i iili} Isl s m m f 1 s R J T gill ft' w fill l|i ■ 1 1 rf I® iipS p ml ill 4 i'l i l]l lii pIIp :|||||ji.' jUi fjp I p'l p|: 1 jllj Blji lH H mm Iq]|! -rlE-: 1^ ill |ii 1 |j I u 11 I lii 1 1 1 tlirtlgT' m iji ii J Biap m 1 IF 1;^ ;|;M ffl If ifT Ii ffi iliiir i'ljjli Bin B| 1 If i llpl nil 1 ill j lii S|i|| ilffl 1 m 1 Pi :|||| 1 III i 1 ffi If tf ii IF sliii i Ifjll® I f til pPi 1 :ip Ii ■i Ih-F |. jit! _ijij fil|pl I ■i til 411 i ylri iHiP 111 ■ II ^ 1 |ll|||; III 1 11 1 mtii P H lii |w f % Fir i liiit III 1 11 ii IFP iji !,ii Krj -ll ■!!! I'i lllll TTT Ulil liii It i Ti 1 P P iim M ■T ■rni Bill 1 [i f-' lipj {If M l[l| ^ 1 F : 1 ^ J t|lTMp|p s m il TF imlB If lltp i iiili IfS jlj ii % llii iiiii 1 iiw TT fei i llii ■li'Miilliiiliy iiiii i 1 |ITTi liljiHfgii iiS trUiin ifpg iliiilitt 1 m Fig. 19. EFFICIENCY OF BOILER AND EVAPORATION PER HOUR. 48 LOCOMOTIVE TYPE_..4r4?^?.-. CLASS.-^.?.4. Pennsylvania Railroad Company PHXLAIIBLFHU, BALTIMOn A WABBIXSTOa BaILBOAD CoaPABT NOBTatBB CBUTBAI. RAI1.WAT COVAXT NO...y.4.9. WMT JnUT A SlAIHOU lUlUKtAO COXPA«T SHEET No _!l?o.ttft...Ql.A-ClaEa.. ES.«d. Lflocmot lYa» Fig. 20. EFFICIENCY OF BOILER AND RATE OF COMBUSTION. Throughout a range of combustion from 30 to 110 pounds per square foot of grate, the efficiency ranges from 77 down to 47 per cent. 49 PENNSYLVANIA RAILROAD COMPANY Bulletin No. P-1073. ..TeAte.....Qf...i&....Cla)aA..E3Ad..LouanuQtJLTe. Fig. 21. EFFICIENCY OF BOILER AND EVAPORATION PER SQUARE FOOT OF GRATE. The grates of these two boilers are alike; the saturated steam boiler shows a slightly better performance than the superheater boiler. 50 •I. P. 47*C LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYIMC PmtLMVMtrRiA, Baltuobb * Wu'iiKCTOB Baiuwas Comtabt Mobt*ebii CawraBL RAn.VAT Cokpaht CLJkSS.....^.!!A No. 3?.X6L W»»t Jmwwt Jk SaAtHon Raojwao Cokpavt test department Bulletin No.„.. 11 •HEKT NO .fB«l!».J0X....«...ClB».ft..JS3*A..Loaai. a:::gE:S ll id Is SSI3 ' t - ■ ffl m i I li T i] 11 I tip Bi tp ;g isL eIseeIm Ie[II!IeI M P: P ffl if. I p ffl Ilf iff '1 ii||l|K |Bi 1 II H 1 1 I 11 illiHI II r®' mM 1 |n| 1 i m ffl|| 1 1 B fi 1 1 !f!r ffl 3||5»9!P ill B m 1 M 1 ffl 1 Fig. 25. TEMPERATURES IN THE SUPERHEATER FLUE AND BOILER TUBE. Temperatures for a rate of coal burning of 4100 pound.s per hour. 56 Bl. P. 479 C t I 19M LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY Pbiladsuvia, B^tikobb ft Wasbdiotob R^ILBOAD COKTAT' K— ..anniCTfc... Nobthbbw Cbbtbal Raclwat Cobfabt CLASS ...JStfJUft NO.-.m18._. Wb»t Jbbwt ft Bbabhobb BAnJu>AD Comtart 0.1^90 TEST DEPARTMENT BOllStlll NO. SHEET No Testa of a Class E3sd Lno^notiya. AiTv%r>MA Pa 11-1-1913 -i- -i; iyiS" h-;: iJj j|i i-;:: i| ;;; i: h. '!! ill ;r f: In h-:H|#|i|||| 1 Fig. 26. TEMPERATURES IN THE SUPERHEATER FLUE AND BOILER TUBE. Temperatures for a rate of coal burning of 4900 pounds per hour. 57 LOCOMOTIVE: typeJMWS CLASS B5 9.4 NO.-318.. SHEET No. J^IQ .79 l 0 B.tja ..Qf ..a Class £3ftd IiOO.ura- tlcn of Test Hina. Revolu- tions per illnute Speed In Miles Per Hour Cut-off Per cent of Stroke Stoaza Pressure Superheat In Branch Pipe Degrees Fahr, Zn Boiler Pounds per Square Inch In Branch Pipe Lb. per Square Inch 198 199 272 217 220 230 3111 120-20-P 120 120 28.01 18.3 203.6 198.2 113.15 3112 120-30-P 120 120 28,01 25,2 205.2 199,2 138.37 3137 120-40-P 120 120 28.01 34.4 206.0 198.0 192.56 3121 leo^o^p 120 160 37.34 26.4 205.5 196,5 199.39 3113 160-36-? 120 160 37.34 51.6 205.6 197.2 161,69 3114 150-45-P 90 160 37,34 41.1 205.5 192.6 175.07 3133 160-50-P 60 160 37.34 42,8 203.4 189.3 211,67 3136 200^20-.P 120 200 46,68 21.2 205,8 198.8 195.44 3115 200-3 5-P 120 200 46.68 32,7 205,0 193,2 179.26 3134 200-3 5-P 60 200 46.68 31.5 205,1 193,0 218,04 3135 200-35-P 60 200 46.68 31,1 206.0 194,7 227,37 3124 200-45-P 90 200 46.68 41,5 203,0 186.0 232.32 3117 240-20-P 120 240 66.02 32.8 206.0 198.6 208.44 3116 240-35-P 90 240 56.02 33,4 205.4 192,7 213.96 3109 240-45- P 60 240 56,02 42.1 195.9 175.6 193.44 3139 240-45- P • 60 240 56,02 41.9 196,4 178.0 253.84 3119 280-2C-P 90 280 65.36 26.7 206,0 197,4 221.08 3122 280-30-? 60 280 65.35 31.1 197.1 185.4 227,38 3126 280-35-P 60 280 65,35 34.4 205.7 191.1 226.80 3126 320-20-P 60 320 74,69 21.2 205.6 195.1 207.43 3128 320-25-P 60 320 74,69 25.8 205,9 195.0 221.40 3127 320-30-P 60 320 74.69 30.8 204,5 190.8 226.29 3142 360-25-P 30 -360 94.02 31,2 196.8 184.5 220.83 3143 360-25-F 30 360 34.02 31.6 205.8 191.0 221.47 Sheet No... P-1083 Table XI. ENGINE TEST CONDITIONS. The speed, cut-off, steam pressure and superheat are shown for each of the tests. 66 The superheat in the exhaust steam increases gradually until the superheat in the branch pipe approximates 210 degrees, whereupon the superheat in the exhaust rises more rapidly. 67 would require the steam originally to be heated to between 430 degrees and 435 degrees at the least, this corresponding to adiabatic expansion, but in as much as there is some back pressure, a lower temperature, say from 360 degrees to 400 degrees, would allow steam to exhaust dry and saturated even if release did not occur until the end of the stroke ; however, since the steam is released at 50 pounds (65 absolute) or above, the amount of superheat necessary for the exhaust to be dry and saturated is lower still. 1 22. The minimum average degrees of superheat found in the exhaust was 10.3 and the maximum average 72.2, corresponding respectively to steam in branch pipe as observed of 194.1 degrees and 236.7 degrees of superheat, showing, as does also Fig. 30 following, that the superheat in the exhaust is higher, the higher the superheat in the branch pipe and that the increase in exhaust superheat is more marked as that in the branch pipe increases above say 210 degrees. This indicates, from the point of view that superheat in the exhaust is wasteful, not that there is no advantage in a higher superheat in the branch pipe than 180 degrees to 210 degrees, but that the full value of the superheat is not being realized due to the cut-off being longer than would be the case if larger cylinders could be provided. 123. In Bulletin 19 (“Tests of a Class K29 Locomotive,” paragraphs 119 and 120 and Fig. 51 of that Bulletin) some in- formation is given relative to the temperature of the cylinder walls compared with the temperature of the steam in the branch pipe. Data in this respect was not taken from the E6s locomotive or from the E6, but readings were obtained of the temperature of the front cylinder head of E3sd locomotive No. 318 which followed the E6s on the plant, as information for this Bulletin. These temperatures from the E3sd locomotive are given in Table XII and show the drop in tempe;ature of the front cylinder head from the instant of stopping the test with the inside of the cylinder exposed to the open exhaust passage through the valve, and in- clude one test at 120 revolutions and 30 per cent, cut-off, another test at 200 revolutions and 35 per cent, cut-off and two tests at 240 revolutions, one of which was at 40 per cent., the other at 45 per cent, cut-off, thus giving a range of superheat in the branch pipe from 175 degrees to 260 degrees. 68 M. P. 479-A S51 _ 8x10% LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY -PYP^ 4r4:r!2 Pmiladblphia, Baltimorb ft Washinoton Railroad Company " " iz. « Northern Central Railway Company CLASS No West Jersey ft Seashore Railroad Company “ - p-1086 DEPARTMENT Bulletin No 11 wHEEi ^O- Tests of a Cl a ss EBed Loeomotlve. Altoona. Pa.. 11-1-1913 DROP IT, TUIPERATDEE OP CYLINDER HEAD (Steam Surface) E3sd Locomotive 318, Test Number 3144 3145 3147 j 3146 Test Designation, 120-30-F 200-35-F 240-40-F j 240-4 5-J Pressure in Pounds Per Square Inch In boiler. 205.2 205.1 200.0 192.2 " branch pipe. 198,7 190.4 182.3 174.2 Uean forward pressure. 97,25 103.14 101.61 97.32 ” baok " and compression pressure, 8.49 15.32 20.46 20.24 " effective pressure. 88,76 87,82 81,15 77. oe Sunerheat. Dearees Fahrenheit. In Branch Pipe, 1 175.1 1 228.0 1 259.7 1 257.5 Temperature of Steam In branch pipe (Superheated Steam) , Degrees F, 562.5 612.0 640.3 634.7 of saturated steam of same pressure. 387.4 384.0 380.6 377.2 N n n n »naan forward pressure. 336.1 340.0 339,0 336.2 " It » « M back pressure. 236.0 250.4 259.6 259.2 Mean of mean forward and mean back pressvire. 286.1 295.2 299.3 297.7 1 Temperature of Front Cylinder Head (Steam Surface)' 1 (a) Aotoal, degrees F. 1 394,0 450,0 462.0 466,0 (b) Below that of steam in brasteh pipe. 168,5 162,0 178.0 168.7 (e) Above that of saturated steam of same pressure, 7,4 62.0 74.4 78.4 (d) « I* n H 11 .. M.E.P. 1 1 101,3 88,8 81.3 79,5 Drop in Temperature Right Front Cj rlinder Head (Close to Inside Surface) Total in 15 minutes. Degrees 40 40 47 48 Average degrees drop per minute. 2,33 2.8 3,15 3.2 Drop in 1st 15 seconds, , — 1 1 1 M »• 2nd ♦' 1 0 0 It II 3j*d '» 0 1 2 It II 4th ’* — 0 1 0 Drop in one minute. 2 2 3 3 Drop in 5th 15 seconds. — 2 1 1 " " 6th '♦ " — 0 0 0 It It 7tll It H 0 1 2 « '» 8th " " — 1 1 1 Drop In 2nd minute. 2 s 3 4 »* " 2 minutes. 4 5 6 7 Average drop in 2 minutes, per minute, 2 2.5 3 3.5 Sheet No.. P-1035 Table XII. DROP IN TEMPERATURE OF CYLINDER HEAD (STEAM SURFACE). This table shows the temperature measui^d at the front cylinder head on the E3sd superheated steam locomotive at different speeds and cut-offs. These temperatures represent the different working temperature of the cylinder walls. 69 124. The temperature of the front cylinder head given in the Table as actual, represents as nearly as possible, in this case, the maximum average working temperature of the cylinder walls. It will be seen that this temperature ranged in the four tests from 162 degrees to 178 degrees below the temperature of the superheated steam in the branch pipe and from 7.4 degrees to 78.4 degrees above the temperature of the corresponding satiu-ated steam of branch pipe pressme and from 101.3 degrees to 79.5 degrees above the temperature of saturated steam of the actual mean effective pressure in the cylinders and from 158 degrees to 207 degrees above the temperature of satiu'ated steam of average back pressure. This seems to indicate the possibility that a less superheat than 162 degrees would result in a cylinder wall temperature below the average temperatime of saturated steam of branch pipe pressure, but that the cylinder wall tem- perature actually obtained would not prevent the steam being superheated at any time during the stroke or in the exhaust passage. !25. The drop in temperatiu-e within 15 minutes after the close of the test amounted to from 40 degrees to 48 degrees or from 2.3 degrees to 3.2 degrees per minute, at a fairly uniform rate, averaging from 2 degrees to 3 degrees for the first minute and from 2 degrees to 4 degrees the second minute. Appar- ently the rate of drop for the first few seconds was not so rapid as for the latter portion of the test, possibly due to the time lost at the end of the test in adjusting the valve so that it was open to the exhaust. An opportunity for further investigation in this direction will be had in the near future, which will enable read- ings of the temperature at different points in the cylinder walls to be taken from the same locomotive while using different qual- ities of steam ranging from saturated to highly superheated, which should give still further valuable information, particularly as to the amount of superheat desirable and also as to that lost due to cooling action of the cylinder walls; the indication here is that the rate of cooling is slow, but information is lacking as to the amount of heat lost per stroke at any given speed, due to drop in skin temperature of the cylinder walls, and as to what extent this drop causes the drop of approximately 170 degrees in the steam temperature from that in the branch pipe to the average 70 temperature of the cylinder walls, rather than that the latter is due to useful work done by the steam. Superheat in Branch Pipe and Indicated Horse-Power. 126 . The degree of superheat in the branch pipe within the range of the power output of this locomotive is shown in Fig. 31. The indicated horse-power increased from 747 to 1959 i.h.p., and the range of superheat within these limits is expressed by a straight line, clearly indicating that the degree of superheat in the branch pipe increased directly as the power of the locomotive increased. 127 . While the indicated horse- power and the degree of superheat bear some relation to each other, the degree of super- heat is directly dependent on the steam pressure, superheater size, volume of steam flow and the temperature of the gases around the superheater units as previously mentioned in Par. 103, Bulletin No. 21. Indicator Diagrams. 128 . Figs. 32, 33 and 34 show a number of indicator dia- grams that are representative for this locomotive. The test num- bers, scale of pressure, speed in r.p.m. and m.p.h., nominal cut- off, and the indicated horse-power are shown with each diagram. 129. Each card is designated as taken on the right or left side of the locomotive and whether head or crank end. It wiU also be observed that steam chest diagrams are given for each indicator card taken on the left side of the locomotive. 1 30 . The same characteristic feature observed in steam chest diagrams taken from other superheater locomotives when running at high speeds, namely, the variation in pressure at mid-stroke is likewise shown in these diagrams in Fig. 33. The pressure reaching 210 pounds is higher than the boiler pressure attained and recorded for these tests. As brought out in Bulletin No. 21, this unlooked for fluctuation is probably due to inertia of the steam in the passages from the boiler to the steam chest after cut-off. 131 . It will be observed (Fig. 32) that for speeds of 200 r.p.m. or 46 m.p.h. and less, this rise in steam pressure did not occur. In each of the several steam chest diagrams the pressure line at the end of the stroke loops at a point which would coincide with the continuation of the true expansion line. 71 Fig. 31. SUPERHEAT OF LIVE STEAM AND INDICATED HORSE-POWER. The regular increase in superheat with the increase in the indicated horse-power is due to the increasing combustion rate, following a demand on the boiler for a greater steam suoply- 72 LOCX>MOTIVt: TYPE^-^-Z CLA88E3&0 1 PENNSYLVANIA RAILROAD COMPANY PniJiDXLPHiA, Baltimore it Wassimotom Railroad Comtant Northern Central Kailvat Company O Went Jrrnsy it SEAERomt KaIUMad Company aouue’rm TEST DEPARTMEN-! Sheet No. PIOR7 Ttesxs oir A EL3so NO tl Altoona. Pa.. Tfesrr R. cuT-orr “Thuottle: ItO 30 ruui. S»*K.E.o, M.P.W. ZB.O^ "resT R.P. M. cuT-orr * throttwC. "SB foul- i.H.p. nS3.S SPEEO, m.plh. 3T.3 -TBS-r 3HS Sheet NO.PIOS7 Fig. 32. TYPICAL INDICATOR DIAGRAMS. These diagrams were taken at speeds of 28, 37 and 46 miles per hour. Pennsylvania Railroad Company PHILAOEiraiA, BaLTIXORK A Wa8SDI«T0K RaILBOAD COXPAMT Nokthekm Ckhtral Railway Comtakt Wbst Jersey & Bzasbou Railboad CoMrAXY TEST DEPARTMENT ®01 Fig. 33. TYPICAL INDICATOR DIAGRAMS. These diagrams were taken at speeds of 56. 65 and 75 miles per hour. 74 LOCOMOT9VE: TYPE CLASS E’SSo.r Pennsylvania Railroad Company PHII^DSLPKIA, BALTIMOBS a WASHIMOTOH RaILBOAD OoMrAHT Nobthbrn Cbhtral Railway Comp amt WBST jKItBBT A SBAIROBB RAILBOAD COMPANY TEST department GuLA.E.'TIK NO I I Sheet No. R IPS^ OM Ak CUA&S L^OMMO-riVCI .Altoona. Pa., R.RM. Z5 I.M.R. IBB3.0 9*>E:e.O,M.R.H. &Ar.O Sheet No.RiO&S Fig. 34. TYPICAL INDICATOR DIAGRAM. This diagram was taken at a speed of 84 miles per hour. 75 Indicated Horse- Power. 132 . Table XIII is presented to show the performance of the engines of this locomotive. It gives the speed in r.p.m. the duration of the test in minutes, pounds of steam to the engines per hour, the mean effective pressure in pounds per square inch, the indicated horse-power, the dry coal per indicated horse-power hour in pounds, pounds of superheated steam per i.h.p. hour and the B.t.u. in the steam per i.h.p. hour. The table is arranged according to the indicated horse-power increase. 133 . The indicated horse-power ranged from 747 at 28 m.p.h. with a nominal cut-off at 20 per cent, to a maximum of 1958 i.h.p. at 56 m.h.p. and 45 per cent, cut-off. At 56 m.p.h. with 45 per cent, cut-off the maximum capacity of the boiler was reached and above this speed and cut-off the power of the locomotive steadily diminished. Drop in Pressure from Throttle to Branch Pipe. 134. Referring to Table XIV, it may be seen that the drop in pressure from throttle to branch pipe increased at like cut- offs with an increase in speed, and at the same speeds it increased with an increase in the cut-off. 76 M. P. 47e-A sxiOH 3ftl 4-2»-12 LOCOMOTIVE: Pennsylvania Railroad Company TVDB- 4..4m2 Philadelphia, Baltimore ft Washington Railroad Company • Northern Central Railway Company CLASS jsaao. No. ..318. West Jersey ft Seashore Railroad Company Sheet No — TEST DEPARTMENT Bulletin No.„ 11 Tests of a Claes ESed LoocmotiYe^ Aitoona Pa INDICATED HORSE Test Test Dura- Steam to Mean Indloat Pry Coal Superheated L B.t.u.ln Ho* tlon Engine Effective -ed Per indlcat ; Steam per Steam Pe Deslgna- of Fotmds Pres stir e Horse -ed Horse Indicated Indicate Toot Per Potmds per Power Hour Horsepower Horsepow tlon Ulxxs* Honr Square In, Power Pounds Hour pounds Honr 214 379 380 381 3111 120-20-P 120 14872 62.93 746.87 2,28 19,91 25236 3112 120~30-P 120 17828 79.65 945.11 2.37 18.86 24140 3136 200-20-P 120 18900 57.63 1129.14 2.17 16.74 22028 3137 120-40-P 120 20921 98.85 1161.4 2,53 18.01 23536 gl21 160-30^F 120 20246 75,50 1193,9 2,12 16.96 22139 3113 160-35-P 120 23422 83,02 1313.8 2.25 17.83 22977 3117 240-20-.? 120 20626 55.42 1315.6 2.07 15.68 20605 3119 280-20-P 90 22682 65.41 1534.2 2.10 14.78 19438 3115 200-35-P 120 26644 78,31 1548.9 2.61 17.20 22247 3136 200-36-P 60 25343 80.44 1574,8 2,33 16.09 21262 3114 160^5-P 90 29571 100.34 1588.2 3.08 18.62 24130 3134 200-3 5-P 60 25917 81.48 1596.1 2,80 16.24 21303 3126 320-.20-P 60 24208 51.34 1624.03 2,33 14.91 19560 3122 280-30^ P 60 26311 61.07 1690.5 2.55 15.65 20548 3133 160-50^? 60 30184 108.30 1691.6 3.24 17.79 23422 3116 240.35-P 90 28546 72,63 1724,4 2,55 16.55 21752 3128 320-25-P 60 27282 55,53 1738.9 2.36 15.69 19684 3142 360-25-P 30 27546 50,46 1776.96 2.89 15,50 20411 3124 200-45-P 90 32353 92,00 1820.6 3.02 17.77 23520 3143 360-25-P 30 28655 106,08 1852,95 2,94 15.46 20373 3127 320-3O-P 60 29318 58.62 1854.7 3.03 15.81 20903 3125 280-35-P 60 31054 67.12 1868.4 2.65 16.71 22079 3109 240-45-P 60 32360 78.42 1861,8 3.06 18.46 24052 3139 240-45-? 60 33628 83.33 1958,50 3.05 17.17 22669 Sheet Nc c. P-109.0... Table XML INDICATED HORSE-POWER. The indicated horse-power range's from 746.87 at 120 revolutions per minute, or 28 miles per hour, to 1958.5 at 240 revolutions per minute, or 56 miles per hour. The steam consumption per indicated horse- power hour is as low as 14.91 and the coal consumption does not exceed 3.24 pounds. 77 135. In Fig. 35 this drop in pressure is plotted against the i.h.p. The curve indicates that the drop was gradual up to about 1600 indicated horse-power. The steam consumption at this power output reached 26,300 pounds per hour (Fig. 37), and the steam flow attained a maximum velocity of approximately 4840 feet per minute. Above this steam velocity, the drop in pressure tends to increase rapidly until the maximum indicated horse- power is reached. 136. The maximum drop iii pressure for this locomotive was 20.3 pounds. It occurred when the weight of steam flow to the engines reached 32,360 pounds per hour, or a rate of flow of over 7000 feet per minute through the superheater units. Steam to the Engines. 137. The steam to the engines per indicated horse-power hour shown in column 381, Table XIII, is plotted against the indicated horse- power (column 379) in Fig. 36 for the E3sd superheater locomotive. Above is shown a similar curve for the E2d saturated steam locomotive. 138. The diagram illustrates the economical performance of the superheater locomotive or the saving in the water per indicated horse-power hour above that obtained from a saturated steam locomotive having a cylinder 1.5 inches smaller in diameter. The saving effected increases with the increase in the power developed and ranged from 21.4 per cent, at 600 i.h.p. to 34.5 per cent, at 1400 i.h.p. 139. The increased consumption of steam per i.h.p. hour, at low horse-power, seems characteristic for this class of locomo- tive, namely, the E2a (Bulletin No. 5, Fig. 5), E2d and E3sd locomotives. The steam consumption drops off gradually as the power developed is increased. This is not so noticeable in the case of the E6s locomotive (Bulletin No. 21, Fig. 58), where the curve is more flat, nor is it as pronounced in the Pacific type K29 locomotive (Bulletin No. 19, Fig. 42). 140. Fig. 37 furnishes a curve showing the relation between the pounds of steam per hour and the indicated horse-power. The curve for the E6s locomotive given in Bulletin No. 21, Fig. 57, is a straight line showing a more direct relation between the power output and the steam consumption. 78 LOCOMOTIVE : PEf TYPE_ .. CLASS ''^NO SHEET No P-lPSl .7.9.ata.. Of ...A. ..Claaa M. P. 479 C S X loH ^NSYLVANIA RAILROAD COMPANY faiLADELnuL, B^naoBB A Wachihstob Railboad Cokfabt Mobthxbb CaimAL Bai].wat Oomtabt TEST DEPARTMENT Bulletin NO. H ... iano.ti«B« . Altoona. PA_y“l“^.?.1.3 iii s n I 1 I 1 iilll i|:i|i|||t|ii|i|| fill il if il |ii| 1} ijijiil^^ tin 111 ! 1 llrii-yKl m(l i rmi 1 1 linTTn ifflt : ] rf'- 1 [■ jii pi J I i Mj ll ft i 1 Hi r t1 M ‘ 1 j: f S fijp i : I ; : S lI 1 lift ]i i i iii; ||il 11 I 1 1 hj ii ! H ! -I. ! Ill Ifiii tifl;|||ji|:i|||ii:i:f^ li It- ||t; iiii 111: 11 1 ift Wi • +l}- irr liljliii |^[:pi:|iii:i[il- -i iiiiii. 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DROP IN PRESSURE THROUGH SUPERHEATER. The drop in pressure increases with the power output of the locomotive, due to the increase in the volume of steam required to generate the increased power. 79 rig. 36. STEAM PER INDICATED HORSE-POWER HOUR AND INDICATED HORSE-POWER. The saving in steam due to superheating is 21.4 to 34.5 per cent, at the maximum power output of the E2d saturated steam locomotive. 80 141. From the steam per hour curve (Fig. 37), the steam per indicated horse-power hour curve is plotted below in the same figure. It shows that the greatest steam economy should occur when the power output reaches 1550 i.h.p. The steam consump- tion at this point approximates 16.45 pounds per i.h.p. hour apparently increasing thereafter to 17.3 pounds per i.h.p. hour at the maximum output of the locomotive. Superheat and Water Rate. 142 . Table XV gives the draft in front of diaphragm in inches of water, the indicated horse-power, B.t.u. in the steam per indicated horse-power hour, superheated steam per indicated horse-power hour in pounds, dry coal per indicated horse-power hour in pounds and the superheat in the branch pipe. The table is arranged in order of the superheat in the branch pipe (column 230), from the minimum to maximum degree of superheat. 143 . The B.t.u. in the steam per i.h.p. hour are plotted with the actual cut-offs in per cent, of stroke for corresponding tests in Fig. 38. Above the different points are printed the speed in r.p.m. The general trend of these curves for speeds up to and including 240 r.p.m. (56 m.p.h.), indicates that there was a gradual increase in the number of B.t.u. in the steam per i.h.p. hour as the per cent, of cut-off was increased. Above the speed of 240 r.p.m. the heat in the steam increased more rapidly. This should be expected as for a given water rate, the superheat should increase with an increase in cut-off or the power output of the locomotive. Least Back Pressure. 144 . The least back pressure for the E3sd locomotive gradu- ally increased with the indicated horse-power up to 1600 i.h.p. Above that indicated horse-power it increased rapidly until the maximum power of the locomotive was reached. This is brought out in Fig. 39, where the least back pressure is plotted against the i.h.p. The least back pressure in the cylinders ranged from 1.9 pounds at the minimum i.h.p. to 11.8 pounds at the maximum power developed by the locomotive. 145 . On this diagram is also graphically shown the relation existing between the indicated horse-power and the least back pressure in the cylinders of an E2d saturated steam locomotive. This curve is plotted from the results of a number of tests made on an E2d locomotive No. 3162. 81 M.P. 479C tBieX LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPE 4 H r ~ £ PBOiASaUSlA, RLLmiOBB & WABBIXeTOV Railsoao Coxpakt mi a Nobthem CuTXEi. Bailwat CoxFArr CLASS..—??*!??! N0..5*.sL Wbet JaasxT A gSASBOBa Baiuwao Comtabt _ ; TEST DEPARTMENT ft’TlSVUl NO _ SHEET No itr.*yS.®... Teats of a Cl a es Z Sa d L oo omotlve, Altoona, pa llpil-X918 1 m I 1 m s H ■ ■ p;pp P m 3S:rSS: lip:; SSS IL Islll sssssssss llllllsillllll islilsllliinillinisls jj III IIIPIII iS SS i:@;; Ills lilll iillLIII SSS|S|SSSSrSS :::::::SSi:SS.::SSS lIlB ihiilllildl!!!!! IIH iii'llliiHiiliillililiil lljh pi ||j||j|»|p|||||p| ijlp 1 lliHIInpipllp! !::: Ui iiiHiHiiluiHsiy: lln Ih* mLlllll Sin i(H ::::: :RK:::a ::: rh:: : ill ip 1 ii! Illlii ! sHe illlll jji::jHjjj 1 ::: iiiK™ ij| i|::i[ 1 lir ITgilll.' : h i S i : L 1 1 I" i 1 L" i 1 j 1 j 1 1 : ssi 1 Hi ■sjl Jl -u: S| si :: SI Si 111 SS: i III ip i III III 1 III llljllll IIIPII^ SSS::::: lllillii Isssssli ii nil 111 ii sssHss! SS SS ::•: :: P II sL II ii II IS SS II 1! IS SS :: :: SS SSS IS 'SS y a :: :r :: Si SS3U: lllLlI nil ijU SS SSS SS II III II II IP II pyilii ylssii mi mi SSSSS-I ii" lillsl" :i:r: SSlS" :iill niii sssss :::::: SSSSS ! ii ill- :::r SSSS ill: ii iSS syss ilsl !sh i i W- ll ll- IS |S IS IS y I-* i: :: lllil Ii ill nils lilll SS SI SS Si II 11 llll III ii ill :li III si 111 ii SSS Si III. 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The steam supplied to the engines and the indicated horse-power developed form the steam per hour curve. The steam per indicated horse-power hour curve is calculated from the above curve. 82 M.P.47e-A 361J 1-24 13 8X1014 LOCOMOTIVE PENNSYLVANIA RAILROAD COMPANY Philadelphia, Baltimore St Washington Railroad Company Northern Central Railway Company CLASS__.“y.“? WVT Jersey St Seashore Railroad Company TEST DEPARTMENT BulletinNo, 11 Sheet No. . Tests of a Clase ESsd Locomotive* Al TOOMA PaII— 1—1913 SOPFEBEA-T AND WATER RATE. Test Test Draft Front Indicated \ B.t.u. in I 1 Superheated Dry Coal Superheat No. of Steam per Steam per Per in Designa- Diaphragm Horse Indicated Indicated Indicated Inches of Horse power Horse power Horse poorer Branch tlon Water power Hour Hour .pounds Hour.Potuids Pipe 222 379 381 380 230 3111 120-2CL.F 3.3 746.87 25236 19.91 2.28 118.15 3112 120-30-F 4.4 945.11 24140 18.06 2.37 138.70 3113 160-35-F 7.2 1313.80 22977 17.83 2.25 161.69 3114 160-4 5-F 10.9 1588.20 24130 18>62 3.00 175.07 3115 200-35-F 9.3 1548.90 22247 17.20 2.61 j j 179.26 3137 120-40-F 5.7 1161.4 23536 18.01 2.53 192,56 3109 240-4 5-P^ 13.7 1861.8 24052 18.46 3.06 193,44 3136 200— 20— F 4.6 1129.14 22028 16.74 2.17 195,44 3121 160-30-P 5.9 1193.9 22189 16.96 2.12 199.39 3126 320-20-F 8.0 1624.03 19560 14.91 2.33 207,43 3117 240-2CV-F 6.0 1315.6 2060O 15.68 2,07 208.44 3133 160-50-F 10.6 1691.6 23422 17.79 3,24 211.67 3116 240-35-F 9.9 1724.4 21752 16.55 2,'55 213,96 3134 200-35-F 8.3 1596.1 21303 16,24 2.80 218,04 3142 360-25-F 9.8 1776.96 20411 15.5C 2.H9 220.83 3119 20O-2O~F 7.6 1534.2 19438 14,78 2.10 221,08 3128 320-25-F 9.3 1738.9 19684 15.69 2,36 221.40 3143 360-25-F 10.3 1852.95 20373 15.46 2.94 221 .47 3125 280-35-F 11.3 1858.4 22079 16.71 2.65 226.80 3135 200-35-F 0.0 1574.8 21262 16.09 2,3? 227.37 3122 280-30- F 10.3 1690.5 20546 16.55 2,55 227,38 3127 320-30-F 11m4 1854.7 20903 15.81 3.03 228.29 3124 200-4 5-F 12,3 1820.6 23520 15,77 3.02 232,32 3139 240-4 5-F 12.8 1958.50 22859 17.17 3,05 253.84 Sheet No.?.“10M Table XV. SUPERHEAT AND WATER RATE. The maximum superheat obtained is 253.8 degrees. The table is presented to show the effect of the super- heat upon the coal and water rates. 83 LOCOMOTIVE : CLASS J§?.S.4 PENNSYLVANIA RAILROAD COMPANY 318 Koamsi Cxstsai, EUilwat OoarAjrr Wmt JnusT * SBAsaon JUxlmoab OoxrAar SHEET NO TEST DEPARTMENT Bollatln No, 11 . Altooma, PAjyWhifl? Fig. 38. HEAT SUPPLIED AND CUT-OFF. The heat supplied in the steam increases with the cut-off. This increase is gradual up to 240 revolutions per minute, or 56 miles per hour, after which it is more rapid. 84 Fig. 39. LEAST BACK PRESSURE AND INDICATED HORSE-POWER. At corresponding indicated horse-powers the superheated steam locomotive exhausts with a least back pressure ranging from 42 per cent, to 50 per cent, of the least back pressure of the E2d saturated steam locomotive. 85 J 46. Comparing the curves for the saturated and superheater locomotives, it is seen that the curve representing the least back pressure for the saturated locomotive rises more abruptly as the power is increased. 147. It is also observed that for the same power output the superheated steam locomotive exhausted with a least back pressure ranging from 42.4 per cent, at 700 i.h.p. to 53.1 per cent, at 1400 i.h.p. (the maximum power attained for the saturated E2d locomotive) of the least back pressure obtained from the saturated steam locomotive. 148. A somewhat similar relation was shown between the E6 and E6s locomotives in Bulletin No. 21, Fig. 48. On the plot referred to, the curves are seen to parallel each other more closely, and the least back pressure for the E6s superheated steam loco- motive was considerably less than for the E6 saturated locomotive. 149. The following table is presented to show a comparison between the least back pressure for the E2d and E6 saturated steam locomotives and the E3sd and the E6s superheated steam locomotives. Table Showing Comparison Between the Least Back Pres- sure FOR THE E2d, E3sd, E6 and E6s Locomotives. Indicated Horse- power Developed Least Back Pressure Difference in Pressure Favorable to E3sd Locomotive Least Back Pressure Difference in Pressure Favorable to E6s Locomotive Difference in Pressure between E6s and E3sd Locomotives E2d E3sd E6 E6s 700 3.3 1.4 1.9 0.70 0.70 800 3.8 1.8 2.0 0.70 1.10 900 4.4 2.2 2.2 0.75 1.45 1000 5.2 2.65 2.55 0.80 1.85 1100 6.2 3.2 3.0 0.95 2.25 1200 7.4 3.7 3.7 4.4 1.1 3.3 2.6 1300 8.9 4.3 4.6 4.7 1.4 3.3 2.9 1400 10.6 5.05 5.55 5.3 1.8 3.5 3.25 1500 12.6 5.9 6.7 6.2 2.3 - 3.9 3.6 1600 6.85 7.3 2.9 4.4 3.95 1700 8.0 8.5 3.7 4.8 4.3 1800 9.5 9.9 4.65 5.25 4.85 1900 11.8 5.8 6.0 86 150 . When comparing this data it should be kept in mind that practically no difference exists between the E6 and the'Ebs locomotives, excepting the application of the superheater. While the E3sd locomotive, in addition to having a superheater has cylinders -inches larger in diameter than the cylinders of the E2d, and that the exhaust of the E3sd is furnishing draft for a boiler whose tubes are 9.4 per cent, longer than those of the E6s (see Par. 106). 151. Just what effect this has had on the least back pressure, is hard to discern in this instance. Comparing both classes of locomotives, there is seen the same tendency for their least back pressure to increase as the power output of the locomotive is in- creased, a condition that is reasonably anticipated. 152 . At the same time the large difference existing between the least back pressures for the E3sd and E6s locomotives cannot fail to attract notice. 1 53 . The cylinders are of like dimensions for both locomotives. The E6s locomotive has a larger boiler capacity. 1 54. A study of the designs for the E6s and E3sd locomotive cylinders reveals the most probable reason for the much greater least back pressure of the E3sd locomotive. 155 . The exhaust passages in the E6s locomotive cylinders are direct with long radius bends as shown in Bulletin No. 21, Fig. 9, and their areas are sufficiently large. In the case of the E3sd locomotive (Fig. 8), the exhaust steam in its travel from the valve to the nozzle moves through a passage whose course changes at least four times. In some instances these turns are abrupt rather than of an easy radius similar to that of the bends in the passage of the E6s cylinders. 156 . The design of the E6s locomotive cylinders, pertaining to the steam passages, their course and area, fulfills every re- quirement as shown by the performance of this locomotive No. 89 on the Test Plant. The results obtained from the tests on the E3sd locomotive, make it apparent that we might expect a some- what better performance from this locomotive especially above an i.h.p. of 1500 if new cylinders were substituted with exhaust steam passages similar in design to those in the E6s locomotive cylinders. 157. Fig. 40, in which the least back pressure and the steam per indicated horse-power hour are plotted, indicates that the econ- 87 omy for any given cut-off increases with an increase in least back pressure under these test conditions and within their limits. It must not be assumed that back pressure in itself is advantageous. There is an unavoiadble increase in the back pressure with the increase in the volume of steam passed through the cylinder, but the increase in economy is due entirely to other causes. 158 . This was similarly shown in Bulletin No. 21, Fig. 47 and Par. 120, for the E6s locomotive and in Bulletin No. 18, Fig. 51, for the Pacific type K2sa locomotive. As brought out in the Bulletin for the E6s locomotive, it is “presumably necessary and probably pays to spend in back pressure for draft in proportion to the power and superheat developed, so as to realize the economy which results. Draft. 159. The following Table XVI gives the actual cut-offs ob- tained from the indicator card, the speed in approximate miles per hour and the draft in front of diaphragm in inches of water for each of the tests. Table XVI. Actual Cut-off IN Per Cent. OF Stroke Speed in Miles Per Hour 1 28 37 46 56 65 74 84 Draft in front of diaphragm in inches of water 18.3 CO CO 21.2.. 4.6 8.0 22.8 6.0 1 25.2 4.4 25.7 7 6 25.8 9.3 26.4 5.9 30.8 11.4 31.1 8.0 10.3 31.2 9.8 31.5 7.2 8.3 . 31.6 10.3 32.7 9.3 33.4 9.9 34.4 5.7 11.3 41.1 10 9 41.5 12.3 41.9 12 8 13.7 42.1 42.8... 10.6 1 1 ! 88 Fig. 40. STEAM PER INDICATED HORSE-POWER AND LEAST BACK PRESSURE. The steam supplied to the engines decreases with an increase in the least back pressure for any given cut-off. 89 !60. A glance at the Table referred to shows the effect which may be had upon the draft brought about by the method of opera- ting the locomotive with respect to speed and cut-off. !6I. In Fig. 41 the draft in inches of water in front of dia- phragm is plotted with the speed of the locomotive in miles per hour. Above each point may be seen the actual cut-off in per cent, of stroke, and curves are drawn through the points of approx- imately like cut-off. 1 62. These curves show the draft to increase directly with the speed of the locomotive, and the rate of increase for the drafts at similar cut-offs as the speed increases is approximately the same with the possible exception at the minimum cut-offs. This curve, it is noticeable, does not have such a steep slope as the other three. Coal Rate. 1 63. Fig. 42 shows that the coal rate increased gradually with the indicated horse-power, from 1700 pounds to 5700 pounds per hour. On the same plot is drawn another curve, the ordinates of which were calculated from the curve above. This lower curve shows that the average amount of coal consumed per i.h.p. hour increased gradually as the power of the locomotive increased. The dry coal fired per i.h.p. horn* increased from 2.28 pounds to 3.05 pounds, while the indicated horse-power (column 379, Table XII) increased from minimum to maximum. 164. The dr}^ coal in pounds per i.h.p. hour, and the indicated horse-powers are plotted in Fig. 43. The very gradual increase in the fuel consumption throughout the entire range of power out- put for this locomotive is apparent, and the corresponding rate of fuel consumption indicates a very good grate performance, all of which tends to show that the design of the firebox is well propor- tioned to the boiler requirements. It should be also remembered that the presence of the superheater and arch is responsible to a great extent for the economical fuel consumption of this locomotive. 1 65. Referring to Fig. 44, there is plotted at the lower portion of the diagram, the branch pipe pressure in pounds per square inch and the dry coal fired in pounds per indicated horse-power hour. It is apparent that the coal consumed per i.h.p. horn* increased as 90 LCXIOMOTIVE: rvPE CLASS No.-»5J.8 ML P. 47gC PENNSYLVANIA RAILROAD COMPANY PanjunLPMt^ Baltoiou A WAaniieTOH Railsoad Covaxt N oMtam Caanux Bailwat Comtart W aiT Jaasair A SaABBoaa Bahamas Coxpaht SHEET No..„...?rl9.?® f .©ol-B.. of. a, . ClM.a. jraM.LfiO TEST DEPARTMENT BnlletlnMr> U- Altoona. Fig. 41. DRAFT IN FRONT OF DIAPHRAGM AND SPEED OF LOCOMOTIVE. The draft increases directly with the speed of the locomotive at any given cut-off. 91 M. P. 4»C « » 10« LOCOMOTIVE: TYPE_ 4*4^^? Pennsylvania Railroad company Pbiladblphia. BALTaosa A Wasbdiotox Railboao Coxpamt !«■» -u CLASS No._ _aia._ WasT Jbb«bt a Smashobb Raoboap Coxpabt SHEET No. TEST DEPARTMENT Auxe-cin No., ax Tests 0 f a Class E38d LQopnH ?tlT e. Altoona Pa 11*~] L-1913 m4 JlljP tm' iip lift -:r-H+i- - till S ||r ll ffffffjf ; J.ijj. + ill ijill ^ iff Sm fftff ttfftSf SIS: 1:11 Tf : mt;:; xlpj; k^- Tp : iffi : S .rdr: S' r tH" It*" is 14 lili+ff is lii ;:;iS fl i4 i| ilT|fnti'- St! Ilf Sfffffflffiifflifffiffl ^ syt^S' I Mil f -il r ;|[[i Iff ss rli tffiHHfnTn ml m If"- [rl |SI is lii j|f- m|T iJJJJ tt fflt tul ffllnnTnjHm TM|~ l-H-' -tr- - fe i fpi ii# 4 f ^llUj if t ffff :fff ll tS li 11^ i!|:i M ;;;ip 4f S;:;$ I iH:3 }| 1 :r III m iSp mm ffi Pftnl - : otIi? iP P' SJH ®lT f '-■m ll if • -Hf Ip;: kh 84 If f ill ■ 1 IHtl -Pi i'ii ll:: jiii ' li ■i pul ! il'ilt I '■[1 TTT ii Iipi lii m II ■if tf rS;? ll Fig. 42. COAL PER HOUR AND INDICATED HORSE-POWER. The coal per hour line shows the dry coal fired and the indicated horse-power developed. Below is given the coal per indicated horse-power hour curve calculated from the one above. 92 M. P. 479C LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPE 4>4m2 Philadblfhia, Baltimobb * WBtaiaeTOB Rajxboad Compaxt * - Nobthbbb Cbbtbai. Railwat Cokpabt CLASS No....?4.9. WBeT jBRaaT R Bbasbobb Raiuwad Compart « « ioH SHEET No._J^3J.QQ. TEST DEPARTMENT Bolletin No 11 Altoona. PA._.y-l-l?i3 Fig. 43. DRY COAL FIRED PER INDICATED HORSE-POWER HOUR AND HORSE-POWER. The curve indicates a very gradual increase in fuel consumption throughout the range of power developed. 93 LOCOMOTIVE : TYPH_.Je!4-8_. K. P. <79 C Pennsylvania Railroad Company PBn,AP»i.PHL^ Eu.TDi<«a A WAasraaToa BailbojUi Coxpaxt Kobtb«*» Cxanui. Sah-wat Coicpavt N0._SJL£. WasT Jaierr A SaAABoaa BAOdoAS CoicFAaT J!»L SHEET No — FriiOl TEST DEPARTMENT Bullstla No. 11 Altoona. PA.y!*i"J:®?:? Fig. 44. BRANCH PIPE PRESSURE, SUPERHEAT AND COAL RATE. The superheat increases with the rate of evaporation, and the steam pressure in the branch pipe decreases as the rate of firing is increased. 94 the branch pipe pressure dropped. This increase in coal consump- tion was due to forcing the boiler to a higher rate of evaporation, and thus, since this drop takes place at the higher rates of evapora- tion it would appear that the cause is due either to the long passage for the steam through the superheater units or to some constricted point along its course (see Par. 91). 1 66. The drop in pressure is of importance since there can be no doubt that it materially lessens the maximum power output of the locomotive. Only after we have made some exhaustive tests on superheaters of this type of different lengths of tube and sizes, will we be able to draw a definite conclusion as to what limits we can safely approach in superheater size to minimize the drop in pressure at the branch pipe. 1 67. In the upper portion of this figure is shown the relation between the superheat in the branch pipe in degrees Fahrenheit, and the dry coal fired in pounds per i.h.p. hour. The value of the plot is to illustrate how the coal rate per i.h.p. hour is affected by a variation in the degrees of superheat at a given steam chest pressure. The relation shown is not as good as that shown similarly for the E6s locomotive (Bulletin 21, Fig. 64) or the K2sa locomotive (Bulletin 18, Fig. 59). 168. The points on this diagram are considerably more in- termingled with respect to their corresponding rates of equivalent evaporation per square foot of heating surface printed immedi- ately above. 169. Between the minimum and maximum rates of evapora- tion, namely 8 and 18, eleven lines are drawn at equal intervals, each representative of an evaporation rate which is marked at the end of the line. 170. The degree of superheat ranged from 120 to 230 degrees between the above limits. The former figure, 120 was reached when the equivalent evaporation per square foot of heating sur- face was 8.2 pounds, and the latter or 230 degrees at 18.6 pounds. 371. The conditions under which the locomotive was opera- ted in respect to speed and cut-off are probably largely responsible for the variation of the several points from the lines as drawn. Nevertheless it is seen that the degree of superheat will increase with an increase in the evaporation rate at a fair rate of uniformity. 95 and a variation from the rule can only be explained in the opera- tion of the locomotive under some varying condition. 172. As mentioned in Bulletin No. 18, Par. 143, this diagram brings out the point that the loss in eflSciency, which is naturally expected on such a locomotive when forcing the boiler, is balanced to a great extent by the resulting increased superheat, for in con- sequence of this increased superheat the engines operate at a somewhat better water rate. 96 LOCOMOTIVE PERFORMANCE. Dynamometer Records. 173. The application of a superheater to this Atlantic type locomotive had the effect of increasing the economy of the engines and the power of the locomotive as a unit. This has been em- phasized in paragraphs 9 and 10 in the conclusions of Bulletin No. 21, describing the tests of class E6s Atlantic type locomotive, and in the following discussion comparison is similarly made between the E3sd superheater and E2d saturated steam locomo- tives. The economy in fuel and water, together with the increased power due to the application of a superheater and larger cylinders, is worthy of attention. 174. It is unfortunate that many of the tests made with the E2d locomotive were very short in duration. For this reason we are unable to show elaborate comparisons pertaining to the con- sumption of fuel. However, such facts as are mentioned may be considered representative for this class of locomotive, and serve to bring out some interesting information. 175. It is probable that the future usefulness of this type of locomotive may be increased to a considerable extent, since their conversion to superheater locomotives. With this in mind, the dynamometer records offer an interesting study. By an analysis of the data offered in the following pages, a fair idea may be had of the further possibilities of usefulness of the class E3sd locomo- tive from an operating standpoint, as well as its potency for an increase in power on a track structure limiting increase in wheel loads. Grate Performance and Dynamometer Horse-Power. !76. Table XVII, arranged according to the increase in the dynamometer horse-power developed, may be frequently referred to in the following discussion. It contains the test number, the speed in r.p.m., the nominal cut-off, duration of test in minutes, drawbar pull in pounds, dynamometer horse-power, dry coal per dynamometer horse-power hour in pounds, superheated steam per dynamometer horse-power hour in pounds, B.t.u. in the steam per drawbar horse-power hour and the thermal efficiency of the locomotive in per cent. 97 BL P. 479-A . 8 1 10% 8C1 4-29-lS LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY . . - Philadelphia. Baltimore & Washington Railroad Company type w.saswit. Northern Central Railway Company CLASS 3S5#d..... No..._3XS West Jersey & Seashore Railroad Company SITToi DEPARTMENT Buelltin NO, 11 Sheet No geate of a Claes ISsd Looomotlve ., Altoona. Pa 11- 1-1 918 DRAWBAR HORSE POWER last Test Dura.. Draw Dynamo- Dry Coal Superheated B.t.u.in Thermal No* tion -bar meter per Steam per Steam per Effici- Deaigna-- of Pull or Dynamometer Dynamometer Drawbar ency oi Test in Drawbar Horsepower Horeapower Horsepower Locomo. tion Mins. Pounds Horsepower Hour Hour .Pounds Hoxa* Percent 265 383 384 385 399 3111 120-20-P 120 6678 498*7 3,42 29,82 37815 5.15 3112 120-30-P 120 9516 710.6 3.15 25.09 32076 5,59 3126 S20-20-P 60 4620 920,0 4,11 26,31 34537 4.34 3136 200-20-P 120 7407 921.9 2.66 20.50 26823 6,56 3117 240-20- P 120 6409 957.2 2,85 21.55 28343 6,26 3119 280— 20— P 90 5503 958.9 3.36 23.65 31107 5»31 3137 120-40-F 120 13136 980,9 3,00 21.33 27846 5,82 3121 16(L30-.F 120 10057 1001.4 2,52 20.22 26461 7,08 3113 160-35-P 120 11025 1097,7 2,69 21,34 27526 6,55 3127 320-30-F 60 5951 1185,1 4,74 24,74 32711 3,68 3128 320-25-P 50 5965 1187,8 3,46 22.97 30017 6.04 3143 360U.25-P 30 6316 1190.9 4.57 24,06 31734 3,83 3122 280-30- F 60 7090 1235,4 3.49 21.30 28137 5,11 3115 200-35-P 120 9953 1238.8 3.26 21,61 27853 5,41 3142 360-25-P 30 5676 1271,6 4.04 21,66 28544 4,32 3134 200-.35-P 60 10628 1322.8 3,38 19.59 25708 6,16 3116 240-35- F 90 8965 1336,9 3.28 21.32 28047 5*44 3135 200-35«F 60 10763 1339,6 2,73 18.92 25017 6,39 3114 160-45*F 90 13566 1350,6 3,62 21,89 28379 4,87 isias 280-35-nF 60 8034 1399,9 3.51 22.18 29316 5,08 3133 160-50-P 60 15114 1504.9 3,66 20,06 26352 4.77 3109 240-45-F 60 10274 1534,4 3.72 22,39 29176 4,74 3124 200-45-F 90 12357 1538.0 3,57 21.04 27844 5,00 3139 240-45- F 60 10536 1573,6 3,80 21,37 28358 4,59 Sheet No.„.?:::^.^J?,* j Table XVII. DRAWBAR HORSE-POWER. This locomotive developed a drawbar pull of 5676 pounds at 84 miles per hour, a maximum dynamometer horse-pov/er of 1573.6 at 56 miles per hour and a thermal efficiency ranging from 4.34 to 7.08 per cent. 98 177 . The dynamometer horse-power obtained with the E3sd locqmotive ranged from a minimum of 498.7 to a maximum of 1573.6 horse-power. During the increase in the power of the locomotive, the coal rate per hour per square foot of grate in- creased from 31.19 to 109.27. ! 78 . In Fig. 45, which shows the dynamometer horse-power, boiler efficiency and rates of firing in pounds per square foot of grate, it will be observed that there is a sharp rise in dynamometer horse-power as the rates of firing increase up to about 60 pounds per square foot of grate. At higher rates of combustion the horse-power shows a uniform increase up to a maximum of about 1600. 179 . On the same diagram, the efficiency of the boiler is shown as a straight line. As the power and combustion rates were increased, the boiler efficiency decreased from 77.2 per cent, to 51.3 per cent. 180 . Now, referring to Fig. 46, there is shown graphically the effect of speed upon the combustion rate per dynamometer horse-power hour. As the speed increased to 60 miles per hour the increase in the coal rate was slight, but above this speed the rate of firing increased rapidly. This indicates the E3sd loco- motive to be more economical in burning fuel when running at speeds under 60 m.p.h. The uniformity in the coal rate per dynamometer horse-power up to 60 m.p.h. is characteristic of superheater locomotives, and is not so apparent with the saturated steam locomotive; a typical instance of this is shown for the E6 Atlantic type locomotive. The curve for the E6 locomotive is plotted above on the same figure and it will be observed that at 45 m.p.h. there is an abrupt change in the rate of fuel consump- tion, and it rapidly increases with the increase in the speed. The E2a locomotive, Atlantic type, using saturated steam and fired with a different grade of coal, shows the same tendency, although not to such a marked degree (see Bulletin No. 5). Steam Consumption and Its Relation to Piston Speed. ! 8 1 . The steam consumption per indicated horse-power hour is plotted against the speed of the piston in feet per minute in 99 Fig. 45. DYNAMOMETER HORSE-POWER AND COAL FIRED PER SQUARE FOOT OF GRATE. While the increase in the rate of firing is gradual up to 1200 dynamometer horse-power, it shows a greater degree of uniformity above this horse-power. The boiler efficiency decreases directly with an increase in the rate of combustion. 100 M. P. <7B C t 1 Itii LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TVPP - £ PhJUIDBLPBU, BAi-TOiOBI A Washustob Bailboad Comtajit 'Kl fi Nobtbuji Cmtbai. Bailwat Coxpabt CLASS No...—”.*:. Wi»T Jbbut A Siabbobb Baiuu>ad Cobtabt TEST DEPARTMENT Bulletin NO. H ... SHEET No. .f .9.8.t8 .O.f...A ..Glaaa ..BS.ad .Lo.coinQtlTA^ Altoona. Pa .11~1~ 1913 m 1 w w i m m m 1 m 1 I B m m m m ffl s i:5 w Hpi I® it II p p p jmoiy *HHHh m uu: t*ii* :kb: **i*i n HHI iiii Ha* r HHimi aiHiil^ aaiiiiJii: ii in M m t •ii II! m Felill eIII-; Bin :::ss r' ':'Hai‘*** Iflil il ill : RBBBBBBR B:se.R::. i iaaaa iaria. bbb'br: bbbbtbrr iU :ii: iihiLai :: : :cS Ipjll ‘Tf ip“ im ii w HjjillH Ivljlj Ipl aa iiiii iFlIIII-pl BE [ffPf iii! aai HHliEil y:: r: Hriarill 11-111 1 il K lie* mijiP n llr all 'n iiii III III HHIIHI i iiiii iili Iili Hill |;r rr r*: iiaiias i iii iiii :r: :br RR3 L ijiHa^aa ^B, nniPinjMii S iHi illii ::»3 ::::: 111 illiiiij ii; m p i" Hi HI iiiiiiiii 1 IIII 1, i HHi ij yilrnii jili HIH nii *111 isl r laalHiillba' infill II ; w iHi ii i: ml ii iii. i a ifli !»i *s:: eeeeeeeep i *iiji L :i:n aai iiiii : ::: iiUiaiii "gii iiii iiii i la i»»iiaiiia aa.**** ai*iia«*arii a* :: s: :: H :k:: IB iiij :a: :: ii*i ueei eeee IlF jlHIHii iiirh i-aar iiii* aii ::a: kb: eeee: »::: a ■ :r : r: 11 i & r-R iilllHHI isRi f iii iSSSl r alOOIrmi'p ill IIII- Hha HI lilli li •idi iHI iHli mil 1 •Si ’ll yf m i:*i KJI a : liir i aii Ilf ‘HBeei::: Bseee: i : :::: : i *ii:i i all iiii iiai ::::: IHII iL an : r: ii"iii iTii ii iaii Hii: IHil IHI 11 ! aaiiii* iiii ia iliiOLiaHHij IHli! i im W B r+ri ^ mi III llele m iii ::i iii iIiiih ii iiii HHI ii::: i-Hii jy-sFi-y ::rb:::r aiiiiiia :::: :::: iaii i'ai RR aai L Haiaiaiiaai- : bbbbbr:: rbb*:::. 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DRY COAL PER DYNAMOMETER HORSE-POWER HOUR AND SPEED OF LOCOMOTIVE. The greater uniformity in the coal rate per dynamometer horse-power hour is characteristic of the superheated steam locomotive. 101 Fig. 47. This diagram contains a number of curves representing similarly other classes of locomotives that have been on the Test Plant. These locomotives have all been previously reported and BLniu, BArmou A WAcm>«T Baelboad Comtamt NoBnBBX CUTHAl. BaILWAT CoarAMT Waax Jbbait * Sbaabou Bailmad Coktaiit SHEET No.._..lPrJl.l.0.$ TEST DEPARTMENT Bulletin No.. Altoona. Pa..* 11-1-1913 Fig. 48. STEAM PER INDICATED HORSE-POWER HOUR AND CUT-OFF. This figure is used in calculating the maximum drawbar pull. The “X” on each speed line indicates the critical cut-off for that speed. iOo LOCOMOTIVE : TYPE_..i-fcr*L._. CLASS No..;51Ji. M. P. 47«C Pennsylvania Railroad Company NoBTMan CtanAj . Railwat Coxtaht Wmt Jnurr t Bsaabobs Bailboad Cokpaxt SHEET No — JErrU,.0.7 TEST DEPARTMENT Btaistin. No. IX Altoona. PA.Jl.lr!lr.I913 Fig. 49. INDICATED HORSE-POWER AND CUT-OFF. This figure, together with Fig. 48, is used in calculating the maximum drawbar pull. The " X " on each speed line indicates the critical cut-off for that speed. 106 LCXIOMOTIVE: PENNSYLVANIA RAILROAD COMPANY PnUlDSLTRIA, BAl.TniOBB A WARHlHeTOa Raiuioad ConrAJfT ' Tm”’^ <«1 a NoBTHIBB CBMTBAI. Ri.II.WAT COWABT CCAStS No. ..?."?!. Wbrt Jbbsbt A Bbaabobb Baii.boai> Coctabt _ TEST DEPARTMENT SHEET No .TsfttB Of ..a..OlJuiis. .B3sd...li0<>.0BiotiiTft.. Bolletln No XI Altoona. PaJUIL-I-ISIS Fig. 50. DRAWBAR PULL AND SPEED OF LOCOMOTIVE. This diagram shows the actual and calculated drawbar pull at speeds from 28 to 84 miles per hour- 107 TABLE XVIII. Atlantic Type Locomotive, Class E3sd, No. 318. Speed in Cut-off in Per Cent, of Stroke Steam per i.h.p.hour Pounds Maxi- mum Cylinder Horse Power Total Steam Per Hour Pounds Average Machine Friction in d.h.p. Poimds Estimat- ed Maxi- mum Drawbar Pull Pounds Actual Maxi- mum Drawbar PuU Pounds r.p.m. m.p.h. 1 2 3 1 4 5 6 7 8 9 160 37.34 45.8 1 19.22 ^ ! 1770 34019 1 2105 15235 16300 200 46.68 44.6 18.001 1890 34020 1 2103 12642 13300 240 56.02 43.4 17.35 1965 340921 2438 10613 10700 280 65.35 41.0 16.90 2015 34053 I 2848 1 9022 8500 320 74.69 36.0 16.22 2100 34020 3222 8003 6900 195. The maximum evaporation of this locomotive was approximately 34,000 pounds of water per hour, which was maintained for one hour’s nm, as shown in test 3139, Table XIII. 196. Referring to Figs. 48 and 49, the critical cut-off is desig- nated by a cross-mark on each of the several curves. The prod- uct of the steam consumption (Fig. 48) and the indicated horse- power (Fig. 49) for each critical cut-off will approximate 34,000 pounds (the maximum steam capacity) shown in column 6 of Table XVIII. The figures under columns 3, 4 and 5 were like- wise obtained from Figs. 48 and 49. 197. Figures under column 7 represent the average frictional drawbar pull in pounds, assumed as the average for the whole series of tests given in Table XIX, column 397. This frictional loss amounts to 2541 pounds. Column 8, the estimated maximum drawbar pull in pounds for each speed, is obtained by the formula: WX375 S Where P = maximum drawbar pull in pounds. W = maximum indicated horse-power. S == speed in miles per hour. F = average frictional drawbar pull. 108 198 . Fig. 51 is presented to illustrate graphically the draw- bar pull throughout the speed range of this locomotive. There is also plotted on this sheet the maximum drawbar pull for the E2d saturated locomotive. This saturated steam locomotive has cylinders 20^ inches by 26 inches. Thus the E3sd and E2d are similar in nearly every respect with the exception that the E3sd is equipped with a superheater, an arch and larger cylinders, which account for its increased drawbar pull. 199 . An analysis of the plot shows that by adding a super- heater and larger cylinders to this E2d locomotive we have in- creased its drawbar pull approximately 38.8 per cent, at 50 miles per hour and 14.4 per cent, at a speed of 20 miles per hour above the drawbar pull obtained for the E2d locomotive. The curve for the drawbar pull of the E2d locomotive is representative of this type and class of saturated steam locomotive. 109 M. P. <79 C LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TV»r A ji n Phiuldupbli, B^moRV & Washirston Railsoad Coxpaxt ' — ftasftwA — Nobth»hn Czntral Bailwat Coufart CLASS....^^.0id-. No.-.?’!'8 Wmt Jsbaxt A Ssashobz Bailaoad Coxtaxt , TEST DEPARTMENT SHEET No._P-llQSf .... Bullatla Altoona, Pa AI ^I-I^IS Fig. 51. DRAWBAR PULL AND LOCOMOTIVE SPEED. . His diagram sMows drawbar pulls for the E2d saturated steam locomotive as cornpared with the increased drawbar pulls obtained from the E3sd superheated steam locomotive no Steam Consumption per Dynamometer Horse-Power Hour. 200 . Fig. 52 shows the steam consumption per dynamometer horse-power hour, plotted with the speed in miles per hour, and shows the gradual increase in steam consumption as the speed of the locomotive is increased. The points all lie in a zone area as in the case of the E6s locomotive, shown in Fig. 66, Bulletin No. 21. The various points are marked according to their respective cut-offs. It may be observed that there is no definite relation between speed and cut-off. 201. Above on the same diagram is also graphically pre- sented the steam consumption in pounds per dynamometer horse-power hour at various speeds for the E2d saturated steam locomotive. 202 . The saving in the water rate per dynamometer horse- power hour for the superheater locomotive above that of the saturated steam locomotive is 34 per cent, at speeds ranging from 30 to 55 miles per hour. Least Back Pressure. 203 . The rapid increase in back pressure for the E3sd loco- motive as the dynamometer horse-power is increased is shown in Fig. 53, varying from 1.7 to 12.7 pounds. The relation is very similar to that shown between the least back pressure and the indicated horse-power presented graphically in Fig. 39 of this Bulletin. 204 . A comparison with the curve above on this diagram (Fig. 53) representing the E2d saturated steam locomotive simi- larly shows the greater increase in the least back pressure for the locomotive using saturated steam as its dynamometer horse-power is increased. 205. In this instance it will be observed that the increase in least back pressure for the E2d saturated steam locomotive ranges from 79 per cent, at 500 d.h.p. to 82 per cent, at 1150 d.h.p. above that obtained from the superheated steam locomotive. Ill LOCOMOTIVE ; TYPE 4-^2 CLASS. ESsd M. P. 479C Pennsylvania Railroad Company PaiLAOCLFaiA, BaI^TOIOBI a WASHnSTOH Railboad Comfaxt __ _ Nobtbbbjt Cbhtbai. BaIlwat Cobfabt No. Wbst Jbbsbt a Sbaihobb Railboad CoarAHT SHEET No. S-IUO. TEST DEPARTMENT Bulletin No. Altoona. Pa. U-M919 Fig. 52. WATER RATE PER DYNAMOMETER HORSE-POWER HOUR AND SPEED. The use of superheated steam on this E3sd locomotive effects a saving of 34 per cent, in steam for speeds ranging from 30 to 55 miles per hour. 112 M. P. <79 C 8 I 10« LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TVB«r Phii.u>*iphia, Bax.tixorc a WABHWaTOM Raiuboad Compajit Nobthbbn Cbbtbal Railway Cobpabt CL.ASS S30& No. 3X9 Wb«t Jbbsit a Bbabbobb Railboad Coxpamt _ TEST DEPARTMENT BullOtln NO. SHEET No T^sts Of a Class E5sd LooamotiTe Altoona. Pa 11-1-1913 llfj 1 1 1 1 1 1 1 1 ±■.1, T-ri m 1 1^ I 1 1 1 Isr 1 . i ' ! ffTlTI ilLI itfi EiOl -si - -I-; TTHTTF] i 1 1 ill 1 ± : i : ill m il. L 1 1 1 1 1 1 m teiPa.!: 1 fc- "!• ft r. I ’ : • — f-r- P 'T1 § il If g 1 1 If j-l lift ;lp|; [III ilB mo lip! ESEESe eMeM 111 is isM mmiH s II ijl! w Pi ft." E:S : . SSKS8 MMM ii! EE Iss: ftj- W; iiffl [: -jj-H- j: : iJ i !i»S HHiHii i’EIKii HH: Sf ■ £ h- S ■' i:::: 9 EEEE :::: :ll is::::::: ' {t|- " .Txr it IE 1 1 ] mm ; S ri [T 9 il Ill EEEEEE EEHEE EISEEE MH! isii EEE EE he: EEC’EE EEEE ill iiil i 1 1 mm 1 OlO WM fJll . she; iiii EBt: 1 li ■iljf!; [-ft 3± ::::::: T f ■ ^ lii M isi: :::: :::• Hi iiiHii: iiii m ftft; j-i illj Il J ftS i| ij. ' ftjj ii iiiii iiil ill ftp II 11 il Illll mi till 111! »Hi:Ei: U1 Hi EEHE !HH m MM /‘i iiiH 1 li PF y| ; . . i . 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EEtES: ERE llllllil If i?5;i p 1 llip H'M 'REE 1 s E i yi EH EH Hli ui iiii ililll mf il ■I'S 'IH iSli mmii !■[! iiir 1 lilllsKs {Hii ii mil ii“.:H •*:« IIII 8 j!i8 pi II III Mill i Bjl 1 1 Ijiiff Ir M m IH! 1 im II pp mi dll 1 Jlli idH m ftSP Iii ij II :] i; ®F II I 1 Ij 1 mm 4 L Hi 1 1 [111 !H|i H'e iillil ill HH 0.111101 IF lill ftft t ft S.ii iii i i' SEES EEEE'' .{ii tm nTRi Trtttt-ttr Hs H i? ttljlH :::: tsis I 1 ■ Ml i : ! yyiiH^ Wi iiii aij ilii HH ll'M lilli 001 iHii mo iHiii lii iiiiii^ lillH-lill iiiiiiIp ::i:i: si: 1 im n 1 •! i.*i 1 i H**i •*11111h III HI Iiiii" m i 1 J ftfl ftj 1 iHi 4 jffl irri' Si Jj: I I : : : iff HE 5-- ftp -- * Yiftfc If MESKESS: SSSK Hhe*e 3t tH ^ rr ft .I ^ ft ft 1;^ ■ 'ft mm Sf tH- P HEEEKEE :: : ; : •*ii:HH ftft 'ft li I d; fti-rfu If f Tf : fei] J44:4ifiiU .jsg Mi:! ’iiUHiii i::::: :i:: H E s iiiii* Sft ft ' ' -T ■■fill- ftjft il!!l iHHiilll in n '* Siljf- 1 ii S I ly il iii mnn I r ■ ftf ft ^ ::::i 1 111 h • >” ‘"IH ti Ksl “ II IIIL ii ii|! l|i ■ EEEHE II Iii ii 1 Oil, t: Hi i: 1 1^1 1 i iiilL Iiii “iiiii. llli, Hiiir lim ill™ plji 1 if il 1 :: y 1 i: Hi: ii llli ij,.liir iUf iL lill- mii lliltil pees: I : sliy i .1111 w HiiHigii i.SHi1il|! Ifillil ill* lill il IJlllHi sehr:*: lillllU p HEi::: hse::::i iH il lOH iMi il Illll II 1110 00*1 He’s #1 11 11 II EE 1 HJ : : i-i P"! id Pi Iiiii iiiis JIO Illll* PIP'" Hill If fit it n 4 1 -U- 1 pl]i! II il ill m i Pii HI li iiiii imfillii IS f 1 ir sPlHP it. 1 iifilii Piij |;i ;|i illll; ■ m iii n i m 1 1 «ii III lillHl liiiiiiii H li f8 Fig. 53. LEAST BACK PRESSURE AND DYNAMOMETER HORSE-POWER. This diagram shows the greater increase in the least back pressure of an E2d locomotive using saturated steam, compared with the E3sd superheated steam locomotive throughout the entire range of dynamometer horse-power. 113 Machine Friction. 206 . Under the heading “Machine Friction,” there is given in Table XIX, together with the test number and test designation, the machine friction expressed in terms of horse-power, mean effective pressure in pounds per square inch, drawbar pull in pounds, steam to engines in pounds per hour, dry coal fired in pounds per hour and the machine efficiency in per cent. The table is arranged in order acco-ding to speed and cut-off. The cut-off at each speed is increased throughout each range of speed. 207 . The machine friction causes approximately 3000 pounds loss in drawbar pull when at the lower speeds, but as the speed increases, it decreases to a minimum loss of 1665 pounds at 46.68 miles per hour, and as the speed increases from this point to 74.7 miles per hour the machine friction loss also increases to approxi- mately 3300 pounds. The tests at 84 miles per hour were run for a period of only 30 minutes and it is noticeable that the machine friction dropped to 2600 pounds. It is questionable whether 2600 pounds may be considered representative at 84 m.p.h. on account of the short duration of the tests. Efficiency of Locomotive. 208 . In Fig. 54 is presented graphically the relation between machine efficiency and the speed of the locomotive in miles per hour. To furnish a more comprehensive idea of the performance of the locomotive in respect to this particular feature, curves representing the Hannover Compound, the class K29, K2sa, E6s, E6 and E2a locomotives are given. 209 . It is characteristic of this locomotive as of the other locomotives shown, that the machine efficiency decreases as the speed of the locomotive increases. The machine efficiency was 85 per cent, at 35 m.p.h. and decreased to 67 per cent, at 85 miles per hour. 210 . Between the speeds of 30 and 35 miles per hour, the machine efficiency of the E3sd is greater than that of the E6s, while at greater speeds the efficiency of the former falls below that of the E6s locomotive. 211. The thermal efficiency based on the fuel fired, is shown graphically in the lower portion of this diagram. It is seen that the thermal efficiency of this locomotive is slightly below that of M. F, 478-A ■ 3G1 4-28-12 LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY T Philadelphia. Baltimore & Washington Railroad Company * Northern Central Railway Company CLASS No .V.X.fi!..* West Jersey & Seashore Railroad Company TEST DEPARTMENT Bulletin NO Sheet Teete of a Cli^.W Altoona. PA..llrlrl?.13 MACRINE ?RICTION Test Test Dura- Uachine Friction in Machine No. tion Horse [Mean Effective Draw- Steam to Dry Coal Effici- Deslgna- of Pressure Pcunde bar Fhgines Fired per Test Per Square Pull Pounds Hour ency tlon Mine. Power Inch Pounds Per Hour in Pounds Percent 396 396 397 398 3111 120«20-P 120 248.2 20,84 3324 7401 ;3 848.8 66.77 3112 120«30-P 120 234.5 19.74 3140 5883.6 738.7 75,19 3137 120-40-P 120 180.5 15.20 2417 3850.1 541,5 84,46 3121 160~30-P 120 192.5 12,16 1933 3892,4 451,0 83,88 3113 160-35-F 120 216.1 13.65 2170 4611.6 581,3 83.55 3114 160-45-P 90 237.6 15.00 2386 5201.1 860,1 85.04 3133 160-50-P 60 192.2 12,14 1930 3855,5 703,5 88.67 3136 200-20-P 120 207,2 10.47 1665 4247.6 551,2* 81,65 3115 200-35-.P 120 310.1 15,66 2492 6670.3 1010,9 79.98 3134 200-36-P 60 273,3 13,81 2196 5353.9 923,8 82,88 3135 200-35-P 60 235*2 11,88 1890 4449.9 642.1 85.06 3124 200-45-P 90 262,6 14,28 2271 5945,9 1008,9 64,48 3117 240-20- P 120 358.4 15,09 2400 7723.5 1021,4 72,76 3116 240-35-P 90 385,5 16,23 2581 8218.9 1264,4 77,64 3109 240-45-F 60 327.4 13.78 2192 7330,5 1219.9 82,41 3139 240-45-P 60 384.9 16.20 2581 8235.9 1464.5 80.35 3119 280-20-P 90 575.3 20,76 3302 13605,8 1933.0 62.50 3122 280-30-F 60 456.1 16.42 2612 9693,6 1588,3 73.03 3125 280-35-? 60 468,5 16,54 2631 9711.0 1609.3 75,33 3126 320-20-.? 60 704.0 22.23 3535 18522,2 2893,4 56,65 3128 320-25-.? 60 551.1 17.40 2768 12603.7 1906.8 68,31 3127 320-30-P 60 669,6 21,14 3363 16565,9 3173,9 63,90 3142 360-25-F 30 505,4 14.18 2256 10946,9 2041.8 71.56 3143 360-25-P 30 662.1 IB. 58 2956 15930,1 3025.8 64.27 Sheet No. Table XIX. MACHINE FRICTION. The locomotive friction in terms of drawbar pull in pounds averages 2541 pounds for the tests on this locomotive. 115 LOCOMOTIVE i TYPE.....4rf!fcf2.... CLASS ..JlSttl. M. P. 479 C Pennsylvania Railroad Company PBUjlDSLfRIA, Baltixobi A Wabhdiotoh Railboad Cokpakt Nobtbibn Cihtbai. Rah-wat Cokpaht NO...JSI.61 Wbst Jbbbbt a Bbashobb Raiijk>ai) Coxpamt TEST DEPARTMENT Bulletin No. .11 SHEET No Pr?llX9. ..a Qlass Altoona. Pa..11-.1-191? Fig. 54. LOCOMOTIVE AND MACHINE EFFICIENCY AT VARIOUS SPEEDS. The machine efficiency for this locomotive compares favorably with that of the other Atlantic type class E locomotives. The locomotive efficiency equals that of the E6s locomotive at speeds between 42 and 50 miles per hour. 116 the E6s locomotive, except at speeds ranging from 42 to 50 miles per hour, when the efficiency of each is practically equal. 212 . The advantages offered by the addition of a super- heater and arch, are shown when comparing the curves for the E3sd and E2a locomotives. As mentioned previously, the E2a locomotive used saturated steam in smaller cylinders and did not have an arch, otherwise it was similar in construction aside from valves and valve gear. 213 . The study of these ciu*ves points out strongly the ad- vantage of using a high degree of superheat in locomotive opera- tion. * Superheat and Thermae Efficiency. 214 . Fig. 55 is furnished to show just what effect, if any, the use of varying degrees of superheat supplied to the cyUnders of a locomotive of this class, had upon its thermal efficiency. 215. In the upper portion of the diagram is plotted the de- grees of superheat in the branch pipe. In the lower portion of the diagram is similarly plotted the degree of superheat in the exhaust. The area intervening between the two curves repre- sents the amount of heat utilized by the locomotive. As shown before in Bulletins Nos. 21 and 18, these curves have a tendency to parallel each other. The difference between the superheat in the live and exhaust steam is nearly constant. From an analysis of the data it appears that whenever there is an increase in the superheat in the branch pipe, there is a corresponding increase in the exhaust superheat, and further, the conditions under which the tests are run have a marked influence on the thermal effi- ciency, more so, in fact, than the temperature of the superheated steam admitted to the cylinders. 216 . Above the various points representing branch pipe steam temperatures are printed the corresponding rates of equiv- alent evaporation per hour in pounds. At the maximum rate or 46,078 pounds per horn, the thermal efficiency was 4.59 per cent, while the highest efficiency or 7.08 per cent, was attained when the evaporation rate reached but 27,349 poimds per hour. CoAE AND Water Saving. 217. A previous discussion of the economy effected in the consumption of fuel and water through no other change than the apphcation of a superheater to a locomotive, was presented 117 LOCOMOTIVE ; TYFE....!^4r:2 - £36d 318 .T^UU M. P. ‘*79 C PENNSYLVANIA RAILROAD COMPANY PH IL A P gL T HIA, B^TtMORI A WAgBtRGTOH RaIPBOAP CoKPAlfT Nobtribh Ckbtbal Railwat Cohpabt West Jbbsbt A Sbasbobb Raiuioad Cohpabt — TEST DEPARTMENT Bulletin No. 11 Fig. 55. SUPERHEAT AND THERMAL EFFICIENCY OF LOCOMOTIVE. The therma' efficiency increases as the superheat decreases. 118 in Bulletin No. 21, pages 143 to 147 inclusive, “Tests of a class E6s Passenger Locomotive,” of the Atlantic Type. 218 . The comparison was made between an E6 Atlantic type simple saturated steam locomotive and an E6s locomotive similar in every way with the exception that it contained a Schmidt superheater. The text referred to states the saving to be obtained through the use of the superheater as follows : (а) The saving in water of 28 per cent, at the full load of the E6 locomotive. (б) A saving in fuel of 30 per cent, assuming the normal full load of the E6 locomotive to be 1200 horse- power. (c) Thus, the capacity of the E6s locomotive was in- creased approximately 30 per cent, above that of the E6 saturated steam locomotive through the application of the superheater. 219 . We are now able to make a similar comparison, but under more ideal conditions, between the E3sd and E2d At- lantic type simple locomotive. 220 . When the E6 saturated steam locomotive was modified to use superheated steam, the same cylinder dimensions were re- tained, as were originally used for saturated steam. A just com- parison illustrating the full advantage to be obtained by super- heating was impossible for that reason. Theoretically it was apparent that to derive the greatest benefit from the use of super- heated steam the diameter of the cylinders should have been increased. This fact was brought out in the tests of the E6s superheated steam locomotive (Bulletin No. 21, Par. 12 of Con- clusions). 221. The E2d locomotive, as originally designed for satu- rated steam, had cylinders 20J inches in diameter. The E3d locomotive to which a superheater was applied has a diameter of cylinder of 22 inches. This enlargement of the steam cylinders has been instrumental in producing an economy in the water and fuel rate with the use of superheated steam which is remarkable. 222 . Both locomotives were hand-fired. As previously mentioned the only differences existing between the E2d and E3sd locomotives were, that the latter had a superheater, an arch and a larger cylinder diameter. 119 223 . In order to present more dearly an idea of the saving in steam obtained from the E3sd superheated steam locomotive, three curves are shown in Fig. 56. These illustrate the weight of steam used per dynamometer horse-power hotu by the super- heated steam locomotive, the saturated steam locomotive and the saving in per cent, by using superheated steam. 224 . The saving in steam is seen to increase rapidly with the increase in power. The economy ranges from 6 per cent, at 500 d.h.p to 31 per cent, at 1150 d.h.p., the maximum power of the E2d saturated steam locomotive. 225 . As mentioned previously in this Bulletin we are unable to plot comparative curves showing the saving in fuel based on the dynamometer horse-power output of the E2d and E3sd loco- motives. This is due to the fact that the majority of tests per- taining to the locomotive performance of the E2d saturated steam locomotive were of such short duration as to make their fuel rates unreliable as a basis of comparison. 226 . However, a test made on the E2d saturated steam locomotive, of an horn’s duration, may be offered to give some idea of the fuel economy to be obtained from the E3sd locomotive when compared with the E2d at its maximum power output. This test was run at 200 r.p.m. with a full throttle and 30 per cent, cut-off. The dynamometer horse-power developed was 1044.3. The fuel consumption per d.h.p. horn* reached 5.37 pounds. A test at the same speed with full throttle and 35 per cent, cut-off was made on the E3sd locomotive for a like period. The dynamometer horse-power obtained was 1339.6, and the fuel consumption per d.h.p. was 2.73 pounds. There is thus a saving of 48.4 per cent, in fuel. 227 . At 120 r.p.m. and 30 per cent, cut-off a two hour test on the E2d saturated locomotive with a full throttle was made. The fuel consumption was 3.46 pounds per d.h.p. hour. A similar test on the E3sd locomotive required a fuel consumption of 3.15 pounds per d.h.p. hour, thus a saving in fuel of approxiihately 10 per cent, was effected at a low power test. 228 . Thus, we may state that the .saving in fuel for the E3sd superheater locomotive increases with the power output from 10 per cent, at 710 d.h.p. to 48.4 per cent, at 1340 d.h.p. 120 M. P. 479 C « 1 lOH LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY ____ PHII.ADSLPB1A, BaLTIXOKK A WASillBaTON Baiuioao COXTAirr NoBTBtBM CUTBAL BaILWAT CoKPABT CLASS ..£«d8(l No .Si.D. Wbut Jbbskt A Hiapbobb Raiuioad Compamt ” ~ TEST DEPARTMENT BtllletlnNO 11 SHEET No.„„£rrlJLlP ..T.estB of . a .Cla.88 . E3,8.d X.OC.Q Altoona. Pa tl ii IB fiii^ Iii If^i- IIP lift ;±ffl ■ W-Wi 1 _ _ jiii. ' ®- 1 ' If i ffa. nil " 1 Tti fl; iii [Ij ffiii j: #-)j3f ■il itll pill :|m If siMil itl'lnilllll}' ill tl feii Mj ii| : : jji ji; jJ:t j; Ijj: tH j tt : T-jMiT-ilfTfji ■ fiiltm iiftl . jjl {|iit;3p |jj. fii! t-f If- ■7- fl-f ftTiT Tf -r H-H th" -f--r -i Tl i» :::p±||f j ^ • 3.4: pf ' ^ ItHRIIKi rbj tit tl# 11' T T- . t ■ m U jlJ;i j.H:f ijj ]m j njlHf | jS :i TpC 'wS' SI iiii iii !; ^ Mwftf 1 ffi . i ■ ^ ^ ^ - tftfl ±S' ;■ ^ mf Trf ■ ; ' -iih • i ' # ■ tT l-lif flit 1 ' ■■ H 1 # nir ■ ' iiili if ' t!f iiiiiiii t S' tS tS ' T]' ' : 1 1 : ■ t |t ■ :i f| H t H. • 44 ^ ^ jgiii 1 - - iiiil fiii:: fr ■' ii ffl 1 ' j' ■ : : ■ ti I! j+t f -W vW iri 1 f T ' uf f 1 tt lU :i II Ife llli iiilil Mmiyftif iti Pil pf TiPPpiffitf nil 1 1 ffl Its tl llfi pi ilii ffiiiiltt iliMiUjlifik 111 ^ T T 1 uMl iff i in ifil t fKB" ■: |j; r T’f ■III ‘ . 1 ||| i||' 01 r iff iff Ifl m Hl'f 1 II il U it 'In# 3 if] t III j] - yifi |fi m : || i i 1^ ^ t ^ * MS iiiii -fill i| i'tiflltiiii .;irSife|Mi;i;' ililLh . Lijr iiLl f‘ ; '.^j-niiA. .1 ir it- i I ill il ill iii: : It t f ttfil N f fllfili; :i : iltfl ft|fi|iiiM|i lllllllp 8'i^ IHII ■tjlufrin Tit if -lipifl Iii i i^tt- trir [tfl- IM TH ai fit 1-11 Iff . j: . 1 . 3T U 13: 3 .U- if iPI mm ijlpll lit T -ft j^B i|Ml j iiU Ii i]rT|hii .; ijj- i |3 : ■ \ i|t 3 1 fit Iftj jit 1ft % t [KH 1 i ^:4!i |r^ ’:!] ji Pil ipFlIP 1:1*11 iillf ■ii|H ii w Itk ' 'lit- irtS tf :f U # Tfi itf'i iiiiii|i;ai||i:±iii|y t'lB lit liiiii ipiiiiii ■iifiitiiitf i-^ r J 1 j. jX .h * . X. TJ CL T 1 t J ^ iliiiiPi ' • *H n |-l- \ H". t -t T- I r • • ^ XT iii: i SiPTl iHilitkSi lii|lM|^||l}tSii i 3lf 1 [TfiHftiii TT -tr T j:; [i fliiilip pS p 3F lit# iiiiilEiali iUm 'tptii ''ft m j i/ liiSilpsiii wlP¥ km Bill ii tt' # NTmTii M iiiiii ill |||Tiijfai;l liiilis ■n iMiiiiiiil Ki^i! Fig. 56. STEAM PER DYNAMOMETER HORSE-POWER HOUR AND DYNAMOMETER HORSE-POWER The economy in steam obtained by superheating increases rapidly with the increase in power. 121 229. Assuming the normal full load of the E2d, saturated steam locomotive, to approximate 1000 d.h.p. it is seen that the application of a superheater has increased the power capacity of the E3sd locomotive to 1550 d.h.p. or 55 per cent. Thus the superheater is a considerable factor in the designing of a locomo- tive for high power. 230. Therefore, the conclusions may be conservatively drawn that the superheated steam locomotive, class E3sd, will effect a saving in fuel of approximately 48 per cent, and a saving in water of 31 per cent., based on the consumption of the E2d saturated steam locomotive at its maximum capacity. 23 ! . The application of a superheater increased the maximum capacity of the E6s superheated steam locomotive 30 per cent, over the E6 saturated steam locomotive (Bulletin No. 21, Par. 178). In the case of the E3sd locomotive the increase was 55 per cent, or more. The greater increase in dynamometer horse-power is no doubt largely due to the fact of an increase in the diameter of the cylinders on the E3sd superheater locomotive, as com- pared with the E2d saturated steam locomotive. 232. It may be safely stated that the tonnage rating of the E3sd superheater locomotive may be increased 30 per cent, above that of the E2d saturated steam locomotive, when low speeds approximating 28 m.p.h. and the starting of trains are not factors of prime importance. There seems no question but what the increased economy in fuel and water of the locomotive justifies this increase in the tonnage rating. 233. Referring to Fig. 51 it is also observed that much higher speeds may be maintained with the E3sd superheated steam locomotive than with the E2d saturated steam locomotive when hauling trains of hke tonnage. 122 CONCLUSIONS. Boiler. 1 . It is apparent from a study of these tests that the boiler design of this locomotive has fulfilled the necessary requirements. The very favorable grate performance obtained indicates a well proportioned firebox and a proper supply of air. Data has also been presented which indicate that the 2-inch tubes (180 inches long) are of the most advantageous length to absorb heat without impairing either the combustion or evaporation rates (Par. 109). 2 . The brick arch plays an important part in reducing the amount of smoke. It enables a considerable portion of it to be burned (Par. 57). 3 . As the maximum combustion rate in ordinary road ser- vice would not greatly exceed 5000 pounds of coal per hour, the application of a stoker to the firebox of this locomotive would not seem warranted. 4 . The ashpan air inlets of the locomotive have an area equal to 12 per cent, of the grate, and the indications are that this open- ing is not sufficient. In the case of the E6s locomotive, an area of 14 per cent, was found large enough (Bulletin No. 21, Par. 31). Locomotive. 5. The use of highly superheated steam at 205 pounds boiler pressure, brought about an economy in steam of approximately 34 per cent. (Par. 138), and the superheater together with an arch show a saving in coal increasing from 10 to 48 per cent., with the power output. Characteristic of superheater locomotives the tendency is to keep the coal consumption per dynamometer horse- power hour under 4 pounds. This locomotive is most economical in fuel consumption when running at speeds under 60 m.p.h, (Fig. 46). 123 6. Comparing the water rate for this E3sd locomotive with other locomotives tested on the Plant, we find that this simple locomotive with its large cylinders and highly superheated steam outstrips all other locomotives at piston speeds up to 1400 feet per minute, with the exception of the Hannover Compound using a medium degree of superheat. At piston speeds above 1400 feet per minute its performance is not quite equal to that of the K2sa simple superheated steam locomotive of the Pacific type (Fig. 47). 7 . A comparison with the E2d saturated steam locomotive shows that the superheated steam locomotive exhausts with less than half the least back pressure of the saturated steam locomotive (Par. 147). 8. A comparison of the least back pressure for the E3sd and E6s superheater locomotives shows a greater back pressure for the E3sd locomotive. This is probably due to the design of the ex- haust passage in the cylinders of the E3sd locomotive (Pars. 152 to 155). 9. The maximum capacity of the boiler is reached at a speed of 38.5 miles per hour and a cut-off of 50 per cent. The drawbar pull is then 15,000 pounds. To exceed this speed it is necessary to reduce the cut-off below 50 per cent. (Par. 193). 10. It was also found that with the application of a super- heater, the drawbar pull could be increased 14 per cent, at 20 m.p.h. and 39 per cent, at 50 m.p.h. (Par. 199). 1 1 . Assuming the normal full load of the E2d saturated steam locomotive to be 1000 dynamometer horse-power, the application of larger cylinders, using highly superheated steam, increased the d.h.p. of the E3sd locomotive 55 per cent, or to 1550 d.h.p. (Par, 229). !2. Higher speeds can be maintained with the superheater locomotive than with a like saturated steam locomotive when haul- ing trains of like tonnage. 13. The tonnage may be increased 30 per cent, when low speeds approximating 28 miles per hour, and the starting of trains are not of prime importance. This is due to the application of the superheater and the use of larger cylinders. 124 Recommendations. 1. We would recommend the application of superheaters to the E class locomotives according to the following program: 2 . The E2, E2a, E3 and E3a classes which now have slide valves and Stephenson valve gear, to have superheaters applied when new cylinders are needed. The new cylinders to have piston valves and Walschaerts valve gear. 3 . The E2d and E3d classes to have superheater applied when they require the renewal of the back tube sheet. 4 . All new cylinders applied to these locomotives should be arranged for 12-inch diameter valves, and they should have a cylinder diameter of 22 inches so that all locomotives of these older E classes will become as nearly as possible like the class E3sd. 5 . We recommend that the ashpan air inlets be made not less than 15 per cent, of the grate area. Approved : C. D. YOUNG, Engineer of Tests. J. T. WALLIS, General Supt. Motive Power. Test Department, Altoona, Penna., January 14, 1914. 125 Tests of Class E3sd Superheated Steam Locomotive No. 318. On pages 127 to 136 are shown test results for class E3sd locomotive No. 318. 126 127 i 1 . 22 ,- |I||“S S HsSIsgsisaSISiHISIIIiaj 1 3®-S-= 29. M 23.51 62.76 23.36 34.60 44.60 67.01 45.22 28.46 31.66 38.87 68.61 45.19 44.21 42.17 39.68 65.51 35.70 72.70 119.18 100.88 60.71 60.96 120.26 |i =2 s siaasKsilS-ssisssssggsss o = Q t X z UJ z U\ = Is3s^s°s .§SSSS?JSSSS;C?jSSg SSfJSSSsJS SJSiSJSSS J3J3 SS 2 u. s CC s ■: ^ 2 ”o<>c)®o on oot' oo 5 5 3 5 SI 5? ? 9 ? ? ? 5 5 ? 5 3 5 ? 5 3 3 5 1 E5g23SSgSSS2g3SSSS3S33SS i £ 3 & a I S SSS52S3SS3SS5ggSS2 55SSS W 0) H 1 K « I o i • ^ S S2s§iss5yil^§S?ls??s*2' • CO UJ oc UJ Q i 1 • 1 g 1 < a: Ul > < s TYPE u. 0 > cr OC I S S D CO o z o £ s ^•ttcictcsrtsttcttsc: ts* t p . o a. K 1 i s nC4^«flO«HttMr»r4lOlOcC««H9kKf*4^CttNn<>' btvjn nNcvi nnw lui s U) iOlAlAO>OOlOOOOUOOOlAto 9t4llO ■«)' n N n 0 -J — < n to to -• n 10 — iH n v • z ^ 5 »• S £ I c4CM®®o«oooooO'9' r«c^p»{^o»05<^: otMoi oo»o> m m ^ 9*4 ^f^fioa>®a>«^«Pu>r- rvi^u* K) uaifi^o iptrujo^ooooooooM^ S^IS o 5-1- 0 - • g “ ^ = * |>s - ? Hr<4^^^^G)C-iC4tOlO C^(«f4 0 OOlOtOliOtO«' 6 «^OOOOOtOtO to < 0 « 6 « 60 C » c G r»' «•« r- r* (O «p <0 ip <0 so ^ u) lO ^ ^ ^ < N Ncsitotoioio^9#i^^^iou3(Oior«e«>G<:9 d UJ > S ■ ! M 0 ^ • r fib 3 a88SSSS§8§§8S33SgSSg88SS r* r4fH(Hn«r*4|HM C4<4CNjnMMC4C4MOI C^COtOtOlOtO O c u Q 0 g 1 2 1 iiiilii iiiiiiiiii iii §11 s isSS5'^SSS{2SSg338S:SSSSgS 0 . O 1 a - S “t=f 3 8 88882888882888888 888888 M CdCih».fti>iih» CHrcia.»*biDk Q ^Qcii'^nigo lAi&Jlii^tiiAiAJ^oo 8oiigjij4 liliiiliiiiiiiiiiiiiilii i 4 ; 1 z n rantotonniOKnionnnnnnnnnnnnn 128 i t 3-1 5 SSS5SSHSSIS2sHlli SliSS 1 C0 O J 4 rt iiiiiiiiiliiiiiliiiiiiii I 1 8 Slliiiiiiiyiiiiisliliig 1 f M 8 0Dai00»«49iniAOt0lA0»9k0» < o UJ S X o z ii S 8 8888S888 888888828888 888 N WNNcir a < AC S 0.08 0.12 0.08 0.16 0.18 0.30 0.16 0.06 0.23 0.12 0.13 0.34 0.12 0.30 0.41 0.21 0.10 0.27 0.24 0.11 0.13 0.13 0.11 0,13 s s D CO 1 o c/> “'I O 0^pi0r4M0«H r4r4CvitHC>4r-(Cv|r4 CMM Clr-< NIOIO X o K u. < o a i4 3 2 8 °8SS8o*o»o®®«n'»®i-««to«or-_ V r-' o> o> aic4a>®®nof»nocnt>m«n(QOn » n iaiioior.oo^-Orj®«»r3<».o i 3 fri 3 '' S K < O' o 196.2 199.2 198.0 196.6 197.2 192.6 189.3 198.8 193.2 194.7 193.0 166.4 198.8 192,7 176.6 178.0 197.4 186.4 191.7 195.1 195.0 190.8 184.6 191.0 6 > u a. o z 3 a g i A 8 888888888iS8gSS8S888 8a8 P o s o u O s uT oc a s § O tt z 1 s 40 «040404040«040<0v0404040v040404040404040^4040 8 88888888888888888888 888 (1. o LU 1 s. 2 : 203.6 205.2 206.0 205.5 205.5 205.5 203.4 206.8 205.0 206.0 206.1 203.0 206.0 205.4 195.9 196.4 206.0 197.1 206.7 206.6 206.9 204.6 196.8 206.8 (- 5 ' 1 tu £> 1 J 1 s o 120 - 20 -F 120 - 30 -P 120 - 40 -P 160 - 30 -F 160 - 35-7 160 - 45-7 160 - 50-7 200 - 20-7 200 - 35-7 200 - 35-7 200 - 35-7 200 - 45-7 240 - 20-7 240 - 35-7 240 - 46-7 240 - 45-7 280 - 20-7 280 - 30-7 280 - 36-7 320 - 20-7 320 - 25-7 320 - 30-7 360 - 26-7 360 - 26-7 1 5 SUMMARY OF AVERAGE RESULTS 129 130 d z 1 1 ifi 5 u 3 (JU a. >- S> d z u; > § S u 2 • b. 0 s 1 flk H 1 SUMMARY OF AVERAGE RESULTS, | 1 EVENTS OF STROKE FROM INDICATOR CARDS o o z o K • I tS fl R <7>nNO Ok'«r4^> r- a S ' 2 S S ' • S ' ' 3 5 S ?f ' S S 5 S ’ s • ' i2 ■a s R *^1*0 r^tQO oo>oioomnoaia'««>n^n,> 3 2 3 3 S S g 3 3 3 3 3 S 3 S S B 3 3* 3 3 3 3 3 d i 3 n R woc^t0^.HODtoioei> S S 5 3 2 g g 3’ 3’ 3 3 3 B 2 3 2 B 3* 3* 3 2* 3* 2 3 o c ID O z c o 3 1 ' □ S H 0 " i i ll R 0 1 a iS R I l! S i Oo lOOCM ® MOtOt® ®®niH ® ^®toNni Ini i®V'«ni®n®®iNl i >~'N Nn« n Nnr>N n i| a S R c>® n®>-i iH (' 0 ®f-i ® s 8 '333' ' 3 ' ' 2 3 3 3 ' S K 2 8 ' 8 ' m « & » X c o ; * E & : s S 0®WrHi-lj«r<®®®1® Ok®® •-'wrtw®®®wnnn®cirt®®Mnnr4Nc'iBw li 1 S •* Ne>t®®®0 QOrHi-trl r<®0 on® ®c4®nooc40o®>-i,-iOf-(i-iN®m n®®ekoo n<-iN«nA a t Z o z < >- o 0 z 1 z s fl 1 R ®Or,|®r®OOt,-®® ®®00>QO ® ®»NNr-N nc~r-N»in '0®N®orj®C'®oor-<®®®®io®t'®i5®®® J S 6606 9728 18276 1C224 11126 13719 15418 7586 10224 10819 10770 12686 6611 9030 10621 11018 6726 7754 8232 4779 6766 6903 6417 6726 1 i s ® ®®F.®®®t^ninot~®®®®IOO ®0® rH®® 1^ r4n®N®i-IQ>0®N®0®C-Iod®t9®® »$ ®,H00®r^®®t-®0®OT ®®n ^ ®nOjHn®t'®oow®®oo®t» ® ®® ®®® r4r1r4i-l,-l i-lf-''-' o z 3 0 z oT bJ 1 111 pi 1 g. 1 s ^ oa>i*-iHS^*HiHP>*QNz*.r't^t>-ono»ocsjos ^ ^ ^ ^ C*>P>Nr-CS]9it0^tOV>CMOiHt9E«^Cg|OCOr- 5^00 CO r4^•O>C9»«0OO O ^<4'Oa>eoi2<09»Mn^eO^ionei> 131 z 1 r & cd ' tion 1 1.2954 1.3062 1.3330 1.3384 1.3181 1.3268 1.3443 1.3349 1.3283 1.3601 1.3463 1.3618 1.3434 1.3442 1.3310 1.3612 1.3605 1.3608 1.3486 1.3416 1.3464 1.5489 1,3470 1.3469 1 a £ s O Z 3 i ■s la t (0 o ec s z w « w t 9 o s s 1 1 s a s i o o S s « o 1 a a s o 1 0O^I^*lt 5S'SSS''S''3SSJ; S5S3 3 0) K a. Z z i 1 1 H 191.8 189.6 191.8 186.8 183.6 186.2 180.9 187 J9 177.2 161.4 185.0 171.3 177.9 188.7 186.8 ;5 CO «0 f-««AIA04^0tO 40 ^OOIOOIOO X o a 1 a 400404r.lOr>lfHO-0 <0^40(740«a>0|l0 I0040ki-«t0ia«0 0»94000»940»0»a» O4^(09kO4O»>>CO 0> iC0^<09k0k i M 1 1 a 204.8 200.9 199.7 194.1 197.8 193.7 191.1 196.3 193.8 194.9 194.3 164.9 198.8 169.3 169.4 170.0 194.1 174.7 178.7 190.0 188.6 189.0 190.8 CO D a 1 1 a i u cc U1 o o o z 3 o s 1 1 •s & a < cc lU > < « 0 z (0 « £ S 0 a 1 1 a TYPE u. o >• cc < s 0. z 1 a ! 1 a s z 3 CO cc < c o fe ? s 0 § 1 1 a o 2 z s O X o 0 z z z o E i 1 1 n a m Ll Sz O K (0 5 a 1 a z o s i 1 a O £ z 1 a 1 1 n s 0 « 1 2 1 a d z UJ > i] z M o z c i 2 1 a I o 8 S 1 K • l a i i 1 1 a — ] u. O cu B a 2 1 s H i 1 i 1 1 iilliiliiiilliiiliililii 3 5 3111 3112 3137 3121 3113 3114 3133 3136 3116 3136 3134 3124 3117 3116 3109 3139 3119 3122 3126 3126 3128 3127 3142 3143 132 8 1 ■ B (/) u i LU 0. d z u > O £ 8 O •Jt u. 0 s H 1 S I SUMMARY OF AVERAGE RESULTS. 1 1 5 3 <1 C s c 3 e 1 w c !: • c 3 It • w 1 al s ii? 1 8 3 s 1 1; * S G a S 1 s 2 i ® s lOO» (DOOOk A S S ' 8 S S ' ' 3 ' ' g 3 5 3 ' 3 5 2 3 ' 5 ' ' h S WftI ^©n ® ©©Ol^ r -««©0 o c-r» ir4©© 1 le^ 1 i©o©© i©©oo i©i i M s lo >-40>noont-*x>a>Or->'«iOi-i^iono««ooo S S f: S 3 f: g 3 8 fc S 2 s a 3 5 8 S 8 3 3 5 3 1 s I 1 H 2 © o> • •i>no®n®o®®o © © n9»r-l^^©r-«IO ^nO0©rH©O(-4©r<>'c4n©O ^ ©©^©©c>.^©iA©t>© ©©©^^©?^©¥ (A e < 0 1 I Z i I ^ u. c <0 ■! Ul oc 5 = s s 1 - 2 a 0 i S m i • K 0. 1 i ^ S IS 2 ■ ‘ = 3 S 1 III ■■ G a2 ■3 ■a 0 1 s |W© © ©<«©© Ok©©^- © n ^ri© »» ©©Okf-4 © ^ o* 1 ©* ©* t-* 1 • ©* • 1 ca ©* ©* ©* 1 n <»r ©* o 1 n 1 1 ©o ©©© © ©©©t^ ©t>>©© © iHOI ^ r4 H t-4i>lr4r-l 1 4-S * a = i t s 1 0 A 3ooQoo a> 09 M> id S S S S S; aO aO to lO 8 s 8 g a a 9 0> <0 to ft> Ca> aO aO AO aO to to O 1 m 1 z £ i 1 ■11 s s £ d! S S 8 S b- 03 O ov ^ N g 5 g g * ® a s s a ga ssisas ® a a s * a a O i-l CM f-l CM fH r-l rM iH rM (0 u oc III t 1 ec M 1 - > 2 s eo to lO CM ^ «O'C0 0» fH o n o ^ lO o 10 4 « d to <0 tH o to o o iH CM CM ^ CM CO *§§53 a g g g g N « to ^ Ok O O Ok S AO « O S to S 3 ^ S S ^ g g 3 a a 3 s a g g g M CM CM CM CM < oc (U > < “ i S 1 X So n o ^ « iH i-i O fH O lO 0^ o CO to 91 «e O iH Q CO 9» o CM S CM CM CO as g s g to Ok <0 CM O Ok aO lO «0 CM ■H CM CM CM 10 ^ to 0- o «M Ok O g s e s: a s 3 M g S n N a n g a 3 2 g i g s i: 3 • B u. o > flC a £ £ fau 1 3 1 111 I a» CO ^coocotor- ^ C-> CM 9k CO to O IQ AO CO 9> o ^ «3 ^ u5 03 o 10 Ok O. )0 OD CD C 91 00 n 3 a s s I 0l0t0»»l0 0>0- « to CM M « O 00 ; 8 g| 2 g s to fH D* CO CM O r-l aO Ok 2 Ok to CM CO Ok aO D> O Ok Ok s s 3 CO O O o H s «o o § ^ ^ ^ S o ^ N CM Si $ lO iliii a g ga aa a IQ Ok 01 p) Ok CM 5p to to to ^ ^ aiaal n t# lo kO 2 1 s CLASS X ill ;; 1 M * s z i 3 s 1 i •f c • X I S ^ 1 s ! w c 3 i n C(1 0» . CM CM AO CM D- rM 00 ^ . O H » A. J' CM f-l to <0 9k CO CM aO Ok ID D- 91 rM rM P- Ok * < • • W n s CM lO (O O CO CO cm' aO o' OO r4 CM Ok i-l O « Ok to CD CM 1 <0 t* O rC Ok CM u; CO K -1 3 (0 U1 O X < o 1 1 1 1 s O AO CM o o » ^ to CO - oc 1 * 63 ^ s & o < QC a o z 0 M tS i CM lO 10 O 0^ «0 »-t CM ^ ^ td r- M> CM ^ ^ to rl (O to to rM oi o » r> « « ^ CM D- rM M CM O- Ok »• r- *> N o ^ P* O- P- o U1 > < u. o s o K i 4l g > a < s s 3 M s * ui 3 £ S 0 g 1 1 s S ^ g 3 CO c M ft 0 C 1 c o • • 5 S III 2 K s o n 1’. m M n g 1 o 0 o 1 .1^ g d z > z z 5 ■ iji s 1 g O S 8 o • H 3 • • ft 1 1 ill g a. O "if a c/5 1 (- I s r 1 I 3 1 1 I Pn 1 o M 04 E^ Pci Pm h PC| Pm ci i i S N s s s s Pm Pu h Dm (1> J!> lA lA li) CM to CO CO ^ g i 8 8 8 p:i Pm pt« Pci Pki Pm Pm 8 i i i 8 J 4 ! ’ nns a a a a g s g Dm Pm Pm Pm Pm 8 J, 8 J, A CM M CO CM CM S S M ^ ^ to CO CO CO to 1 z fH Pi CM t» IH to < CO g a g s s K n g K n r- aO Ok Ok Ok CM to ^ ^ o n H MM to to CO CO to CO CO to X P- CM Pi aa aaa CO to CO to CO 134 (if.r.s.MUL) TEST OF LOCOMOTIVE No. 318 TYPE CUSS SJM. no. loi 1 SUMMARY OF AVERAGE RESULTS , ENGINES . I s 2 g X Ul . I' i 3 2.34 2.02 1.89 1.70 1.60 1.78 1.62 2.00 1.68 1.66 1.97 1.77 1.76 2.23 1.80 12 8 SSSS8 2 SStS SSSSiSii M* W* ' Oi ' • ri « ri ' e! M* r! ci rt* m I |a • H S §P8SS5Sg§gS8S3B8SS2SSSS“ i 12 S 40 Mr»Ma>t»(00|(S0»Ot0l0«0i0i00kOc^^r4C0fr-a> RECEIVER Si : o s X o z flC £ s z a 2 i li 3 ) 2 1 s 2 1 8 S ■ 1 E N % § ^ i a 2 1 S 1 HeUlBd 1 Ul K 3 S £ t W z 2 z a i‘ ] 1 s 66.47 84.84 102.04 78.41 87.84 106.34 110.48 68.86 82.63 84.43 82.82 96.05 68.2] 76.33 82.79 85.23 68.64 66.98 71.97 66.62 69.46 62.98 66.36 64.72 2 1 s o <0<040M«-l4i*^C^«0«0t0r>O(0^0t9»«0r4NCS|(pM 14* oi4D4eiAa}«-«^o»^«-»r:407«a>'«r4a»o»ei^4fiP Vr440O0^40Or>«H^QN0r4fH‘C*» !i ' i a 1 1 i 64.88 82.70 98.12 79.46 84.41 100.64 106.23 66.60 80.65 81.18 79.63 91.77 66.83 73.82 77.72 81.96 67.94 63.10 68.39 52.12 67.16 60.61 63.22 52.62 2 1 g 67.10 72.81 91.98 69.49 78.34 96.62 102.06 64.27 72.16 73.62 77.08 90.87 60.99 69.99 76.35 78.31 60.88 64.22 61.18 46.63 49.64 62.69 43.83 48.49 SUMMARY OF AVERAGE RESULTS, BOILER. S 1 ' 1 § 77.20 70.62 64.22 73.60 71.16 64.36 49.71 69.76 69.26 62.69 62.31 64.89 70.33 60.00 64.29 16.31 66.86 66.63 68.84 60.40 61.10 47.39 48.66 48.38 1 1 1 a 668.2 682.1 823.1 792.7 906.4 1146.8 1190.7 746.0 1033.1 1000.4 1020.2 1283.6 816.6 1123.6 1336.4 1336.6 903.4 1038.7 1231.9 971.9 1093.1 1168.4 1088.4 1143.9 «> CD «J bJ 5; O 5 z G s . A S 1 1 12.27 11.22 10.28 11.74 1 11.31 8.64 7.91 11.16 9.42 10.03 8.37 8.76 11.22 9.66 8.63 8.20 10.60 9.01 9.38 9.63 9.72 7.63 7.78 7.79 a 11.49 10.51 9.65 10.82 10.69 8.09 7.47 10.48 8.82 9,42 7,86 6.07 10.34 8.82 8.08 7.71 9.68 8.31 8.66 8.88 9.18 7.12 7.31 7.26 i! |>I a 11.30 10.33 9.47 10,64 10.41 7.96 7.32 10.28 8.67 9.24 7.71 7.93 10.17 8.67 7.94 7.66 9.62 8.17 8.60 8,73 9.00 6,98 7.17 7.12 I 11^1 1 8.23 9.88 11.92 11.48 13.12 16.61 17.26 10.79 14.97 14.49 14.78 18.60 11.83 16.28 19.36 19.36 13.09 15.06 17.86 14.08 16.83 16.78 16.77 16.67 > § 111 2 1 i Vi f440o«a>40 0Mr4to, zi < > > (f) z z p ill i.i wY'i:.,"'i If';': 'I':':': n n m*m'm M : . : M : : - • h :i r ^ 1 ' lit III ■ I u i Jl: fililr ■ ■j':':':'l”’'r' l-}ij|| I;..^:.., ■I:.: - V.L1 i mmn- p^ Bm I i ill I illfUflfliHI I, J uiiii:!:i;i:’ Il'i'lM' |. j'l ;; ; v; !1 |!H! ilii j|!i:, l?tl ifiisi! ■yil!,|i!i;iii; i I t mh ii 5 to<| H i r it I ti II I I ! s i i n! :!' !!! ifij 1 1 f s IsH Ills I tii » ^ » j; r m- ^ i ■ ‘ *:!Mh! H., ■iiitii '„i'i =? ?5===a=a5a 55=5??= 2 ■;* '* Mi Iff :i ill i t '' ij ill ri im I: i l.J: i i Hi \ I I ti-. 'Ill Miiiiiiiniiiifiih l|llili|f i < s | I- s }■ s. i' :jrf- H:! ijjj I S' |. - .j. . . . 5- . . i' : ' 139 z M s 1 i'i g S S28SS55SgSSSgS5 to u)^a>^iD.DfHU>Mr^Oki-ioco I "■ 1 ■3 1 1 ri fl 1 S " £ * I 1 « ? 1 1 i i « ^ 1 fi » « »• i 1 s^ili ^ i a " g S - 1 - s a _- 3 i ^ - g 3 o In 1 (A t- -1 3 ilii i M 2 oc u o 1 1 s 3 - « s t K UJ > < 1 3 1 ll h l^ll|‘ s 9.69 9.98 9.81 10.36 9.Y6 9.88 10.04 9.61 6.76 10.69 10.46 7.33 9.08 6.84 7.08 o t- z U) lllf s f-1a>O^«:H9>€0l0C4^>!O § 5SSS!2gj§8Sg3SS8 «*> «4»9«^.c^}^-p^^ovo2SkatOvocslo| rH •Hr-t>HMCMev}(Oe<>r4CMtOcgntO TYPE 2: lU ? 1 1 1 fi ® 1 «• g 1665 2011 2461 2117 2788 3386 2626 6397 6450 1729 3013 6963 3636 4642 5606 o ru N cc < ^ 9 % lifU «0 0»0««CMCD« IM CMlOCMtO>(0 S s 3 OT c» ui » j 5 S X o M z (O .lO it> U) ID tf) ID eg cgcgcgc«;D(NiDiOtf)iDtOlOtDO 'O g>vOsor»r>t>-(sc^o .O intniDtDlDlOiK>tO(DlOlOiDtD liu s 1 16.69 16.69 18.69 26.04 28.04 26.04 37.38 37.38 37.38 18.51 27.91 37.38 46.73 46.73 46.29 i 8 O 1 . 5 1 ^ 5 & 1 80 80 80 120 120 120 160 160 160 80 120 160 200 200 199 u. o 1 " ^ ® 3.00 3.00 3.00 3.00 2.76 2.26 2.76 2.00 1.76 3.00 1.83 1.76 2.00 1.60 1.00 i- ! S' 1 1 i 5 1 1^ biiit<;>.suatf)0}a>0^i09>«AOiO CO^«4>l/)<^lOC^|CDO^^tO««•CV|40 to estQfHOkakCM(stoco« 4 >ot>»Co(n o Qo^(nu)40^n^to^tAto«f^ CC MCMCMM€si<^CMCs|M<^0|Clc^ra I'Sil : s a g- i 1 ^ ^ s CM »»9»e*>t0^rH4#o»OQ f>«^(MtO9kOkOPrH•H^>^•0O^ t 1 1 40(7»^iArHOM>^e»^ \0 atiHU>(D «-(iOcOOOOfHt^40^<0^ (0t0t»«ocDr-(D9»mi0M*to:o^4O i i i in tfi H _1 3 111! s 343.0 454.6 565.6 601.1 668.2 870.7 586.8 614.1 1044.2 1003.8 999.6 1167.9 927.7 1079.3 1044.3” i UI c u 1 1 1 S 401.8 527.8 653.4 617.3 796.2 977.7 776.7 993.6 1199.6 1196.8 1194.1 1323.4 1191.1 1413.9 1300.7 1497.4 1464.9 1092.0 q: Ul > < u. l|Mir 1‘iip S O 1- z lU 5, Mii J N. ^ ^r>l04*iO^MtOOtOtOtQCwt^ O HM)00n>OO«HtQCM^OtA^-ir> rH ^»-ioou3a>too»a>^ioa>^«H Ap4r-IC\)CMr-«CMCMCMCMt0CS|t0l0 TYPE Ui g 0) uu S Q w N £ < fla Vi 1 0 OM«4CMCM^a>40MOlOOCMCOi#CMN 1 S?SSS85!g:SSS!3!§SSS2g rt !5«iouoiOioro^4040«®o s z 3 (0 S ■< d * Kl 5 3 S g§88888888882§;28g M> ih46«04O«b«OM>*O4OCOOlOiOIO i|i4 S 206.4 203.2 204.9 203.6 204.6 203.8 203.6 204.3 204.4 201.9 202.4 204.3 203.3 203.1 186.7 198.5 191.0 203.5 H' M 1 ^ss:rc£ccss«sea« cb Ifjiit l’£•ti s 1 tg lOtgiOM<^ S ^S3S{8SSSgSgSS8g?5g8 d z U 1 > c l|2| s s S 38SS5;c1SS[§!S3S3255?3S O s o u 2 1 . 1 1 " 1 <1 I 80 80 79.8 120 119.6 120.0 160.1 169.9 160.1 160.0 160.0 159 .9 199.7 200.0 199.0 199.8 200.0 240.0 u. O S s ” 1 £88^^28882 SSSS8 . o ibooor4ooodoo»ooi-i ! J J II ^ pL4Cs|CM^PMPh^ EnPm a oi 3 M aaiaissyisgigasgg 141 GRAPHICAL LOGS OF TESTS. A graphical log is made for each test to show the conditions at each ten-minute interval, and to indicate any irregularity in the weights of coal and water during the run. 142 M. P. Experimental D-1 Pennsylvania Railroad Company 12 9 1912 fix 1(>H Sheet No. P-1116 West Jersey & Seashore Railroad Company TEST DEPARTMENT Graphical Log of Locomotive Tests of a Class E3sd Locomotive. Bulletin NO 11 Altoona. Pa 1-9-1913 TOT i 1 m PP iH irn P m i 1 p I 1 1 1 4n 44 i SS1: m > in : jQ S(fl 0 r:^ -L i4l fP *in I iiE- Bi 111 P J 1 1 1 1 B i HTT qf br i I pHHq ^ iiP 298 < z od - 00 a. 00 U D. 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Z ri a o X ! yn ^3 u:: [iH [';P F i im [n.-i s i?: yf tPnr Ff 1114 p g tql St 5^ ^ t «p • := 7pq; ■p OTT t-U i M tq*. bb S i 1 1 I *ftr s jil 1 44 i ft w s p p 1 1 ft Hplm F: :Hi Hr lii: 1 V in q: LU — __ _ p rr, iL .*tH pi it T' F b lb r*t^ P hh w. 1 w tr 0. 1/5 — SSQQ TOCO PS LAJ fflf Siii b r.u n ;.r! er Pi ma hi; ift;. UP %4 nri tUi: T:p bii =u P 1 UJ Q. •J S z Q r- C i lip] PI ii ■ i [i£ii r t} b .-rrt- 1 ^ ib pl'Hi rPit II tt p ,i;f :;l ;.t -l4f ^{?l4 -Uif '-V I P • H pi tr n; B ;trr i W; 1 1 i p f s Hrli i‘‘. T i/i Q) o z K- ■“ill rS pi III r" ; .. ® pi X —■-T: MiT kfb EU it p m 44 44 g f mw J CL D 8500 HP 1 E- ss * r li --t b Hi (I 1 ii 1 1 i Hi i s ppS ui a. t/i Q Z < 0 Q. p i : jq: ii PI [j^ b'!- pitl !-]. Jf i — e-V b 4b i IB P P' Im Sb Hit HH 1 i I 1 d lii ;F :;Tf Hi D (/) U) 3 z ; J J D ^000^ y r - Hfr' t i i 1 i ii lliPpiIq tir- * • — q* t.t:. J Ir^ ji} i ir h 1 :rB p tii: P li iii 1 I p 4 i: p s 1 ft Is! II Ul a S ' o: Q. uiiuU IPVV/ ' _i'' li '■m ihi ’_p lb ii'i’ 1 -r-r-P b ' ^ 1 b"* pi 41! liU i B 1 TF b i s s n?t M PSP Q. Gl tr gyOU tODO ) -IL r di: m i fftiqpjp hi 1 I s ffir IS s s mq liih a: U) j < ir ijj'i q4;i'‘ rtT ^ F * 1 TL*-:' pi fm Ti ir.y v.,Au:i: "Il Hi; itir -■Til m 0 L r l.q' L 1 : L- i 1 Mi L b jh b T lb L .:H: LL ;UPPER FIGURES R. P. M. LOWER F IGU R ES APPROX . SPEED IN MILES PER HOUR Locomotive ~p Y p g; 4— 4“2 Class Number )0 20 30 40 SO ^ lO 20 30 40 SO ^ LENGTH OF TEST - MINUTES AND HOURS 10 20 30 40 SO ESed 318 Speed Miles per Hour Revolutions per Minute Cut-ofF Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound fi( Coal Z8.0 120 20 P 8.8 Test No. 3111 Shket No. P-1116 143 M. P. Experimental D-1 Pennsylvania Railroad Company rMiLAoELPHiA, Baltimore &, Washinqton Railroad Compant Northern Central Railway Company West Jersey & Seashore Railroad Company Sheet No P-lll? test department Bulletin Graphical Log of Locomotive Test Testa of a Class ISsd Locomotive. altoonj 1 ? 9 1»12 8* lOW No 1,1 1-9-1913 lUPPER FIGURES R. P. M. COWER FIGUR ES APPROX. SPEED IN MIL.es PER HOUR locomotive Type 4— 4»»2 Class B3»d Number 318 Speed Miles per Hour Revolutloas ' per Minute Cut-off Per Cent., H. P. Cylinders rtircttle Opening Full Pertial Fvaponitlon Pounds of Water por Pound of Coal 28.0 120 30 F 7.9 Test no. 3112 Sheet No. P-1117 144 145 Sheet No. P-1119 M. P. Experimental D-1 Pennsylvania Railroad Company Pmilaoelphia, Baltimore St Washington Railroad Compant Northern Central Railwat Company West Jersey & Seashore Railroad Company TEST DEPARTMENT Bulletin NO Graphical Log of Locomotive Test 11 Tests of a Class ESsd Loooxaotive. Altoona, Pa.. 1-16-1913 UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type Class B3sd Number 318 ) 40 so I to 20 30 40 SO ^ 20 LENGTH OF TEST MINUTES AND HOURS 30 40 SO Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 37,3 160 30 F 8^.- 3121 Sheet No. P-1119 146 M. P. Bzperimental D-1 Pennsylvania Railroad Company Sheet No. Wot jcrwt a ScAiMOM Railkoao Compa«t TEST DEPARTMENT BTlll«tln NO Graphjcal Log of locomotive Test TMtt of a Class E3sd Looanu>tive. Altoona, Pa.. I^H^WIS Locomotive Type Class ®8d Number JO ao 30 40 so ^ JO ao 30 40 so g LENGTH OF TEST -MINUTES AND HOURS speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 37,3 160 35 P 7.9 Test No._. mi Sheet No. P-1120 147 Sheet No. P-1121 M. P. SxD«rimeDta3 J>-1 Pennsylvania Railroad Company PHIUVOCI.PM1A, BALTHKMC & WASHtitOTOM RAILROM) COHRART NORTHEBR CCMTHAt. RAILWAY COAIAANT Wkst Jersey A , Seashore Railroad Cohrary TEST DEPARTMENT Ralletin Graphicau Log of Locomotive Test 1* 9 1M2 9llOH NO. 11 Tests of a Class B3sd LooonotlTO* Altooma. Pa.. 1-10-1915 Sptcd Crt.eir Throttle Evaporatior. ! Locomotive 1 In Revolutlona Per Cent., H. P. Opening Peunds of Miles per Full Water per : Type 4-4**$ per Hovr Minute Cylinders Partial Pound of Coal ' Cl_ASS Bsd ' Number 316 f7.5 160 45 P 6*0 L... Test No. Sheet No. F-11^._ 148 149 M. P. Experimental D-1 Pennsylvania Railroad Company Sheet No P-1123 We«t Jebset <1 Seashobe Bailboao Company TEST DEPARTMENT BulletinNO Graphical Log of Locomotive test Tests of a Class E3sd Loooniotive 11 Altoona. Pa 1-24-1913 :::UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive I 10 20 30 AO SO 2 OF TEST MINUTES AND HOURS 20 30 40 50 Type 4-4-2 Class S3s4 Number Spttii Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 46.7 200 20 P 7.7 Sheet No. 3136 P-1123 150 M. P. ftKpeiiinental D-l • ifi2 Pennsylvania Railroad Company PHILADCLPHIA, BALTKKMK & WAtMNMTM RASJIOAO COMTAMr 1 NORTHCAN CCMTIIAL RAH.WAT COWAIIT War JiRWT A SCASMom Rarjmmd CoarAHT Sheet No. P-1124 tfst department ftilletin no Graphical Log of Locomotive Test Satta of a Claae ESad LoooootiTa. altoona. pa. 1*11-1919 — COAu PO.UNDS (t i Ii iW iPi “« el HlSu 0 NC a WASHIHSTON RAILnOAO COMPAMT NonTMOM Cemtaal Railway Compaky W lSY JERSEY & SCASMODE RAIUtOAO COMPANY TEST DEPARTMENT Bolletla Graphicau Log of locomotive Test M i i »tt s » T«H NO. 11 Tests of a Class SSsd Loom)tlTe, Altoona, Pa.. 1-18^.1915 4SUPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN. MILES PER HOUR Locomotive TYPE 'ft-d-Rg Class Number _? 1 .® Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Utrottlo Opening Full or Partial Evaporation Pounds of Water par Pound of Coal 46.7 200 45 P 6*9 5124 Sheet No. _J' rllJ^_ 154 M. P. Experimental D-1 Pennsylvania Railroad Company _ii » iw* a WAtHIKaTON CCNTRAl. RAU-WAT • WMT jEWCr a SlAtHOW, RAILROAD COM Sheet No P-1128 TEST DEPARTMENT Bulletin NO. H Graphicau Log of locomotive Test Tests of a Class E3sd Locomotive. 1-12L191S SUPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type_.jM^* __ CUASS___ Number 818 ) 40 so I lO so 30 40 BO 2 UENGTH of TEST — MINUTES AND HOURS Spwd t« Miles per Hour Revohitloiis per Mieute Cul-eff Per Cent., H. P. Cylinden TlirotHe Opening Pull or Partlsl Evaporation Pounds of Wider per Pound tf Coal 56.0 240 20 P Test No._ 5117 Sheet No.. 155 M. P. Experimental D-1 U j ij,i 2 Pennsylvania Railroad Company ~rrm- PHiukOELPHi*. Baltimore & Washinotoh Railroad Compant Northern Central Railway Company We»t Jersey a Seashore Railroad Company Sheet No P*-1129 test department BnllatixMo 11 Graphical Log of Locomotive Test of ^ SSsd LOCOBK)tiT6« AirncMA Pa 4~13m>191S E = — in jQ < z 00 00 0. 1 FEED WATER 1 POUNDS J I fill i iHc!* " 1 1 1 Ii 1 1 1 1 I 1 I B [it s I 1 j j ailliiu liiiiiiB! Ili liiiii 1 1 1 II : — i s is? tTlt s ll ili l|!f k 1 lit i I 1 1 rHi "F ii j: : jii iHli BIB iSI! I * ym 1 1 1 1 1 il ^ t 1 8 1 1 1 fi 1 1 j ult^ i iiii 1 J b:b b:b bb: b;|b: BB B* — 540 — — r^i • 1 ilfS $18:: il-il \u\\ BBS BUI i-yi laiiiS; BBU: ;b: :ii bHiH BB! eg; ;9ii BBIBIB HIb [kfe rilH HiHiHi ■:!-L n? iiU 1 k'. ill i Pi 1 tli k II IBB h-H SB m PI! IBB »»: BIB iiii: lyy iffil il 1 ::n: imii 56 lit tt 1 •r» Sj^JS iBB ![!n \Sl ii“i Kh ijinii: BIBB bbH* “t!" Bii: iitii BIBBli zzzz ii? i lU fti u Sii sa 2 ] !!Sf! IBB ihl: :Bi .iBiff iiipB BB B> It::: iiiB Iiii: iHiiBiii iiiii EiH: iiiiiSi: LminnT BOILER pressure. LBS. PER SO. IN j| revolutions per minute and speed in miles per hour’*' j 1 j ism: LOW — 1 ai P ill ffflj m iSS W, m iiS! ils !l iifiiii: lll^ i^ir Biiiii yy 1 1 1 tn 1 i! ll lii 111 I o ii M Bu: m 3 m M Hi iir J R m 1 i I? I 1 1 1 1 1 I j ii 1 1 iHf ill il I m il 1 ii 1 1 BI lii ii: f i'i f 1 I 1 i:: M i i i i 1 i 111 i yir :::: 1 1 11 m IS , SIH M 1. Iiiii II ill iij ill drawbar pull, pounds KXXt rvW EQOOl S5nC! tttt PilHlII g ini iKtf HHl Iiii Ulll liil .^1! i SB BIB IHL riyiiyi BIS ijjh in 1 li 1 1 Hi 1 rff i:- i ill riiiBii ll i 1 ft? 1 sen m I % I 1 1 1 t 1 ll I I I I s pfi ai; Lli iLI m ft [IPT- \4 il 1 J lii 1 iifi 1 i k ifl Imi Is B kp si i iiii all >UUnJ WOfXX ?;u izL‘ -n -jgi sl Hi li - ' V ffff ? 1 1 1 1 ii trrr i 1 m Jin: i ri-|i 1 1 iiii 1 [P| rr ;-[• M lil ilk kif m I 1 i j;»l- paS mm 1 at ? f E HPl!i §8 ft n i Ll- ntr T** 1 pi p k- m IWCl S5S0: T-tr 1 * ■ .Llji L k Li i'* pll M P trrr i 1 Sfi ii jiffl s ss iiii iiiJj t. It IT^ 1 W H-t W Iw iiiss j'B ii w, E *■' rtti -',1 ' C500j m tfi! 1 diili rfk J. ^ :hi i3 s ffi S 1 1 Bi W le m m ii 8 m i P yl ,nr ; k ■* If I M IS iii± 1 m Si k jii E pp ^QSSt T iF-Jy TB -T- J-t- "l P iiii iiii -ii It P tm 1 tfcl 1 ■Hit i I 1 W: 1 1 1 i kstil ip 1 1 1 m J i s tf? s 1 i iiii:;:! Lii n;! # J I , ■itH i ■u;*: H Si s 11 inL 1 g» IIS :ibi!:b: u:b:i:S M i iitiijL Liiia O 10 20 30 ❖ UPPER FIGURES R. P. M. L. LOWER FIGUR ES APPROX. SPEED IN MILES PER HOUR Locomotive Type 4m-4-« 40 SO 1 lO 20 30 40 SO ^ ^ ENGTH OF TEST — MINUTES AND HOURS Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P, Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal Test Nc 5116 Class J Numbep USmA 1 518 56«0 240 55 P 6.5 HEET No. P-1129 S 1 156 M. P. BxparlmenT-al D-1 Pennsylvania Railroad Company PHItAOCCFMKk, BALTIMORC A WASHINOTON RAILROAO COMPANY Nonthcrw Ccntral Railway Company WttT JfNBTY dk SCASHORC RAILROAD COMPANY 12 1»»12 1 1 ipH Sheet No. P-1130 test department Bulletin no H Graphical Log of l_ocomotive Test Testa of a Class E3sd Looonwtive* altoona, pa 1-8-1913 ❖ UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 4'4-2 Class sSsd 30 40 SO I LENGTH OF TEST 20 30 40 60 2 lO 20 MINUTES AND HOURS Number 318 Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Pull or Partial Evaporation Pounds of Water per Pound of Coal 56.0 240 45 P 6*0 Test No. 51Qt Sheet No. P-1130 157 M. P. Experimental I>-1 Pennsylvania Railroad Company Sheet No. P-1131 PHILAMLPHm, BALTIMOKE 4 WaSHINOTOM RAILROAD COMPART Northern Central Railwat Compart Wert Jersey 4 Seashore Railroad Company TEST DEPARTMENT Bulletin No. Graphical Log of Locomotive Test Tests of a Class ESsd Locomotiyes ^Altoona, Pa.. 1-27-1913 ❖ UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUf Locomotive Type Class SSsd 40 SO I 10 LENGTH OF TEST 30 40 50 2 INUTES AND HOURS Number 318 Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 56.0 240 45 F 5.6 Test No.. 3139 Sheet No._- P-1131 158 M. P. Experimental D-1 Pennsylvania Railroad Company PHtLAOCLPHiA. BALTiMORe A. WASHINGTON RAILROAD • Northcrn Ccntral Railway Company Sheet No P-1132 WC»I J£R»r* &, SeASHORC RAruROAD COMPANY TEST DEPARTMENT Ballet InNo 11 Graphical Log of Locomotive Test Tests of a Class BSsd Loc(»notive. Altoona, pa 1-14-13 UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 4-4-2 Class BSsd Number 318 Speed Miles 1>er Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full Fartiil Evaporation Pounds of Water per Pound of Coal 66,4 280 20 F 7.1 Test No — 3119 Sheet No. P-113* 159 M. P. Experimental D-1 n 9 im Pennsylvania Railroad Company Philadelphia, Baltimore a Washington Railroad Compant Northern Central Railway Compant West Jersey A, Seashore Railroad Company Sheet No F-1133 test department Bullotin No. Graphical Log of Locomotive Test Tests of a Class ^sd LooomotiTe* altoona. pa 1-16-1913 6^ we — — jO <12 0 3 OO 0. feslyiffilid’iAii’Sils : :::i: If i ippjjl ill lit iiii SSaimilliiiKji iil 1 im iii a :::a:a ii jp|il|i All J iiiii :: i k:::: •; ihuu Hai iij! iiii ::a n ipijiii ■il miii iifll aa: :a: j aa an: a ill mH m 2AA — llllllll iHi im iiF: HirjlLiiiil yilljiim I* iiliiiii sun::: i: IlHiiii ii niHjjj! fllll [boiler pressure, lbs. per so. in || il ! revolutions PER minute AND SPEED in MILES PER HOUR* |j i, ^ S | aoftft z-zzz i 1 1 J Li_ ii||||||| jiK p :» j: tuL S, 1 ]:u:ai iliiiHl imim imim HiiiF 1 il ii iiiiiiii 11 ^ 'I 'mIIi Hlilli' :::as :::: 1 • is:::::: i:::!!:! s s mi mmmi Hjiiii mill iiiii iiii . :::::::: i :::n:n inn::: Hilllllill; 001011 H 111 P 1 " j||i|||j jB||||i|| III! ill II Will iii nmimi iiiiiiii ! .. iii|i|iiiii- aa:!::::^ iiiiaiijiH ::::a::::: iiiiimmmoi loj mrmii DRAWBAR PULL. POUNDS ^ 1111111 illiiilil slflMg HHJIII iil iili iiiii iiii dimiim 1:11401 ii Sll! II miiPi ::n:H: Ii iiiliyi : !;:!:! |!l: : :::: liliijjiijf iiii ii!!ilL!ll| miiii iimm il mom ii iii ill! iiijfli ii iiiHiiiir: iHi iH^idiil aa:;a:i iHIninil Wlli ii- iiiiiiii HLmim iiyiil II ilijiii|||! seee 4000 SI ggllll i|;;g li Mg m mm j’limmii iim i! Iiiiiiii ipp iHii. yiipi |l|l|pil IpHlIjil 1 1 ^ I li iuri P !% m III atusa la a iiii iil ill ;i nil Hi-lii il iiii Hi iiiii aa a: a:as i!|i il" iH ii jII iiilliiiij ill ::!ia:::: gilgp EPi iiilim .1 iimm imim 1 iPom |j llljjlll inn::: s il Illiiilil ii miiiiii : 1 [iiiii ill! in:::*:::: * I iiliiliim iniiliiiiy 111 iniilii mm imiioi mm iMimiol mm iHiioiii Liiii a-:. na:u :: ia:aa:i; 3|S|Jj sg'riSgSiiii Isiisiig! liiini nil HI llilHiMiLll immiiii sllii ill Hiiiiii iiiaiii aaij:: ii: iiiiiiii: :: ::::::::: ii Iiiiiiii ::::::::::::: yiHi iliiliHiliiti ipl PIpE ^000 il «" 1 : :h» 1 111111111 1: IlllMIll 1 sa: a: a: a iiii [ii. iiiHi lijiifli Ijijll llmi il::;;:::: mj|ii! iiiilill a a:::;::: ' ::::::::::::: lillmiil mo: in[|j.j|j||j|| ji j li| i, liiirilllllliil jllilllliIMJII 1 > 11 llliiil 1 Iiiii iii iiiiiii ilill ill ULlii Iiiii ill ill ill mi iiiii ~ H{.i'!!!. iiiiiiilH iiiiiiilil iiiiiiiiii iiiiiiiiii ill :iiiiii! ::a:ai ii iiiiiiiii II Ijiiiiiii ii miii : lilHiiliilli 1 iiiii nimiiOlil liii|| piil||lii| 1 IIIII lljlllillllli :h UPPER FIGURES R. P. M. UOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 4«4«2 Class 30 AO SO ^ lO ao 30 40 so 2 LENGTH OF TEST MINUTES AND HOURS Number 316 SpMd !■ ■Mm P«f Hour Revolutions per Minute Cut-off Per Cent., M. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 65.4 280 30 P 6,1 Test No ^22 Sheet No._ P-1133 160 M. P. Bxp6rlna«nt»l D- 1 12 » ll>12 Pennsylvania Railroad Company l>HIL*OCLPMIA, BALTIMOIW lb WAtHINdTON RAILnOAO COMPANT NOUTHtlW CCHTAAL fUlLWAT COMPANr WMT JCRSEV A SCASHOM RAHnOAO COMPANY ••ilfH Sheet No. P"1134 TEST DEPARTMENT Bolletln NO Graphical Log of Locomotive Test 11 Tosts of a Claet ESsd LoOOmotlTe. Altoona. Pa Im.20-191.3 SUPPER FIOUPES R. P. M. I.OWER FIGURES APPROX. SPEED IN MII.es per hour locomotive Type Class _ Number 318 ^ iO 20 30 40 BO 2 LENGTH OF TEST — MINUTES AND HOURS Spe«l in Milet per Hour Revolutioni por minute Cut-off Per Cent, H. P. Cylinders ThieWe Opttitng Foil or Portiai Enporotlon Poondt of Witorpw Pound of Coal 65«4 260 35 y 6 gS Test No — S lSfi Sheet No P" » 3 l 134 161 M. P. Experimental D-1 PENNSYLVANIA RAILROAD COMPANY Sheet No P-1135 Philaoeupmia, Baltimorc * WASHmaTOH NoRTHeiw Central Railway Company West Jersey a Seashore Railroad TEST DEPARTMENT Bulletin No 11 Graphical Log of Locomotive Test Teets of a Class EBad Locomotive. altooha, pa 1-20-1913 lUPPER FIGURES R. P. M. LOWER FIGUR ES APPROX. SPEED IN MILES PER HOUR Locomotive TYPE dd4«2 Class BSad Number Speed Miles per Hour Reesle*' .is per Minute Cut -off Per Ccflt., H. P. CyUnders ■DirotHe Opening Full or Partial Evaporation Poands of Wstof per Pound of Coal 74.7 320 20 7 6*5 Test No._ 3126 Sheet No. P~1133 M. P. BxparlmeDt&l D-1 IJ » IHli Pennsylvania Railroad Company PHtLAOSLPHIA, BALTI.O— & WASHINGTON RAILROAD COWPANV Northern Central Railway Comrany Wert Jerrcy A. Seashore Railroad Company ► I ii H Sheet No P-1136 TEST DEPARTMENT Bulletin No 11 Graphical Log of Locomotive Test Teats of a Class £3sd Locomotive. Altoona, Pa 1-.21-1913 rfUPPEW FIGURES R. P. M COWER FIGUR E3 APPROX. SPEED IN MILES PER HOUR Locomotive Type 4-4-2 Cla-ss E3sd Number Spefd Wiles per Hoit Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle ODenim Full or Psrtial Eyep oration Pounds of Wator per Pound of Coal 74.*! 320 25 P 6*7 Test No. 3128 Sheet No. P-1136 163 M. P. Experimental D-1 12 9 11»12 Pennsylvania Railroad Company PHILAOCLPMI*. SALTIMOflE Si WASHINGTON RAILROAD COMFAHT North xn Ccntral Railway Company WtST jEBStY A SEARMOPe RAILROAD COMPANY S z loK Sheet No P-1137 TEST DEPARTMENT Bulletin No 11 Graphical Log of Locomotive Test Tests of a Class E3sd Locomotive, Altoona, Pa.. 1-21-1913 •:UPP£n FlOUPSS P. P. M. UOWEQ FIGURES APPROX. SPEED IN MlueS PER HOUR Locomotive Type ^"^2 Class E3gd Number LENGTH OF TEST— MINUTES AND HOURS Speed Miles oer Hour RcYolutions per Minute Cul^ilf Per Cent., H. P. Cylinders Throttle Opening Full Partial Evaporation Pounds of Wate. per Pound of Coal 74,7 320 30 P _5i2 Test No. 3127 Sheet No. P—1137 164 M. P. Bxp«rlmentckl I>-1 Pennsylvania Railroad Company n 9 1H12 9* loH Philaoclphia, BALTiMom dk Washihoton Railroad Northiam Cintral Railway Company W ear JlRSEY it SlAtHOM Sheet No. P-1138 Tests of a Class E3sd Loccnootive, TEST DEPARTMENT Bulletin Graphical Log of Locomotive Test No 11 _ ALTOONA. Pa 1-27—1913 UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive TYPE 4-4^ Class Number £3sd 318 Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 83«< 360 25 P 5,3 Test No. 3142 Sheet No. P-1138 165 M. P. Bxpsiimental D-l Pennsylvania Railroad Company Sheet No P-11S9 PhiLAOELPHIA, BalTIMOU a WASHtNOTON RaiLROAO Northern Ccntrai. Hailwat Company West Jersey A Scasmow Railroad Company TEST DEPARTMENT Graphical Log of Locomotive Bulletin No Test 11 Tests of a Class E3sd Locomotive. Altoona, Pa 1-28-1913 — — a 111 iHilttl lilt M M M S3 ^11 l5p^P m ZQQ in Ulu) sIb^ llill .:b:ks:8ib liHHusraB ::::i;:r: : : 11 jj 1 sm Hyimi BB IbI i ip r J □ < Z 03 00 a 00 UJ 1 m I il ISii lliil til illLL nil mil 1 "r :k! IHli 1 1 jl Ji nil :UB iSSSi iiln i»K nil 1 ilMi :b:bb: ”1 . bb: b:b BIB ll ||i — — ^iz; 1 Ul u. il ij B il ml! M Hil! iiill ■Hi H IIBI illli ii 1111111111 il r “■■ llllilli iii'nnyii 560 64 5S ■plpl'jjap 1 1 itHHia s L iiii li BIBBBI "L ■. __ — il ll M ii ?l§ iHi mm 1 1 si m llBl 1 ::::: Hill :::» IBII ii I ,1 m .1 I. 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U1 J 0 h- =3 o > $ < LOOP 5000 ll ill Pi! il fij ^SiiiiSS ■■•nSnSSSSn iii pi i i B I 1 11 miiBHiiiii bbibbbb: IBBBIBBB .is III 5 CD Q£ Q jjgiig iiHlillSIs SSSSSSmS awHS* iSSSS SSSmSSSI »ns:::p»% M m .... ... „ SSaj 3 lO 20 30 AO 50 t 20 3 O 40 5 o 2 1 o 20 30 40 50 0| UPPER FIGURES R. P. M. LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 4-4r«2 Class E3sd Number LENGTH of TEST — MINUTES AND HOURS Speed Miles per Hour Revolutions per Minute Cut-off Per Cent., H. P. Cylinder* Throttle Opening Full or Partial Evaporation Pounds of Water per Pound of Coal 83.9 360 25 P 5.3 Test No. _ 3143 Sheet No. P-1139 166 INDEX. The numbers refer to pages. A American Society Mechanical Engi- neers 61 Analysis, coal 17 “ smokebox gases 28 Areas, steam passages 45 Ashpan 6, 28 B Back pressure 80, 110 Boiler, description 5 “ efficiency 45 “ horse-power 45 “ performance 18 “ power 45 “ pressure 18 Brick arch 28 Bulletin No. 5 77, 98, 103 « “ 8 5 « “ 18 87, 95, 116 « « 19 59, 77 “ 21 18, 37, 39, 41, 51, 52, 59, 70, 77, 85, 86, 87, 94, 96, 116, 118, 121 C Carbon monoxide 28 Circular nozzle 11 Coal, calorific value 17 “ per i.h.p. hour 89 “ “ d.h.p. “ 119 “ rate 89 “ saving 116 Combustion rate 26 Conclusions 122 Cylinder diameter 118 “ temperature 64 Cylinders 11 D Dead grates 5 Description of locomotive 4 Diagrams, indicator 70 Dimensions, E3sd 4, 126 « E2d 138 Draft 23, 87 Drop in pressure 18, 51, 75 Dynamometer records 96 E Efficiency of locomotive 113 Evaporative performance 32 Evaporation rate 39 Exhaust nozzle 11 “ passage 86 F Firebox temperature 23 Friction 113 Fuel used 17 G Gases, smokebox 28 Grate performance 96 Grates 5 H Hannover Compound 113, 123 Heat balance 61 “ transfer 26 Horse-power, boiler 45 “ dynamometer 96 “ indicated 75 Indicated horse-power 75 Indicator diagrams 70 Irwin 17 167 Juniata Shops. 4 L Length of tube 23 Lift pipe 11 Locomotive performance 96 M Machine efficiency “ friction Maximum drawbar pull “ evaporation 113 113 103 107 N Nozzle, exhaust 11 P Penn Gas Coal Co Performance of engines 64 Piston speed..... “ valves.... Power, maximum 98 14 103 Pressure, boiler “ ‘dynamic, stack 18 30 R Rate of combustion 26 Recommendations 124 Rectangular nozzle 11 Saving in steam 119 Schmidt superheater 6, 39 Smoke 28 Smokebox 6 “ gases 28 Speed, piston 98 “ in r.p.m. and m.p.h 65 Stack and nozzle 30 Steam passages 11, 14, 45 “ pressure 18 “ to engines 77 “ per d.h.p. hour 110 “ “ i.h.p. « 77 “ velocity 45 Stephenson valve gear 101 Superheat 51, 64 “ and horse-power 70 “ “ water rate 80 “ in exhaust passage 18 Superheater 6 T Temperature of cylinders... 64 “ “ firebox. 23 Test results, E3sd 127 “ E2d 139 “ “ general summary 127 Tests, description and outline 16 Thermal efficiency 116 Thermo-couple 51 Tonn^e rating 121 Tractive effort 5 Tube length 52 Y Valves, piston 14 W Water saving. 116 Weights, locomotive 4 PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN NO. 12 (REVISED) Formerly Bulletin No. 15 BANK VERSUS LEVEL FIRING Copyright, 1913, by Pennsylvania Railroad Company 1912 i \ THE H6b CLASS LOCOMOTIVE. The type of locomotive used in the Bank and Level Fire tests. ( 4 ) r LOCOMOTIVE’ TESTING PLANT. BANK VERSUS LEVEL FIRING Two methods of Locomotive Firing and the results from a competitive trial under Test Plant conditions. Conclusions and Recommendations on pages 19 and 20. INTRODUCTION. 1 . This series of trials of level and of bank fires in a locomo- tive has resulted in a general conclusion that the best practice in firing is to keep the fire level and bright, and at the same time as thin as is possible, in order to carry the load upon the boiler. 2. There are, on the Pennsylvania Lines both East and West, nearly two thousand consolidation locomotives of the H6b class. They have a wide firebox and a nearly level grate. The bitumin- ous coal burned in them is from over one hundred mines, for the most part in Pennsylvania, but extending all the way to the Illinois fields. It is to be expected, with this diversity of coals and the large number of men who fire these locomotives, that differences in method of firing will occur. Firemen are instructed, by the road foreman, to fire by the level fire method, and this method is in general use. It consists in maintaining a fire of uniform thickness over the whole grate, feeding coal to all parts in small quantities so as to have a bright fire over the whole surface and one that is just thick enough to carry the load upon the boiler. 3. Another method is that known as bank firing, and consists in building up, at the back end of the fire, a bank or ridge of fuel, just inside of the firedoor. This ridge of fuel when built up to its full height, has its top at about the level of the top of the fire- door. Coal is fired over the top of this bank and slides down the incline toward the front of the firebox, being assisted by the slope of the grate. It is distributed along the apex of the ridge or bank ( 5 ) 6 and allowed to find its way down to the level portion of the fire at the front end of the grate. The fuel bed under these conditions is not all burning at the same rate but the thick portion or bank is cooler, the more intense fire being at the forward end of the firebox where the fuel bed is thin. 4. The claims of superiority for this method over level firing are : The fuel being heaped up at the rear of the firebox, is coked, the hydrocarbons are driven off slowly and traversing the whole length of the firebox, are burned with little smoke; the bank of green coal, extending up over the door opening, protects the fire- man from part of the heat that is radiated from the fire ; the work of placing the fuel is simplified, the coal being fed to the top of the bank at a point near the firedoor instead of being distributed over the whole grate surface. These advantages, if real, ought to be capable of demonstration by trial, and in order to make a com- parison of bank firing with level firing a series of tests have been made at the Locomotive Testing Plant. Firemen. 5. The firemen for the tests were selected from men skilled in the use of these two methods of firing. Two of them were strong advocates of the bank fire and had been firing according to this method in their regular road work on the Lines West. Two men were from the divisions where bank firing was practiced on the Lines West, but they believed in and practiced level firing. In addition, there were two Test Plant firemen who were from the Lines East and had become expert in firing by the level fire method. A level fire fireman from the Lines East also assisted in the trial. These firemen will be designated as follows : Bl, Advocate of bank firing. Lines West. B2, « a u u u u LI, u u level “ (( u L2, ii u U ({ u L3, u u u u u u Tl, Test Plant fireman level fire. R, Road fireman level fire Lines East. 7 The Locomotive. 6. The tests were made with an H6b class locomotive 2860. A drawing of this locomotive is shown in Fig. 1. Table 3 gives the principal dimensions. There was no arch in the firebox. The grate is long and wide (8 feet 10 J inches long and 5 feet 6 inches wide) and nearly level. 7 . There are drop grates at the front and rear, with 18 sec- tions of shaking grate bars between. The grate area is 48.66 square feet. The air openings through the grate have a total area of 17.6 square feet or 36.4 per cent, of the grate. The Coal. 8. The coal used was of two kinds. In the first three tests, Nos. 1275 to 1277, coal from the Pennsylvania and Northwestern region in Pennsylvania was used. This is a high carbon bituminous coal, with little ash, and will be designated as Eureka No. 6. It is fairly representative of the coal used on the Lines East, in the H6b locomotive. 9. For the remaining tests, coal from the Pittsburgh Coal Company was used. This is known as No. 8 Pittsburgh Steam Coal. It is a high volatile coal with a rather high amount of ash. This coal is used on the Lines West. An analysis of each coal shows the following: Pittsburgh Eureka** No. 6” CoaJCo. Fixed carbon, per cent. 60.10 48.17 Volatile combustible, per cent. 30.36 36.37 Moisture, per cent. 0.74 2.04 Ash, per cent. 8.80 13.42 100.00% 100.00% Sulphur determined separately, 2.08 3.18 Calorific value, B. t. u. per pound dry, 13743 12364 The Level Fire. 10. The methods used in firing the level fire were much the same in the case of each of the level fire firemen. The coal was broken rather fine, to two inches in thickness or less, and was fired in single shovelfuls or at a uniform rate. Fig. 2 shows the probable appearance of a section of the level fire on the grate. 8 THE LEADING DIMENSIONS OF THE “H6b” LOCOMOTIVE ARE AS FOLLOWS: Total weight, pounds 198,267 Weight on drivers, pounds. 176,600 Cylinders (simple), inches... 22x28 Diameter of drivers, inches 56 Firebox heating surface, square feet.... 166.4 Heating surface in tubes (water side), square feet 2673.68 Total heating surface (based on water side of tubes), square feet 2839.74 Total heating surface (based on fire side of tubes), square feet.. . 2505.29 Grate area, square feet... 48.66 Boiler pressure, pounds 205 Valves.. American, Stayman and “L” type Valve motion Walschaerts Firebox, type Belpaire Number of tubes 373 Outside diameter of tubes, inches 2 Length of tubes, inches 164.28 The maximum tractive effort is 39,773 pounds, which is cal- culated on the assumption that 80 per cent, of the boiler pressure (205 pounds) is available as mean effective pressure at starting. 9 f f Fig. 2. LEVEL FIRE. A plan of the grate and a longitudinal section are shown. 10 The Bank Fire. 1 1 . The bank-fire fireman did not follow strictly the method of firing the bank fire as given above. A low bank, as shown in Fig. 3, was built up, but with the exception of test No. 1278, the bank served only as a partial protection from the heat and glare of the fire, the coal being fired in small quantities and uniformly over the entire grate, except over the bank. The bank top was about 18 inches inside of the firedoor, and with the bank so low that on this prac- tically level grate it is evident the coal would not slide by gravity to the front of the firebox. In test No. 1278 an attempt was made to fire by placing all of the coal on the top of the bank. The top of the bank in this case was about feet inside of the firedoor and the fire at the front of the firebox was very thin. The Tests. 12. The tests were made at speeds of 80 revolutions per minute, about 13 miles per hour, and at 100 revolutions, about 17 miles per hour, with wide open throttle and were two and one-half hours long, except in two cases. 13. In bank-fire tests Nos. 1277 and 1278 the same man fired throughout, but in the other bank-fire tests the fire was prepared by the Test Plant fireman and, at the instant of starting the test, turned over to the bank fireman to build up the bank and continue firing to the end of the test. Just before the end of these later bank-fire tests the bank was allowed to bum down. This was done iu order, and in a way to make sure that the condition of the fire would be the same at the end of the test as at the start, so that the coal supply could be accurately weighed. The bank would be burned out in less than seven minutes. All of the firing, both level and bank, was continuous, small quantities being fired at one time and the coal was broken down before firing. 14. In Tables 1 and 2 a summary of the results of the tests is given. The tests in Table 1 were mn at a speed equivalent to about 13 miles per hour and a cut-off of 40 per cent., giving an evaporation of about 11 pounds of water per square foot of 11 Fig. 3. BANK FIRE. A high bank was used in one test (No. 1278). The other bank fire tests were made with a lower and smaller bank, and part of the fire was level. i 12 M. P. 47e-A 8x lOH LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPe Philadelphia. Baltimore k Washihgton Railroad Compamt 1 Th't Northern Central Railway Company CLASS Mr> 286Q West JERSEY & Seashore Railroad Company 8C1 4-29-13 Sheet No. TEST DEPARTMENT Baiievin no. is Banh: Versus Level Firing Ai TnoKiA Pm 11-«22m1912 TABLE 1 EVAPORATION AND SMOKE WEST EUREKA N0.6 COAL Boiler Equivalent Evaporation From and at 21Z*^7» Relative Evap.ln Carbon Smoke Test Number Miles per Hour Cut Off tlirct- tie. Pre s- sure Avg. Per Sq.Pt, Heat Sxirf, Per Hoiir Per Pound of Dry Coal per cent Best Evap. equalalOO^ Monoxide in Gases Average in percent Average Kind of Fire 1 2 3 4 5 6 7 1276 13 40 Pull 197,4 10.84 8.33 91,8 0.355^ 28 Level 1275 n ft 201.6 11.36 9.07 100,0 0.60 36 m Arerape 95,9 1277 ft n 202,0 11.07 9.04 99,7 0.95 28 Bank Average 99.7 PITTSBURGH COAL COMPANY COAL 1285 13 40 Pull 202,3 10.88 8.66 91.9 0.10 24 Lovd 1288 ft If 201,0 10.86 9,17 97,0 — 32 ft 1284 11 ft 203,3 11.08 9.18 97.1 — 26 m Average 95*3 1286 M ft n 203,3 11.09 8.66 91.6 0.36 28 Bank 1287 « ft n 202,9 11.04 9.45 100,0 0.10 24 m Average 95.8 Sheet No. Table 1. EVAPORATION AND SMOKE. The tests in this table were made at 13 miles per hour. Column 4 shows a comparison based upon evaporation per pound of coal. From this standpoint the bank fire is the best. 13 M. F. 470-A 8 X lOVi LOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY XVOF o Q A PlIILADStPHlA. BaLTIMORB k WASHINGTON RAILROAD COMPANY TYPE .mHmrU Northbrn Crntral Railway Company CLASS H61) No. ..28.6.0..- Wbsy Jbrscy & Seashore Railroad Company 3C1 «-28-12 Sheet No.JPHktt Bcaik Versus level Firiluc aaiieiui ino.._ Altoona. Pa.. TABU? 2 EVAPORATION AND SMOKE PITTaBDRGH COAL COiiPANY COil. Boiler Equivalent Evaporation From and at 212 op. Relative Evep.ln Carbon Smoke Test number Uilee per Hour Cut Off throt- tle. Pres- sure Avg. Per Sq.Pt, Heat Stirf, Per Hour Per Potmd of Dry Coal per cent Best Evap. equal slOO^? Monoxide In Gases Average in percent Average Kind of Fire 1 2 3 4 5 6 7 1279 17 45 Pull 197.7 14.89 7,35 83,2^ l.OSjg 48 Level 1283 r» M 199,7 14.65 7,72 87,4 1.30 42 If 1289 w If II 200,3 14.59 8,07 91.4 0.15 30 H 1290 Hy It It 198.4 14,59 8.14 92.2 0,35 38 If 1293 It tl M 197.3 14.29 8.53 96.6 0.80 34 .11 1281 •1 H It 202.0 16.07 8.57 97,1 0,45 40 tl Averagi 91.3 1278 tl tl tl 193.S 14.21 6.89 •78,0 0.30 52 Bank 1292 t| 91 19 198,7 14.66^ 7.82 88.6 0.85 42 If U82 « II If 200.5 14.68 7.99 90.5 0,70 46 If 1280 11 H W 201.8 15.07 8.16 92.4 0,45 50 N 1291 n H 200.5 14.51 6.63 100.0 0,00 26 If Average 89,9 Average ^ 92.8 * 3«l/2 Foot Bank; the other teste are with an 1-l/Z Foot Bank, » ^ Qaltting Test 1278 ehleh has an ezeeseively high bank* Smpft No. Table 2. EVAPORATION AND SMOKE. These tests were made at 17 miles per hour. If test No. 1278 (the real bank fire) is included, the average results for the bank fire are low. 14 heating surface per hour. The tests in Table 2 were run at a higher speed, 17 miles per hour and 45 per cent, cut-off, giving an evaporation of between 14 and 15 pounds of water per square foot of heating surface per hour. !5. These conditions did not make a very heavy demand upon the boiler for steam with these coals, as with the Eureka No. 6 coal we have obtained in other tests on the Plant an equiv- alent evaporation of 16| pounds of water per square foot of heating surface per hour. 16. In column 4 of Tables 1 and 2 a comparison is made between the evaporation obtained by the different firemen. The highest evaporation for each group of tests is taken at lOQ per cent. 17 . Considerable differences are shown between the level fire firemen. It is very clear too, that the second test made by some of the men shows a very decided improvement over the first trial on the Test Plant. 18. In the case of fireman Bl, with a bank fire, in test No. 1278, an evaporation of 6.89 pounds per pound of coal is shown, while on the next test. No. 1282, made by the same fireman, an evapora- tion of 7.99 pounds was obtained, an increase of about 14 per cent, and a saving of 961 pounds of coal in the second test. This would be a saving of about 2800 pounds over a 100 mile division. Temperature Near Firedoor. 19. At a point near the firedoor a thermometer was sus- pended and observations of the temperature were made for each kind of firing, with the following results : In test No. 1283, level fire, the temperature was 117° F. « u u ]^281 u u a ^ 114°F Average 116° In test No. 1282, bank fire, the temperature was 104° F. u u u 1280 ^ 94° F Average 99 °' There is here an average difference of 17 degrees between the bank and level fire. 15 Evaporation Per Pound of Coal. 20 . On diagrams Fig. 4 and Fig. 5 the results of the tests are plotted to show the evaporation per pound of coal. 21 . In the tests at 100 revolutions per minute the range of coal fired per square foot of grate is from 85 to over 105 pounds. The best results, or highest evaporation per pound of coal, are for the bank fire as fired by fireman B2. These tests are Nos. 1287 and 1291, and it will be noted that they were the last tests fired by this fireman, showing that this fireman improved in his firing by experience at the Plant. Fireman Tl and T2 in addition to their road firing had had considerable experience at the Plant, firing, between them, seventy -five tests, and the results of their work with the level fire are very close together. At 100 rev- olutions per minute, the difference in the evaporation per pound of coal between the tests Nos. 1281 and 1293, by these two firemen, is but four-hundredths of a pound. At 80 revolutions per minute, fireman Tl duplicates his two tests. Nos. 1275 and 1288, within one- tenth of a pound. Smoke. 22 . Observations of the smoke by the Ringelmann method were made at 10 minute intervals during each test, and the re- sults are conflicting. (See Tables 1 and 2.) With Eureka coal at 13 miles per hour the level fire shows the most smoke. At the same speed and Pittsburgh coal the level fire again shows the most smoke. At 17 miles per hour with Pittsburgh coal the bank fires show the most smoke. Gas Analysis. 23 . The amoimt of carbon monoxide (CO) in the smokebox gases is dependent upon the completeness of the combustion, , a large amount of CO indicating insufficient air supply and con- sequent incomplete combustion. 24 . An inspection of the smokebox gas analysis does not show any marked difference between the two methods of firing. The least quantity of CO was obtained in bank fire test No. 1291. \ 16 . n i. r I r p_ r" r THT TIP T^r i::; - T TT* , ’ jiii fee >M( /E L- ; PE :ni 43 w'AjNL i A O k 6 s IE lii: rr *7 ’.L !;:: ! ri ; TV 3 ■ ilai 4 :lph A- 3 U.Tnv IIBIHEILT OES Cpr i yvi u.. 9 H 1 K iTON rxrt fua liiUti KT- ua« piy • E 53 :'i‘. IP £0. r~ L_ (SKT . irse T--I mpK EP ^r!qi MEI P jj*” lir^i xT" Jb Ui a i-S 1 aie« ; » M » i IT* |SUBJ EC ss fe. L !▼« ST nr }■ ■ - - At.1 oo NA. Ba U tl£ r I. [I r r“ i 7 " 7 t ;j; : : 1“ p , * 7 ' r 1 ■ *p ~T- . ' I • T “ i ' 12 s? k:; _9 , r : 12f U 12J fg • ..7. :i:; .4 I 277 Pj? j 28 : 1 ■ ;i2£ k i I — j c j — 1 i-— : u r“ r" ■t; i 127 r L_ [p fo aJ U. Wl 28 G < *v>. 7 _L_, ! i ! ■ 1 • I::-. tst TP IL; : [■. i\ '! . : r” _q . j 1 P r. ■ i ' L.: ; P 1 n ■i Lip ii;; il_ • • ■ »• -I ZJZ' 1 * ■: r~ I r^'i ■ ■■ p .i 7 [■■::: n ' -I “ *!• ■ HH , 1 — r~ . . ! 1 : : . : y IP H I Li Pp pi Ttr 7 ■1 : "I 7'P ■..1 I ■■ "H P !> ■ pH hrrrr IP trpT I - i U-i P ■ ■- 1 [Hr 7 fi i r-ri _pj [1 :n: i::: pi: 7 ~ i !;■ ■-i “1 C ) ■■ Lei rf.1 -El *g pp if:; 1 : _P ■ ■; Ip HI b 3 *1 *»: i-j 1 p: pp :: ■! j p ■ 'j ~ ■ 1 I- Hli ert -S' — 1 i J!e li > 7 si^a p H"' HI ""■'I i ' ■' ! h . I fc H ; i: 57 ^ i__ 1 p f; »— j vn\ CT » ^KiiSj L iii^ _J r — I [» 1 — ^ _J |S-i fZ 1 M ai I- P-J ip pi_ — 4 *—; 1 ^ ; f ” J I ■ r I -ii- 1 * — i 1 r1 > 9 I n — 1 n: v >eg ; ■ —\ i i — i ; j — abf rRY C [Tr^ FeI rP oci R. LB s7i : B< 3. > 3F Gf Ei^ 3.1 »■■ 1 i r ; J [ ! 1 : JJ ■ !.''1 ■V Fig. 4. EVAPORATION PER POUI^ID OF COAL AND RATE OF FIRING. The test number is shown for each point. The results are influenced more by the skill of the fireman than by the method of firing. 17 Fig. 5. EVAPORATION PER POUND OF COAL AND RATE OF EVAPORATION. ' Under the same conditions of running, there is much difference in the results with the different firemen regardless of the method of firing. 18 . f I: f'f f: il f THT f if sx. M£ ai N1 /AMIA F» A LF(0, \n c OF !P ^N Y ■ ;,L, [If if. fill TV >c t V8 m JO •) p» ijkp LTH A, B, LTIA OtI. c Wa !MW( toh^ itAIL tOAD r»Rh- MPAI Com ■AHV w Z : r:*: ffiff whh itmisy ^ SKA iM tOK t RA LBO. 0 CK ' 9 itii It'l & -riiTTl li.rllil at eel Hi u. 64 •MJ iRT M E.I rr- . iii: ii'i nil SI BJ EC T: Ha Dk Vej • < QV al b’ii . r Al pb f4A. FA X I'ii •n; 1 ' ■iii !'■ 1 1 iJ In k 1 ft bW ' i '-li . ! il: i:!; ■■ 1 ■ lOO .. — --fir MIA ■ .. I ^ -1'' ' ■ V TBt Uv •hr oe *’1 ■ O' ^ f:; '■ o , X iOO 1 T bcot — -i ' . .. ;.r ti 1 I I .ii' iiii nrU i:r : • • - ■ . . . r. . MU — :;li . . : . ' . : ■ 7^- *1. - riTJ ■ • *1 ft 1 1 f “ 'n ::j: 1- rn ' :n Jtrt; * - i( Wvi i'M ‘T :(!' . i; tlj: ; illr i; ■r ' 1 • ; ■ -rjl \ i'H !n; •til ■Ulfi Ijhlf .. ‘ ij !i;: : j.i ' 1 ( . ; niii : |:u ff i'!': ift t |r,; 'Hj ! I * ■ if liii . -iii- :i:i iflti if' l' :ii 1 iW ’!f i!!! til ill if If' Hm ft X-B< lllj 7i fW :j!r :;:i K . 'ill iill in i = :i lijj fh } ...yt . ' '' , ■ 1 ‘ :•* ■pi T| X 7. . SWi -r— ;:;i. :t;; Iji; -ni lit; :i : i 1 : : : ; . . 11 j fi n'i -iiii i'li 7! Iftf i! : i’ll " * nil i!ii 'i‘ jiii 1 ::!l / :|i ; '1 ^ i'i J.: 1 ; : IVl tnt iil! , \f Jl ' \u\ III! l! i:!' 'll ;i‘‘ : i|' . ! . ] ' .ll; i.r Hi ' • : ■ 1 . ■ ■ '1 ;!.; :l|l . , . . . , lir !•■■ •■i‘ ill ; '.'f '' i ii- :.i; ilj 0 1 4 r iO 8( ICF > ) U yn iiii * If ot Y j :<>, FH EC JR,ijLl3S; R J !Q. Ft o AifiB 7i :1|* if ; li ‘ 1 f: fi: iiii ijti 4€ It' :'•! Fig. 6. TEMPERATURES IN FIREBOX AND IN SMOKEBOX. There is no apparent difference in temperature due to the method of firing. 19 Draft and Thickness of Fire. 25 . The intensity of the draft at any speed and cut-off de- pends upon the thickness of the fire, and as the draft does not seem to have been affected *by the method of firing, we may assume that the average thickness was the same in both the level and bank firing. The reason for the draft not being greater in test No. 1278, where a thick fire was carried at the back end, is that the fire was very thin in front and most of the air supply for the fire came through that portion of the grate. Conclusions. 26 . Of the two methods of firing, the results for the bank firing, as practiced at the Locomotive Test Plant during these tests, show a slightly higher evaporation of water per pound of coal. This is based on the results where a short bank was used. The large bank will be referred to later. The result in favor of the bank firing is due, possibly, more to the skill of the fireman than to the methods used. It would, therefore, seem safe to conclude that the amount of coal used with the low bank fire and with the level fire are the same. 27 . If, however, the method of firing as practiced by fireman B1 in test No. 1278 is followed, the results are much less satisfactory than with the level fire. As the bank firing employed in test No. 1278 was used in the first test with a coal from the Lines West of Pittsburgh, it would appear that the size of the bank and the method of firing with it was the style of the bank fire that had been claimed to be more economical than the level fire. This method of bank firing is undoubtedly proved to be far from economical as compared with level firing, and the fact that fireman Bl, who formerly advocated this method of firing, changed to the small form of bank after seeing the results, seems to be good evidence that the large bank, as first tried, was in his estimation not to be compared in economy with level firing. 28 . It should be emphasized particularly that in speaking of bank firing as a method, the size of the bank which is to be em- ployed must be clearly understood. The general statement that bank firing and level firing can be placed on a par, so far as econ- omy in fuel is concerned, is misleading, unless a description of the bank method of firing is given. 20 29 . The idea of the larger bank seems to be that it forms some protection for the fireman against the heat radiated through the firedoor and permits the firing to be done largely at the back end of the firebox, the coal or partly consumed coal working its way forward. It is this method of bank firing which has been shown to be uneconomical. 31 . The method of bank firing with the low bank does not require all the coal to be fired at the back end, but requires firing in much the same way as with the level fire. The temperature near the firedoor from this form of bank has been shown to be from 10 to 23 degrees Fahrenheit less than with the level fire. 32 . These trials were made on a single locomotive, one having a wide grate and a comparatively shallow firebox or a firebox in which the firedoor and lower tubes are, comparatively, near the grate. With a very deep and narrow firebox the conclusions probably do not apply, neither do they apply to all eoals. It is assumed that they do apply to the great majority of locomotives on our own lines. 33 . Unless the bank is high it does not protect the fireman from the heat of the fire to any great extent, and when it is high enough for this purpose, or when it extends above the top of the firedoor, very poor results are obtained from the boiler. With the bank extending above the door opening the firing must of necessity be performed in a haphazard manner, as the surface cannot be seen. Recommendations. 34 . We recommend that the instructions to firemen to fire by the level fire method be continued in force (Par. 11 and 28, and Par. 5 Circular 81 A, Bulletin 16). Approved : J. T. WALLIS, Genl. Supt. Motive Power. Test Department, Altoona, Penna. November 15, 1912. C. D. YOUNG, Engineer of Tests. 21 M. P. 804A xiloK LOCOMOTIVE: TYPE 2-e-o CLASS NUMBER 2860 Pennsylvania Railroad Company Philadelphia, Baltimore A Wathmolon Railroad Compa/iy Northern Central Railway Company West Jeraey & Seashore Railroad Company TESX Average Results of Locomotive Tests T • I(W7 TEST NOS., 1275 to 1293 SUBJECT: Bank Versus Level Firing Altoona, Pa., 9-5-1908 driving Wheels PISTON Rods, Diameter 1 Number of Pairs _ 4 Inches 2 Approx. Diameter, inches 56 74 High Pressure 4 _ 164 Engine Truck Wheels 76 Low “ _ •• 155 14 Number . _ 2 Tail rods. Diameter, 156 16 Diameter, inches .. . 30 inches 157 Trailing Wheels 78 High Pressure _ •150 16 Diameter, inches - 80 Low “ ' M 169 Wheel Base, feet Valves 17 Driving Wheel Base 16*25 82 Type .. _ Piston 18 Total Wheel Base 24*84 83 Design Am6r*Bal*Valve Co« 19 Gage of Wheels . 4*75 84 Per Cent. Balanced 100 WEIGHT OF ENGINE WITH WATER 85 Type of Valve MotionWalSOhaertS 160 AT 20. GAGE COCK AND NORMAL Greatest Valve travel FIRE. POUNDS 66 High Pressure, inches 6*25 . 161 20 On T ruck _ 21667 88 Low ' 2 1 “ 1st Drivers 46667 Steam lap of Valve 162 22 • 2d ■■ 42683 90 High Pressure, inches *91 163 23 ‘3d * _47600_ 94 Low “ “ 167 24 ‘ 4th “ 40850 Exhaust lap of Valve 26 “ 5th “ — - 96 High Pressure, inches *06 168 26 * Trailer* — 102 Low “ “ 169 27 Total 198267 Boiler 28 “ on Drivers 176600 113 TypeBelpaire^wide firebox. 171 Cylinders 114 Out^ide Diam. 1st Ring 71*16 Diam. and Stroke, H P 22 X 28 Tubes 172 ‘ “ “ L P_ 116 Number 373 CLEARANCE IN PER CENT. CF PISTON 116 Outside Diam., inches 2 173 DISPLACEMENT Pitch “ 2.6876 40 H. P. Right, Head End 12*5 118 Length Between Tube 174 41 * “ Crank “ 10*7 Sheets, inches 164*26 . 42 * Left, Head “ 12*2 119 Total Fire Area, sq ft. 6*23 43 “ . ‘ Crank " 10*8 124 Boiler Pressure, pounds 2Q&_ 44 L. P, Right, Head “ Superheater 46 “ * Crank “ 126 Number of Tubes ^ 46 ‘ Left, Head “ — 126 Outside Diam. “ inches _ . “ 47 • * Crank “ 128 Length of “ “ t RECEIVER, Cubic Feet Firebox, Inside, inches 48 Volume Right Side _ _ -r_ 132 Length 118*32 49 • Left “ 133 Width _ 66*04 Steam ports, inches 137 Air Inlets to Ashpan, 60 H. P. Admission, Length . 3Q_ sq. ft. *> 7*66 6 1 ‘ ‘ Width 2 Grates 68 L. P. " Length 144 Type Rocking Finger 59 ‘ • Width 145 Grate Area, sq. ft.^ 46*66 66 H. P. Exhaust, Length Bo Fort 146 Area of Dead Grates 0 67 “ - Width " 91 70 L. P. “ Length 7 1 • * Width HEATING Surface, Square feet Of the Tubes, Water Side 2673*68 “ “ ‘ Fire “ 2339,23 “ “ Firebox, “ “ 166*06 “ “ Superh’r, “ " «« Total, Based on " 2605*29 of Firebox and Waterside ofTubes 2839.74 Boiler Volume WITH WATER SURFACE AT LEVEL OF 2D GAGE COOK Water Space, cu. ft. 349#? Steam 83*1 Exhaust nozzle Double or Single Single Size, inches 6*63 Area, sq. inches 24*89 Reverse lever H. P. Notches Forward of Center 22 L. P, Notches Forward of Center — Ratios Heating Surface tl58) to Grate Area (145) 51*49 Fire Area Thru Tubes (119) to Grate Area (145) .13 Firebox Heating Surface (156) to Grate Area (145) 3*41 Tube Heating Surface (155) to Tire Box Heating Surface (156) 14*09 >USEO IN OALOULATIONS Table 3. DIMENSIONS OF CLASS H6b LOCOMOTIVE 2860 USED IN BANK FIRE TEST. 22 LOCOMOTIVE: TYPE CLASS H8b NUMBER 2060 SUBJECT; Bank Terfvs Lovol Firing; Pennsylvania Railroad Company PhiMalphis, BaHimere & Wathiailoa Railroad Compaay Northara Caatral Railway Company Waal Joraay & Saathora Railroad Compaay TEST DEPARTMENT FUEL ilest Eiareka and PittBbare^ Coal Average Results of Locomotive Tests Altoona, Pa., 8-B4a-1908 RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duration of To»t, full I PartUI Actual Cut-off Per Cant, H. P. Cyllndan Vethod of firing Ash Pan, lat>-i of Water CaJorlAc Value of Dry fuel, B. T.U.porLb. Cinders Collected in 196 199 268 te 271 217 222 226 246 238 1275 1276 1277 eo-40-p 80-40-F 80-40-.r 80-40-P 80-40-F 50.. 40-F 50.. 40..P 80-40-F 1C0-4S-.F 2.5 2.5 2.5 15.56 13.56 13.36 pall full tev^l m Bank Level 13.30 13.31 13.31 13.31 13.31 16,^ BOILER PERFORMANCE LeTol 201.6 197.4 202,0 203.0 202.8 203.3 202.9 201.0 200.3 5.5 3.5 3,9 3.5 8.6 8,6 3.6 3.5 5,1 0.1 0,1 0,1 0.1 0,1 0.1 0.1 0.1 0.2 13743 13743 13743 12364 12364 12564 12364 12364 12364 TO 108 126 56 33 31 23 18 EN6IME PERFOBMAMCE TEST NUMBER Or^fuel Fired per Hoar, Pouads Dry Foel parHaar. Pemdsper 8R.Ftrf EQUIVALENT EVAPORATION PROM ANO AT 2120 P.. POUNDS Per.Hejr pwSd-Tt HaMa^ur. Dr]r*Faal Branch Pipa, PaiHM^ pec Sq. In. Superheat In Branch Pipe Oenreei F, 336 339 340 346 347 230 1275 U76 1277 1284 1265 1266 1287 1288 3135 3259 3070 3024 3140 3207 2928 2966 64.43 66.98 63.09 62.15 64.53 65.91 60.18 60.96 23938 22866 2SSS4 23306 22879 23309 23223 22828 23449 27162 27743 27749 27265 27787 27670 27202 11.56 10,84 11.07 11.06 10.86 11.09 11.04 10,86 9,07 8.88 9.04 9.16 6,68 8,66 9,45 9.17 824,6 787^ 804.2 804.3 790.8 605.4 802.0 788.5 8.07 L059.3 65,74 58,54 68,88 71.71 67.60 67.66 73,81 71,63 63.04 TEST NUMBER E NGINE 1 PERFORMANCE LOCOMOTIVE PERFORMA NCE asBXMao; Dry Steam te Enfinet. Pounds per Hour ladicated Horse Power Dry Fuel tadicatad Horae ■ PeaarHoer, Peondi DryStaaa P» ladkatod Horae Petucr Heir, Poueds Dnwtar Pelt, PaaiMt OyaaMometir er Ortiubar Horae Power Dry Feel Dymmem. Horse PwrwHour, ffiadi Dry Steam pw Oynanom. Harse Power Hoar, Peands Machine Effclency of Lecametive, Per Corn Therpol Efldency Locomotive, per Cent, (Based on Fuell 1 214 379 380 381 285 383 384 385 398 309 1276 23648 22279 794.0 4.9 29,8 4,7 1276 22679 21521 767,0 4.3 29.4 4,4 1277 '23017 22310 796,1 3.9 29.0 4,8 1284 22955 22536 802.2 3,8 28.6 5,5 1285 22675 22170 790.1 4.0 28.6 5,2 1286 22994 22522 802.7 4.0 28.7 5,2 1287 22920 22192 790,9 3.7 26.0 6,6 1288 22543 22276 793,9 3,7 28.4 5,5 1269 30291 23343 1039.9 4,4 29,1 4.7 Table 4. RESULTS OF BANK AND LEVEL FIRE TESTS. 23 M. P. 394 A-8lith ShMt LOCOMOTIVE : type 2-8-0 CLASS H61> NUMBER 2860 Pennsylvania Railroad Company Philedelphii, Balftmorc & WNhingtoa R«ilr««d Company Northorn Conirol Railway Company Woat Jortay & Staahoro Railroad Company TEST DE RARXMENT FUEL : PlUeburgb Coal Co* Average Results of Locomotive Tests SUBJECT: Bank Verana Level Firing Altoona, Pa. .8-24-1908 TEST NUMBER RUNNI ING CONDITIONS 1 BOILER performance TEST DESIGNATION OuntiM of Test. Hoors Miles per Hour Throttio Oponing, Full or Partial Actual Cut-off Per Cent., H. P. Cylinders Uethod of Firing Pressure In Boiler, Lbs. per Sq. Inch Draft in Smoke Bos, Inches of Water Draft in Ash Pan, Inches of Water Calorlhc Value of Dry Full, B.T.U.porLb. Cinders Collected in Smoko Bos, Pounds ptr Hour •.P.aCtt.4tfTWet1lt 196 199 203 268 to 271 217 222 226 248 236 1290 100-45-? 2*00 16.64 pull Level 196.4 5.3 0.2 12364 46 1291 100-4&.F 2.00 16.64 •t Bank 200.5 5.6 0.1 12364 35 1292 100-4&-P 2.00 16.64 •• « 198.7 5.4 0.2 12364 37 1299 100-4&-F 2*00 16*64 N Level 197,9 5.4 0.2 12364 46 1278 100-46-P 2*0 16.71 91 Bank 199.5 5.8 0.1 12447 94 1279 100-48-F 2.0 16.71 H level 197,7 6.7 0.1 12447 102 1280 100-46-P 2.0 16.71 •• Bazik 201.8 5.6 0.2 12447 64 1281 100-46-P 2.0 16.71 m Level 202,0 5.7 0,1 12447 20 1282 100-45-P 2.0 16.71 ft Bank 200'.6 5.7 0.2 12261 48 10O-4&.P 2.0 16,71 •9 Level 199.7 5.5 0.2 12281 56 BOILER PERFORMANCE TEST NUMBER Dry fuel Fired per Hour, Pounds Dry Fuel per Hour. Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Pounds per Hour equivalent evaporation FROM AND AT 2120 p., POUNDS Boiler Hone Power (34}iU.ofE.) Efficiency of Boiler, Bised on Fuel Per Hour Per Hour per Sq. ft of Fire Heating Sue, Per Pound of Dry Fuel 338 339 340 344 349 347 349 360 1290 4491 92.30 30668 36541 14.59 8.14 1059.2 63.58 1291 4118 64.61 30478 36351 14.51 8.83 1063.7 68.97 1292 4694 96.47 30807 36722 14.66 7,82 1064.4 61.09 1293 4199 66,29 30056 35807 14.29 6.53 1037,9 66.63 1278 6169 106.23 29965 36697 14.21 6.69 1031.6 53.46 1279 5074 104.28 31375 37306 14.89 7.36 1061.4 57.03 1280 4624 96.03 31736 37763 16.07 6.16 1094.3 63.32 1281 4408 90.69 31747 37764 16.07 8,57 1094,6 66.50 1282 4669 95.96 31343 37287 14.88 7,99 1080.8 62.83 31297 37218 14.85 7.72 1078.6 60.71 ENGINE PERFORMANCE Preiture In Branch Pipe, Peuedt perSq In. Superheat In Branch Pipe Degrees F. ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam t. Enginu, Pounds por Hour l.dicated Hooo Power Dry Fuel per Indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, Pounds Drawbar Pull, Pounds Dynanwmetor or Oriwbar Horse Power Dry Fuel per Dynamem. Horso Power Hour, Pounds Dry Steam per Dynamem, Horse Power Hour, Pounds Machine Efficiency of Lncomotive, Por Cent. Thermal Efficiency of Locomotive, per Cent, liatfc'.-.nFuel) 214 379 380 381 266 383 384 386 393 399 1290 30297 23256 1036.0 4.3 29.3 4.8 1291 30100 23028 1026.9 4.0 29.8 5.1 1292 30484 23093 1026.8 4.6 29,6 4.5 1298 29691 22897 1020.1 4.1 29.1 5.0 1276 29593 22191 988.6 5.2 29.9 3.9 1279 80996 22566 1005.0 5.1 30.8 4.1 1280 31854 23431 1048,9 4.4 30.0 4.6 1261 31848 23185 1032.9 4.3 30.4 4.7 1282 30952 23220 1034. S 4.5 29.9 4.6 1283 30862 23085 1028.4 4.7 30,0 4.4 Table 5. RESULTS OF BANK AND LEVEL FIRE TESTS 24 GRAPHICAL LOG OF TEST. The following diagrams show the boiler press- ure, speed, drawbar pull and weight of coal and water for each ten minute interval of the test. A diagram is drawn for each test and is on file with the Test Plant records. A few representative dia- grams are shown here. 25 Sheet No P-465 M P. BzDerlmencal D-1 Pennsylvania Railroad Company Philaoelphia, Baltimore ^ Washington Railroao Company Northern Central Railway Company West Jersey Seashore Railroad Company TEST DEPARTMENT Bulletin Graphical Log of Locomotive Test I'i u i»n H 1 )0Vj No. 12 Bank Terius level Fire. Altoona. Pa , 6-17-1908 UPPER FIGURES R. P. M LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 2 - 8-0 Class H6b Number £860 Spfco in Miles per Hoe- Revolutions per Minute Cut-off Per Cent., H. P. Cyiin KU »• IfK Sheet no. P*^67 Phh.AOCI.MiA, aALTIHUHC A WACHINUtON RAILROAD COAIPANT Northcrn Ccntral Railway Compary WUT JCRMY & SCACHORC RAILROAD COMPANY TEST DEPARTMENT Bullet la No IZ Graphical, log of Locomotive Test Baak Tersus LotcI Fire Altoona. Pa , 8.18.M1908 UPPER FIGURES R. P. M LOWER IGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type Class HAb Number 2AA0 30 40 so 2 MINUTES AND HOURS 30 40 so Speed in P' Hour . Revolutions (Wr Minute Cut-ort Per Cent., H. P. Cylinders Throttle Opening Fell Of Pirtrcl Evapontio'i PMids of Witer per found of Coal LS«8« 60 40 foil 7.XB 1277 Sheet No. P*4A7 28 Sheet No. F-468 M. P. Experimental D-1 Pennsylvania Railroad Company PHUkOtLrMI*, BALTIHOAC & WASHIMOTOn Railroao Commny N oRTHtmi CCMTIUU. Railway Co«pamt WE«T JCHSCr a SCASXUAC RAILAOAO OomrANT TEST DEPARTMENT BttUetixt Graphical Log of Locomotive Test 11 » itu szlOH NO. Bank versus Level Fixe 12 8-19-1908 UPPER nOURF. S R. P M LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type *-8-0 Class 34 ^) NUM3ER *60 10 20 30 40 so I ;0 20 30 40 50 ^ LENGTH OF TEST — MINUTES AND HOURS 20 30 40 SO SpMd Mile! . RAVoillihHIi par Mlaiitt P«f Cent., H. P Cylinders Throttle Openinf? Fall or Fvapontioi Poands of Wlfor per Poand of Coal ie«7i 100 46 Fall 5.69 1278 Sheet No. 29 Sheet No. P-469 M P. Experimental D-1 Pennsylvania Railroad Company , PV4tl.AUCtPHIA. BACTtMORt db WaRMINuION RAHROAO COMPANY NORTHCRN CCHTHAl RaiCWYAT COMPANY W6»T JtRSCY A SCA8» ORC RaiuROAO Company TEST DEPARTMENT Bullfl tla Graphical Log of locomotive Test II II 1(11 K » mH No 12 Bank versus Level Fire, 8-20-1908 O tc 20 UPPeP FIGURES R. P. M. LOWER PIGUR eS APPROX. SPEED IN MILES PER HOUR Locomotive Type 2-8-0 Class H6b Number 2860 30 40 SO I 'O 20 30 40 SO g 10 20 30 40 50 length of test- minutes and hours Hoir Hijvolution^ oer M nut« Clii-.')'' p.f C.n* . H. P Tnroltir Ful Pv*»l f vaporatio' Pounds of Water pc Pound nf Cna! 16.71 100 45 Poll 6,07 Test no. im Sheet No. P-469 30 Sheet No. P-470 M. H. Experiiuema! D-1 Pennsylvania Railroad Company PHliAOetPHiA, BALTlAtoRC d. WaSHINUTON RailROAO COAIPAMr Northern Central Ra«lwa> Company WEST JERSEY A SCASHURC RailROAO CoMPAAV TEST DEPARTMENT Bulletla NO 12 Graphical Log of locomotive Test U 1*11 » » loH Baxik verstis Level Fire Altoona. Pa , 8-2CL190e (ft J 0 < z Oo Uo (L feed water POUNDS 1 “ n? “4 _ h •j 1 "T1 1 "T" - - 1 — - 1 — F~ .-f- J “T" - ! .. I j .4] rrrrr... 1 Jf- - k ' j ’4 t -i-'U • 1 ! j - - TTr “ -T T 1 i i 1 1 r -,-L -1- I !~ _4_ -Tt* I - - =■; F.l- ii. i ‘1“ Si? r 0^14 ‘t— i— - fvim re: J I ,r:rr :::i ; »*« - t ‘ 1 ^ ’ e:;; 1- ^ . ¥ -rp- “! - • 1 Tnr . — :zd IfO j ■rM:. lAA IS Jit “ J - Ull - TTrrtrrr 1 "TtT% 7' •7 BOILER PRESSURE. LBS PER SO. IN | 495 17 "If- M m-y -i -i “17 |::i: J ::j; 4 revolutions per minute and SPEEU in MILES PER HOUR | 2300( >9000 — SJ :::* lilp i4:_. -i-i;.-. .. 1::.- -^P 1 7 ''r DRAWBAR PULL, POUNDS | 5900: tOQQ: SflQQ SOOfl 2500 SQQO Y # 1 — -il- ■ ■):■;; “ t 4 1 :;i: !*•• / ; ¥ • • 1 -r , ' _L_ - - CT :i:: f : ) - -I- 1 ^ 1 1 Tr: T' ;ii: — 1 i/ - ■1 _r - :ii: ' [_ 4- .J 1 t ' - I 1 — ? IT -4- -Tr-i-T'- 1 “ r ! “1“ • r-- • 1 J_ -T- I'l !;• . ji:! T— »- /, T--:: " i rrr ;i:r zooo, lOQCC tOQQ WOO t ll tim KBs. a.j Itn ... j ipi tt W L Cl •a - - r r-TTTT" -1 — \:X.jA 11 — -L - 1 I- ; 1... i " 7 :: :i":: ± O )0 20 30 AO 50 1 'O 20 30 40 50 g lO 20 30 40 50 g lOiJRES R. R. M IGURES ARPROX. J Mt'-ES PER hour LENGTH OF TEST- MINUTES AND HOURS LOCOMOTIVE T V P E CLASS 26 b NUMBE.^ 2860 Spit'i Miles pe' Ho. Revolutions pe' M n ts tvjf-oP Per Cent.. H. P. CV'nder-, Throtli- Openiip Full Pi«rt.,l Evapuratio'^ Pound) of Water p.* Pound «'f Coa' 16,71 100 45 Pttll 6,74 Test No. 1280 Sheet No. P-470 31 Sheet No. B-471 M. P. Experimental D- 1 Pennsylvania Railroad Company PHILAOCL^HtA, EUlTIMORK db WASHINGTON RAILROAU COMPANY Northcrn Ccntral Railway Company West Jcrscy & Seashore Railroad Company TEST DEPARTMENT Bulletin Graphical Log of locomotive Test I'i U ISJl Ml lOH NO. 12 Bank Versus leyel Fire Altoona, Pa.. 8-21-1908 UPPER FIGURES R. P. M. L.OWER FIGURES APPROX. SPEED IN MIUES PER HOUR LOCOMOTIVE Type B-S-0 Class H6t Number 2860 30 40 SO I lO 20 30 40 50 ^ LENGTH OF TEST — MINUTES AND HOURS Speed Miles per Hour Revolutions per Mlnuto Cul-of Per Cent., H. P. Cylinders Throttle Openine Full ' or Parlul Evaporation Pounds of Water per Pound of Coal 16,71 100 46 FtOl 7,16 Test No. 1281 Sheet No. P-471 32 Sheet No. P-47SI M. P. ExperlmeDUil D>1 Pennsylvania Railroad Company PMn.*OCLrHIA. BALTIMOKe A . Washimton Raiihoao Compaat Noathcrn Ccmtral Railway Company WCNT JtNUY \ SCANHORC RahNOAO COMPANY TEST DEPARTMENT Bolletla NO. 12 Graphical. Log of Locomotive Test » itu « * loH Baask versus Level Fire. Altoona. Pa., e-2B.1906 UfPPER FIGURES R. R. M UOWER FIGUR E3 APPROX SPEED IM MILES PER HOUR LOCOMOTIVE Type 2-2-0 Class H6b Number 2860 30 MO so I 'O 20 30 40 SO ^ ° J length of TEST - minutes AND HOURS I'llM PAf Hour Revolutiwii per M'pjle CYt.fllf Per Cent., H. P. Cellnde'! Thrgltlr Openiri; Full Plrti.l EYaporatpi Poendi of Witer p«' Pound of Cnel 16.71 100 45 Fnll 6«33 1283 Sm eet No. PW172 33 Sheet No. M. P. Experimental D-1 Pennsylvania Railroad Company PHILkOELPHIA, BalTIMOKE &. WASHmOTON RAILROAD COMPANY Northern Central Railway Company West Jersey i. Seashore Railroad Company TEST DEPARTMENT Bulletin NO. Graphical Log of Locomotive Test 12 Bank Tersus Level Fire. Altoona, Pa., 9-.1-190B lUPPCR FIGURES R. P. M. L.OWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type Class H6b Number 2860 40 SO I <0 20 30 4'' SO 2 10 20 LENGTH OF TEST — MINUTES AND HOURS Speed Miles per Hour . Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full Partial Evaporation Pounds of Water per Pound of Coal 13,31 80 40 Pnll 7,11 Test No. 1286 Sheet No. P-473 34 Sheet No. P-474 M. P. Experlnieotal D-1 Pennsylvania Railroad Company PHtLAOELPHIA. BALTIMORE St WASHINGTON RAILROAD COMPANY Northern Central Railway Company West Jersey d. Seashore Railroad Company TEST DEPARTMENT Graphical Log of Locomotive Test la » lui 8z ibH No. 12 Bank versus Level Fire Altoona, Pa.. 9-3^190$ :I: UPPER FIGURES R. P. M LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 2-»-0 Class H6b Number 2860 30 AO SO I 10 20 30 40 50 ^ LENGTH OF TEST MINUTES AND HOURS lO 20 30 40 Spefd in. per Hour Revolutions per Minute Cut-olf Per Cent., H. P. Cylinder-; Throttle Opeolni; Full or Partial Evaporation Pounds of Water per Pound of Coal 16»64 100 45 Poll 6,65 1289 Sheet No. P-474 35 M P. Experimental D-1 12 « l»ll Pennsylvania Railroad Company PHILAOCLPHIA. BACTlMOftC WASHtMOTON RAHROAD COMPANY Nomthcrn Ccntral Railway Company Wi«T JtmtT a SuSHONt Railroad Compart Sheet No. test department Bulletin No. 12 Graphical. Log op Locomotive Test Bank versus Level Fire altopna, pa .9-3-1906 610 ZS6 lai = XfflS YQfl V) J □ <2 0 3 oo a. ir «« !■ 0 0 ui a. w k fiDQOi M € 11 iiS i i ii ~ ulW 1 tar ::UI Elr iiii 1 J..4 5S Si M g i gl 8 g is fa fat PI it Hr ii ail §2 Ip; H r TtI* , ?!; M tn fitit hi: w iii£ fa; 5 kc i pfii pi p ::r M M W~' ii tir ifa: IHti riii fa :'di ti § ui^ fa- E fiifi ii iHi pi rt:1 -J HiH v 2^ frii T*it Ufa M ^LH i nT fa 7Tt 'Ida m 1 || i E i li si t oL E I tra i f: “ jl i i 1 W.\ iy?i! ^ r 7ttt ttfa ini if i i iii i far fai fjj ;j 1 11 1 fa B I i| ? i r” 1 pT jiH 1 1-1 Lilll Hi 1 si n ttt:: H !ut lui iii tn? far fa U4t iig 11 rtir njT] 1 ilU. |2t TtTT i ♦ui 1 ;c:: 1 E" CTr an tar E aa ii 1 1 I 1 i Sii i 1 Ifai 1 w- 1 fa fa :IItj ::i: -..T f!? HH rn: 1 fai Hi C: h ^ Ll^ T%; rK rttn;: ii an P 1 1 1 fa m 1 ii a HE t i I inlli il ik g t”-4 ftii itil llil 2ii P ait iiii iat 1 iffil 1 IH TTtT 1 1 Li i il fa tm] 1 jk 'll Ui i fa 1 '■'ii BOILER PRESSURE, LBS. PER SO. IN | 17 as:; - i OC 1 UJ a. f/i UJ i z Q UJ CL o z < L4J 3 Z S z 0. z o 3 O > a 2Ann^ zscoj S2QCS 1/1 0 z D 0 a j j D Q. (r < .0 < a. D 1 BOB IKSC <000 SOQQ yrir goon SOOfil! »floq i teeo S3QC tsx 20flC ■ i ■ s 1 Hi? :n: p P *r fa i # 1 1 m ilia 1 llilHI mi I I 1 1 1 1 at 1 fa 1 s M 1 i| B m 1 1 1 1: 1 1 i 1 ii 1 1 HH: SS! iini 1 1 S pi is i HS i:tr S 1 j J i 1 P 1 aH i iHF 1 & I iiili HH! i 1 1 far 1 5tt ii ii iSg 1 1 g 1 g I Iliiililli iliii liiii li IHs 11 1 iiiil :i:i! isl 1 1 His :::i: iUi: ilH: s:n: H:;: ii '1 • i:::| H mu lUH M ill isil iiiil B I S i SH 11 11 ctHH! ssiSia 11 RSSTi s»H»f ii i iii mm m 1 h*U 1 1 1 1 1 j 5 1 HS I 1 1 III fell mkl iii 1 1 11 ill liiii ntK SHi u:u p! i Im HS» »!» u:n iJP hir us i U in: ! 11 Iii ill illiitisl 'iMenSSt 111 mimfi I 1 m 1 P* i iw 1 y^i •J III i;:;! iiiij liHs :::>■ H :::ii :>:ii Iiii! i::il Ulii ijiii iJ iiiil isj: lilii ip i.' i::: ss: Ii il 1 ::i iiiil iiiil SS! ilil! iiiil Iiiil 2QQG 1000 i H 1 = I 1 liai 1 1 1 illp II 1 I m ; 1! li iiii m ii 1 SHI i;;;l .".S! L; si: ii::: ss: Iiii il -BOO m 1 iii.' 1 iS i m* 1 1 an: fe 1 1 B 1 1 8 1 1 a 1 1 1 1 1 I'iH Ii ill:: mil ss; ::;! iiiil iiiil ii Iiii iiiil ^aaannaa iar £tr ^4^ nyitrtfn § W mn tlElj iSlE KiB m iiH: m O 10 20 30 . UPPER FIGURES R. P. M. 1 LOWER FIGURES APPROX. SPEED 1 fM MILES PfeR HOUR Locomotive Type 2-8-0 Class H61j Number 2860 40 SO 1 lO 20 30 40 SO ^ 'O *0 ^O 40 SO g ENGTH OP TEST — MINUTES AND HOURS Speed Miles per Hour Revolutions per Minute Cut -off Per Cent., H. P. Cylinders Throttle Opening Full or Pertnl Evaporation Pouadi of Water per Pound of Coal Test No. 1290 I6«8I 1 100 65 Fidl 6,69 ^ P-475 Sheet No. 36 M. P. Experimental D-1 Pennsylvania Railroad Company 11 » lUl 8il*H PHii.kDEi.PH, Rtvnluliofit r»r MIaiiU c»t.»ir P»r Cent., H, P. CjflliKlerS Throttle Opening Fgll Perl'Al Evaporalion Pounds of Water pe' Pound nf Cnai I6«64 100 45 Full 6*42 Test No. 1292 Sheet No. 38 Sheet No. P-478 M. P. Experimental D-1 Pennsylvania Railroad Company Philaoclphia. Baltimore & Washinutun Railroad Company Northern Central Railway Company West Jersey d. Seashore Railroad Company TEST DEPARTMENT BUllotlll NO 12 Graphical Log of Locomotive Test Bank versus Level Fire Altoona. Pa.. 9-5-1908 UPPER FIGURES H. R M LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 2-S-O Class H6b Number 2860 HO -lO SO ^ 'O 20 30 AO SO LENGTH OF T E ST- - M I N UT E S AND HOURS lO 20 30 40 SO Spwi M'l«s p-r Hoii- Revolutions per Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening' Full Partial Eeaporatio" Pounds of Water per Pound of Coal 16.64 100 45 Pull 7.01 Test No. 1293 Sheet No.^'^® PENNSYLVANIA RAILROAD COMPANY Locomotive Testing Plant AT ALTOONA, PENNA. BULLETIN NO. 13 (REVISED) FORMERLY BULLETINS NOS. 17 AND IS SMOKEBOX SUPERHEATER COPTRIGHT, 1913, BY PENNSYLVANIA RaILROAD COMPANY 1913 LOCOMOTIVE TESTING PLANT. SMOKEBOX SUPERHEATER. Conclusions and recommendations on pages 54 and 55. Trials of a Smokebox or Waste Gas Superheater, the Re- sults OF Which Show That the Advantages of This Method of Superheating Are Not Sufficient to Jusitfy Its Further Use. INTRODUCTION. 1. The hot waste gases discharged from the locomotive stack have always presented an opportunity for the introduction of some means of overcoming the loss of the heat that is in them, and one of these is the smokebox superheater. 2. The application of a superheater for this purpose, as here described, did not result in the realization of the benefits expected, as the saving by its use was offset by the disadvantages arising from its effect in checking the draft of the locomotive and making it impossible to develop the normal maximum boiler power. 3. The smokebox superheater must of necessity be one giving a low or moderate superheat (less than 100 degrees), on account of the comparatively confined space and the low temperature of the gases in the smokebox, which is from 500 to 700 degrees Fahrenheit. 4. The fact of the rather low temperature of the gases has lead to the suggestion of a lowering of the boiler pressure so that with a lower saturated steam temperature, a greater degree of superheat would be possible Further justification of this course was found in the lessened boiler maintenance cost, it was expected would follow the use of a low boiler pressure. 5. There is a very general agreement that the advantages of superheating are largely due to a decreased cylinder condensation. Saturated steam of any given pressure contains just sufficient ( 3 ) 4 heat to maintain its state as steam at that pressure, and when the smallest amount of this heat is lost, as either by work done by it on the piston or simply by contact with the cylinder walls of lower temperature, a part of the steam must of necessity be condensed and appear as moisture on the cylinder surfaces. 6. The condensation caused by the cooling action of the cylinder walls is that in excess of the moisture shown by the steam tables, to be in the steam after adiabatic expansion. 7 . For example : Dry saturated steam of 205 pounds (gage) pressure without addition of heat from any outside source such as a leaky valve or a steam jacket, and without giving up any heat, as heat, to any outside source, such as through unjacketed cylinder walls or a leaky piston, would be expanding adiabatically, that is, would be doing against the piston the maximum amount of work of which such steam is capable, by itself alone, between the set limits of pressure — and even then there would be approxi- mately fifteen (15) per cent of moisture in the steam so expanded, so that the moisture, due to the cooling action of the cylinder walls, in that case, is that in excess of fifteen per cent. 8. The use of saturated steam appears to make compara- tively great temperature changes in the cylinder walls during a stroke, due to greater conductivity of moist than of dry cylinder walls. Experiments with superheated steam, notably by Barms (see Transactions, American Society of Mechanical Engineers, Vol. 29, 1907), appear to show that as the amount of superheat is increased, the range of temperature in the cylinder during a stroke of the piston is decreased until with sufficient superheat the changes in temperature cease entirely, and Barms also stated in conclusion that, “A comparatively small portion of the drop in temperature was therefore due to the radiation losses and a large portion to the conversion of heat into work." 9 . If the superheat is just sufficient to keep the steam above the saturation temperature up to the point of cut-off, the steam will act as saturated steam during expansion and there will be no possibility of superheat being lost in the exhaust steam. Whether or not the loss of heat due to superheat in the exhaust is a serious matter, it is tme that the advocates of highly superheated steam 5 (180 degrees and upward) do not admit that there is any loss due to a moderate degree of superheat in the exhaust, because it is much more than offset by the less amount of heat exhausted per stroke, on account of the less amount of steam used per stroke, or the less amount of heat admitted to the cylinder per stroke at a given cut-off. Application of Baldwin Superheater to H6b Locomotive. 10 . The Baldwin Locomotive Works originated a system of smokebox . superheating, which involved the use of low boiler pressure, and in March, 1909, locomotive No. 2846, a consolida- tion of the H6b class, then about four years old, was turned over to them and a smokebox superheater installed. 1 1. The boiler pressure adopted was 160 pounds instead of the usual pressure for this locomotive of 205 pounds To obtain the original drawbar pull it was necessary to enlarge the cylinders and new cylinders having a diameter of 25 inches instead of the original diameter of 22 inches, were made for this locomotive. The stroke was not changed but remained 28 inches. No other changes were made in the locomotive except those that has been noted. The Superheater. 12. The superheater is wholly in the smokebox, as shown in Fig. 1 and receives heat from the gases issuing from the tubes. This heat would otherwise be discharged from the stack and lost. 13 . Each side of the superheater is independent of the other and is in fact an enlargement and division of the branch pipe to the cylinder. The superheater is made up of 336, one and one- quarter inch tubes. Each tube is about 40 inches long and is expanded into a cast-steel header at each end. The outside heating surface of the tubes, without the headers, is 389 square feet for both sides. 14 . The tubes of the superheater are divided into groups and the passages in the headers are so arranged that on each side 6 the steam passes through five banks of tubes in series. The steam thus passes through a length of pipe in the smokebox of about 17| feet. The temperature of the smokebox gases in this class of locomotive is normally from 500 to 700 degrees Fahren- heit without the superheater. 15. At a pressure of 160 pounds by gage, the saturation temperature of steam is 370 degrees Fahrenheit, and with a smokebox temperature of 600 degrees, but a moderate superheat is possible. The highest superheat obtained in the tests was 55.9 degrees Fahrenheit. 16. To measure the steam temperature, in obtaining the amount of superheat, mercury thermometers were used as shown in Fig. 2. These were placed in thermometer wells in each steam pipe. On account of the length of the mercury column above the well, a correction was made for each temperature reading. 17. No special determination of the amount of moisture in the saturated steam, entering the superheater, was made for this locomotive, but from a large number of tests with a thrott- ling calorimeter, on this and other classes of locomotive, it has been found that the steam contains about 1.67 per cent, of moisture, without much variation for different rates of evaporation. A correction of the above amount has been made for the quality of the saturated steam. Coal Analysis. 18. For all of the tests the coal was “run of mine" coal from Jamison No, 3 Colliery of the Jamison Coal and Coke Company. The proximate analysis of an average sample of this coal shows the following: Fixed carbon, per cent 57 . 25 Volatile matter, per cent... 31.95 Moisture, per cent 0 . 82 Ash, per cent 9 . 98 Total 100.00 Sulphur, separately determined, per cent 1.79 B. t. u. per lb. of coal, dry 14,014 Fig. 1. BALDWIN SMOKEBOX SUPERHEATER. 8 Outline of H6b locomotive with smokebox superheater and 2S-inch cylinders. 19. General Dimensions of Locomotive. Total weight (normal weight of H6b class), pounds 202000 Weight on drivers (normal weight of H6b class), pounds.. 179000 Cyhnders (simple), inches 25 x 28 Diameter of drivers, inches 56 Firebox heating surface, square feet 166 . 1 . Heating surface in tubes (water side), square feet 2673.7 Heating surface of superheater, square feet 389.0 Total heating surface (based; on water side of tubes), square feet (not including superheater) 2839.7 Total heating surface (based on fire side of tubes), square feet (not including superheater) 2505.3 Grate area, square feet 48.7 Boiler pressure, pounds 160 Valves 12 in. Piston Valve motion Walschaerts Firebox, type Wide, Belpaire Number of tubes 373 Outside diameter of tubes, inches 2 Length of tubes, inches 164.3 3-C4- 9 The Tests. 20 . The tests were made at three speeds, 80,100 and 120 revolutions per minute, 13 to 20 miles per hour. 21 . After making some preliminary tests at low speeds a test was begun at 100 revolutions, 16.5 miles per hour and 50 per cent, cut-off, but the locomotive would not steam. The draft appeared to be insufficient and the smokebox filled with cinders. 22 . The smokebox arrangement is shown in Fig. 3, the full lines indicated the parts originally in place. These consisted of SUPERHEATER Fig. 2. MEASUREMENT OF SUPERHEAT. The steam temperature was measured by means of a mercury thermometer inserted in the steam pipe. 10 a cone-shaped piece extending forward from the tube sheet and connecting with a tube or cylinder. This cylinder had perforated sides and a section was omitted at the bottom. The gases passed in at the perforated part and at the part “ A,” the gases finding a short passage to the stack. Fig. 3. SMOKEBOX DEFLECTORS. A cylindrical tube with a conical end is located on the center line of thesmokebox. This part was recon- structed so that the gases would enter at the open end, B, instead of taking the short passage at A. The parts shown by broken lines were added during the tests. 23. To improve the draft by causing the gases to sweep out the cinders in the front of the smokebox, the perforations in the sides of the deflector were closed and the bottom of the cylinder of the deflector completed, so that the gases, instead of passing up at “A,” were forced to enter the end of the deflector at “B.” A deflector plate was also added at the top and sides of the smoke- box. After these changes, the test tried before was easily made with a good steam pressure. 11 24 . A test was later made at 120 revolutions, 20 miles per hour, and 50 per cent, cut-off, but showing a total evaporation less than that of the regular H6b class. 25 . It was observed that, at any speed and cut-off, this locomotive with a 25 -inch cylinder and 160 pounds pressure, has a drawbar pull very much less than an H6b locomotive with a 22 -inch cylinder and 205 pounds pressure. 26 . This is shown by the following table: Comparison of Drawbar Pulls at Approximately Equal Cut-off. Test No. Loco- Moxn-B No. Steam Speed in Cut-ofiF in Per Cent. i.h.p. d.h.p. Draw- bar Pull Pound r.p.m. m.p.h. 1301 2846 Superheated 80 13 29.5 648.2 551 15495 1200.27 1 2860 Saturated 80 13 31.4 817.6 701 20234 1302 2846 Superheated 80 13 36.6 792.8 698.7 19648 1200.272 2860 Saturated 80 13 38.9 963.5 850.2 24256 1303 2846 Superheated 100 16 43.6 1046.2 908.7 20443 1200.274 2860 Saturated 100 16 45.7 1248.9 1111.8 25659 The superheater locomotive has a slightly shorter cut-off in these tests, but this is not nearly sufficient to account for the lower pull. This is evident from Fig. 4, where the mean effective pres- sure is shown for the cut-offs used. 27 . We find from this diagram that at 80 revolutions per minute with saturated steam and a cut-off of 30 per cent., the satu- rated steam locomotive has a mean effective pressure of 90 pounds, while the superheated steam locomotive under the same condi- tions has a mean effective pressure of 76 pounds. Similar con- ditions are shown for the speeds at 100 and 120 revolutions. There is a drop in pressure as the steam passes through the super- heater, and this accounts for a low drawbar pull, where the loco- motive is using large quantities of steam. This however, does not account for the low mean effective pressure at low speeds. The only apparent reason for this is in the use of the same size of valves and steam ports in both cases, and the low superheat used with the larger cylinders. 12 Superheater Tests with a Boiler Pressure of 160 Pounds, 28. Tables I and II show the results of the tests at 160 pounds boiler pressure, or the pressure for which this superheater instal- lation was designed. 29 . Table I shows tests with the superheater in action, Table II with the superheater removed, but in both cases with the 25-inch cylinders. The superheat obtained was low, being only from 25 to 56 degrees. When evaporating 30000 pounds of water and this was about the limit for the locomotive, the drop in steam pressure from the boiler to the cylinders was 7.2 pounds. 30 . In Figs. 5 to 9 which show the results of these tests with 160 pounds pressure, there is a saving shown in both water and coal, the saving in water averages about 8 per cent., and in coal about 15 per cent., the drawbar pull, however, is low. 3 1 . The locomotive with a superheater and 25-inch cylinders is in this case compared with the same locomotive without super- heater, but also with 25-inch cylinders. This is not a fair com- parison, because this class of locomotive, under normal condi- tions, has a 22-inch cylinder. The 25-inch cylinder, operated on superheated steam, shows a high water rate, due no doubt to cylinder condensation. 32 . A much better comparison of the 160 potmds pressure tests is found in Figs. 24 to 27, where the superheater locomotive is compared with another H6b locomotive having 22-inch cylinders, in this case no advantage is shown for the superheater locomotive. 13 Fig. 4. MEAN EFFECTIVE PRESSURE. The pressure for the 25-inch cylinder has been multiplied by 1.29, the ratio of cylinder diameters of the two locomotives. 14 K. P. ^4 A— Sixth Shoet !< \ tu*^ LOCOMOTIVE: TYPe 2-8-^ , CLASS H6b NUMBER 2846 SUBJECT : Stookebox Superheater Pennsylvania Railroad Company Phif«d*lphia. Ballinnorc & Weehiiislon Railroad Company Norfharn Caatral Railway Company Waal Jaraay 4 Saaahora Railroad Company XeST OEPARXMELMX Bulletin Ko,13 FUEL : »?ami8on Coal Average Results of Locomotive Tests Altoona. Pa., 3-31-1909 RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duration of Tett, Hoars Miles per Hour Throttle Opening, Full or Partial Actual Cut-off Per Cent, H. P. Cylinders foD^.or jnoke- box )egree& F 1 1 Pressure In Boiler, 1 Lbs. per Sq. Inch Draft In Smoke Box, Inches of Water Draft in Asn Pan, Inches of Water Caloriflc Value of Dry Fuel, B.T.U.porLb. Cinders Collected in Smoke kx, Pounds per Hour R. P. it Cet ctt Throttle 196 199 203 268 to 271 217 222 225 248 238 1301 1302 1303 1304 1306 1306 80-30-? 80-4 0-F 100-4 5-P 100- 50-? 100-60-? 120-50-F 2 2 2 2 1.5 Si 1 13.34 13.34 16.67 lokebox 16.67 20,00 Full sv 1 •• Filled mi 29.5 36.6 43.6 Slth Cl 50,4 49.2 475 500 570 fidere 548 600 159.9 160.6 159.0 162,4 167.6 1.5 2,1 4.0 6.9 7.8 ,1 .1 .1 .3 .3 13293 13293 13293 13293 13293 77 138 246 109 155 BOILER PERFORMANCE ENGINE PEf FORMANCE TEST Dry Fuel Dry Fuel Wator Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM AND AT 2120 p., POUNDS Boiler Efficiency of Boiler, Based on Fuel Kind of Super- heater Pressure Superheat NUMBER Fired per Hour, Pounds Pounds per Sq. Ft. of Gcato Per Hour Per Hour per Sq. Ft of FIro Heating Sur. „Per Pound of Dry Fuel Horse Power (34>4U.ofE.) 1 1 Brinch Pipe, Peuads per Sq In. Branch Pipe Degrees F. 338 339 3^ 344 345 347 349 360 1 220 230 1301 2071 42,53 16166 19603 7.82 9,47 568.2 68.80 Baldwin 156.6 25,0 1302 2663 55 ,09 19831 24077 9.61 8,97 697,9 65.17 •» 156,6 32,8 1303 1304 3663 75,63 25660 31372 12.52 6.52 909,3 61,91 l» 153.8 44,3 1305 4684 94 .13 30115 36558 14,59 7,98 1059,7 57.98 M 155.1 55,9 1306 5543 113.66 32722 39690 15.64 7,16 1150,4 52.02 M 154,0 54,7 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steim to Engines, Pounds por Hour Indlcited Horse Power Dry Fuel per Indicated Dry Steam per Indicated Drawbar Poll, Pounds Drawbar Horse Power Dry Fuel per Oynampm. Horse Power Hour, Pound' Dry Steam Dynamom. Horse Machine Efficiency of Locomotive, Per Cent. Thermal Efficiency of Locomativo, per Cent, Cased onFuel) Brap^ in I 214 379 360 381 266 398 399 1301 1302 1303 1304 1305 1306 15901 19661 25531 29730 32307 648.2 792,8 1046.2 1179.0 1265.2 3.2 3.4 3.5 3.9 4.4 24.53 24,67 24.40 25,22 25.54 epiLEiR p|res|sur 15495 19648 1 20443 23135 20184 561.0 698.7 908.7 1028.4 1076.6 3.76 3.84 4,05 4.46 5,15 28.86 28.00 28,10 28,91 30.01 60 65.0 68.1 86.9 87,2 85.1 5,09 4.99 4,73 4.29 3,72 393.7 401.4 406.0 423,T 422.0 Table I. Superheater in use. Steam pressure 160 pounds. 25-inch cylinders. 15 M. P. 3g4 A -Slith 6hc»t Pennsylvania Railroad Company LOCOMOTIVE ; TYPE 2—8«0 CLASS HSb, 25 In.eylinders NUMBER 2646 Average Results of Locomotive Tests SUBJECT : SlQOkebox Superheater* Trials With Saturated Steaaj Altoona, Pa., 4-8-1909 PKiladtIphia. SaNifner* 4 WstKin^lofi Railroad Company Northora Central Railway Company Waat Joraoy ^ Soaahoro Railroad Company 'EST OGPARTMEMT Bulletin Ho, 13 FUEL: Jamison Cool RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Ounlion of Tort, Hours Miles oer Hour Throttle Openieg, full or Partial Actual Cut-.ff Per Ceot., H. P. Cylioden rtop.dfii Smoke- 1 box Degrees! ^ 1 Preiigr* !■> Boiler, Lbs. per Sq. lecH Draft In Smoke 8o«. Inchei of Water Draft Ash Pan, Inchei of Water CaioriAc Value of Dry fuel, S.T.U.porLb CInden Collectod in Smoke Box, Pounds pir Hour 1 . r. ■ CBi.«n imttit 196 199 203 268 to 271 [ 217 222 225 248 238 1317 80-30-P 2 13,34 Pull 27,8 520 158.0 1.9 .1 13680 69 1316 80-40-P 2 13,34 m 35,6 545 160,6 2.5 .1 13580 116 1319 100-4 5-P 2 16,67 99 43,4 610 160,9 .3 13580 256 1320 120-50*? n 20,00 50.3 700 147,6 4.7 .3 i 13580 658 BOILER PERFORMANCE EII6IIIE PERPOKMANCE TEST NUMBER Dry Fuel F'red f*r Hour, Pounds Dry Fuel per Hour, Pounds per So. FI. of Grate Walnr Oelieered to Boiler, Pounds per Hour equivalent evaporation FROM AND AT 212° F.. POUNDS Boiler Horse Power (34HU.ofC.) Effcloncy of Boiler, Based on Fuel Pmiura In Branch Pipe, Pcunds par Sq In. Superheat In Branch Pipe Degrees F. Per Hour Per Hour per Srj. Ft rl Fire Mealing Sur. „Por Pound of . Dry Fuel 338 333 340 344 345 347 340 360 1 220 230 1317 2334 47,93 17689 21398 8,64 9.17 620,2 65,22 156,2 1318 3118 64,03 21726 26366 10,52 6,46 764^3 60.17 159.6 1319 4572 93,88 28779 34828 13,90 7,62 1009,6 54.19 1320 6687 137,31 33281 40230 16,06 6.02 1166,1 42.81 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST tUMBER Dry Steam to Engines. Pounds par Hour ladicated Horsn Power Dry Fuel per indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hoar, Pounds Drawba.- PuH. 1 Pounds Oy.samometer Drawbar Horse Power Dry Fuel per Dynamem. Horse Power Hour, Pounds Dry Steam per Oynamom. Horse Power Hour, Pounds Machino Efficiency of Leeofflotlra, Per Cent. Thomial Efficiency of LecomoUuo, per Cent., (Based on Fuel 1 01 Steam^lt Degrees P 214 379 380 381 1 265 363 384 385 398 399 1317 17476 644,4 3,6 27.12 15238 541,9 4.31 32,25 84,1 4.36 367.1 1318 21394 812,2 3,8 26,34 19649 698.7 4,46 30,62 86,0 4.20 367.9 1319 28323 1074,6 4.3 26,36 20742 922,0 4,96 30,72 85,8 3.78 367,6 1320 32878 1158,0 5.8 28,39 18607 987,2 6.77 33.30 85,3 2.77 358,6 B( )ILE R P ^ES: »UR E 1 60 Table il. tests the superheater was removed and replaced by steam pipes. Steam pressure 160 pounds. 25-inch cylinders. 16 Fig. 5. STEAM PER INDICATED HORSE-POWER. The superheat ranges from 25 to 55 degrees, and there is an average saving in steam of 8 per cent 17 Fig. 6. STEAM PER DYNAMOMETER HORSE-POWER. Boiler pressure 160 pounds. 18 Fig. 7. COAL PER INDICATED HORSE-POWER. Boiler pressure 160 pounds. 19 Fig. 8. COAL PER DYNAMOMETER HORSE-POWER. We find here a saving in coal of 15.8 per cent 20 Fig. 9. TEMPERATURES OF SMOKEBOX GASES AND STEAM. With the superheater in use, the temperature of the gases is decreased and heat is recovered. 21 Superheater Tests at Increased Pressures. 33. The boiler pressure was then increased to 170 pounds and a second series of trials made at the same speeds and cut-offs as for the tests at 160 poimds pressure, and following these a series of tests at 180 pounds pressure was made. Even at 180 pounds pressure, the drawbar pulls of the two locomotives are not equal. Superheater Locomotive Operated on Saturated Steam. 34. Because of the fact that the locomotive did not show results equal to those obtained with the H6b (saturated steam, 22 -inch cylinders) either in drawbar pull or boiler power. It was decided to remove the superheater and substitute the usual steam pipes so that trials could be made with saturated steam. These trials were made at the former speeds and cut-offs and are comparable with the trials with superheat. 35. From these tests it is found that the superheater reduces the steam consumption about 6J per cent, at pressures of 160 and 170 pounds, with conflicting results at 180 pounds pressure. Comparative Trials with a Saturated Steam Locomotive. 36. After all of the trials of the superheater locomotive 2846 were completed, a series of trials was run with class H6b saturated steam locomotive 2860, repeating runs made with locomotive 2846 and using the same kind of coal. Saturated steam locomotive 2860 has 22-inch diameter cylinders and carries a boiler pressure of 205 pounds. 37. The results of these tests are given on Table VII, and they are plotted, in connection with the results of the tests on the superheater locomotive, in Figs. 23 to 27. 38. The ratio of the areas of cylinders of the two locomotives 2860 and 2846 is 1.29 while the ratio of the boiler pressures of 205 to 160 is 1.28. The 25-inch cylinders are thus large enough if they received the pressure expected, but this they do not have on account of the restriction of the steam passages of the super- heater. 22 Pennsylvania Railroad Company LOCOMOTIVE; TYPE 2-8-0 CLASS Superheater NuwBER Average Results of Locomotive Tests SUBJECT: Smokebox Superheater Altoona, Pa ntihdtipfci*, Btitimor* & WnNiaften fUilrewi Cpmpany Northern Central Ratharey Company Went Jeraay & Setahora Railroad Company TEST DERARTMEMT Bullctia Ho, IS FUEL : Coal 4-1-1909 TEST NUMBER RUNNING CONDITIONS TEST DESIGNATION Duration of Teat, Hoars Miles per Hour Throttle Openiag, Full or Partial Actual Cut-eff Per Cent, H. P. Cylinders Wp.6f I box Degrees! ? S 4 . Inch BOILER PERFORMANCE Draft la Smoke 8 o«, Inches of Water Draft Ash Pan, Inches ef Water Calorific Value afDry Fuel, B.T.U.pcrLb. CofUcted in Smoke Box, Pounds I. r. a Cal-en Throttle j 196 | 199 268 to 271 217 222 226 240 238 1307 1308 1309 1310 1311 TEST NUMBER 80-30-F 80-40-F 100-45-F 100-50-F 120-50-F 13*34 13.34 16.67 16.67 20,00 Pull 28.1 36,5 41.4 46.4 48.2 460 530 570 610 620 173,4 173,8 170.1 170.2 167.7 2.4 3.5 5.5 7.1 8.7 13293 13293 14216 14218 14218 43 64 92 116 260 BOILER PERFORMANCE lElfilNE PERFORMANCE Dry Fuel Fired per Hour, Pounds Dry Fuel per Hour. Pounds per Sq. Ft of Water Deliverec Pounds per Hour EQUIVALENT EVAPORATION FROM AND AT 2120 p., POUNDS Pound of Dry Fuel Power (34>iU.ofE.I Efficiency of Boiler, BasmI Kind Super- . Peuads heater I p.,sq in. Branch Pip. Degrees F. 338 344 34S 347 360 220 230 1307 1308 1309 1310 13U 2201 2875 4095 5184 6918 45,20 59,03 84.09 106.45 142.05 17857 21292 27429 30576 33528 21723 25895 33359 37184 40760 8.67 10,34 13.32 14,84 16.27 9.87 9.01 8,15 7.17 5.69 629.7 760.6 966.9 1077.8 1181,4 71.71 65.46 55.36 48,70 40,01 Baldwin 173.1 170 164.6 163,7 160.2 32.5 34,1 45.9 44,3 43.6 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Diy StMin t. Panada perHdor bdltfM Hone Poumr Dry Feel P» Indicated Hcfs* PetnrHour, Peends Dty Steam par Indicated Horse PoMT Hour, Pends 1 Diawbar 1 Pa". Peuads Dynamometer or Drawbar Horse Power Dry Fuel per • Dynamem, Horse Power Hour, Pounds Dry Steam per Dynamoiti. Horse Power Hour, Pounds Machine Efficiency of Lecomotlve, Per Cent Thermal Efficiency of tocomotlve, per Cent, (.ItiodonFuell lemp.ot Steam In Branch Degr|el® 214 379 380 381 266 383 384 386 398 399 1307 17541 732.8 3.0 23.94 1 17288 614,8 3.56 28,53 83.9 5.35 406.6 1308 21034 885.3 3.2 23.76 21328 758,4 3.79 27.73 85.7 5.05 409,6 1309 27097 1130.0 3.6 23.98 21825 970,1 4.22 27,93 85,8 4.24 418,2 1310 30201 1242.6 4.2 24.30 24624 1067,9 4.85 28.26 65.9 3,67 416.3 13U 33122 1298.6 5.3 25.51 21018 1121.1 6.17 29.54 86,3 2.90 414,0 B DILI [R p| SUF 70 Table III. Superheater in use. Steam pressure 170 pounds. 23 M. F. 384 A— Sixth &hc*t U-4-10 Pennsylvania Railroad Company I nr*nMnTI\/F • PhiUd»lphia, eal«imit-« 4 Wnhiagtca RniIrMid Compani BullCtijJ HO 13 Norlharn Cantni Railway Compaay • TYPE 2~B«0 Urtty 4 Soaihora Railroad Coin|»My FUEL : . vSniiSOXI CLASS K 6 b, 35 Ui.Oyllnders tesx de:>:»artm eimt Opal NUMBER 3646 Average Results of Locomotive Tests SUBJECT: Smokebox Superbeatejc, Trials With Saturated Steam Altoona, Pa., 4-14-X909 RUNNING CONDITIONS | BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duration of Test, Hoars Miles per Hour Throttle Opening, Full or Partlil Actual Cut^eff Per Cent, H. P. Cylinders Si? oox Degrees P Presiure In Boiler, Lba. per Sq. Inch Dreft 1* SmoVe Box, Inches of Water Draft le Ash Pan, Inches ef Water Calorlflc Value of Dry Full, B.T. U. per Lb. Clodars Collected la Smeku Bax, Pounds par How R. r.M. CM^II TRnttle 196 199 203 268 to 271 217 222 225 248 298 1321 1322 1323 1324 00-30-P 80-40-F 100 45-P 120-45-P 2 2 2 1.6 13.34 13.34 16,67 20.00 Poll «• m m 28,7 36,1 43,5 43,9 520 550 645 660 169.9 170.9 169,8 152.4 1.9 2.7 4.6 4,3 .1 .2 .3 .2 13580 13580 13697 13697 61 111 296 TEST NUMBER BOILER PERFORMANCE EII6INE PEBFORIIANCE Dry Fuel Fired per Hour, Pounds Dry Fuel par Hour. Pounds per Si). Ft. of Grata Water Delivered to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM AND AT 2t2« F.. POUNDS Boiler Horse Power OdHU.ofE.) Efficiency of Boiler, Based on Fuel Pressure In Branch Pipe, Peuads per Sq. la. Superheat In Branch Pipe Degrees F. Pflr Hour Per Hour per Sq..Ft of Fire Heeling Sur. Per Pound of Dry Fuel 338 330 340 344 345 347 349 350 II 220 230 1321 1322 1323 1324 2520 3175 4817 4841 51,76 65.20 98.91 99,41 19360 23093 30383 29359 23413 28009 36631 35469 9.35 11.18 14,70 14.17 9,29 8.82 7,65 7,33 678,6 811.9 1067.6 1028.7 66,07 62,73 53.94 51,69 170,1 170,3 166.7 150,0 TEST NUMBER ENGINE t •ERFORMANCE I r LOCOMOl riVE PERFORMANCE Dry Staim to EaginaSi Pounds par Hour Indicated Horse Power Dry Fuel per Indicated Horse Power Hour, — Dry Steam per ledicated Horso Powor Hour, Pounds Drawbar Pull, 1 Pounds Dynamometer or Drawbar Hone Power Dry Fuel per Oynamem. Horse Power Hour, Pounds Dry Steam per Oynamom. Horse Power Hour, Pounds Machine Efficiency of Loeomethro, Ptr Cent Thenail Efficiency of Lecomsthe, per Cent, (Based anFuel' Branch ^ Pipe Degrees 214 3T9 380 381 1 265 383 384 385 398 399 1321 1322 1323 1324 18970 22729 30004 29004 709,9 885,2 1157.1 1112.1 3.5 3.6 4,2 4,4 BO 26.72 25.68 25.93 26.06 ILE, l PR 16663 21224 22243 17427 ESS 592.5 754.7 988.7 929.6 URE 4.25 4.21 4,87 5.21 : i: 32.02 30,12 30,35 31,20 '0 83.5 85.3 85.4 63.6 4,41 4,45 3,82 3,59 372.9 372,1 372,1 363.9 Table IV. Tests with superheater removed. Steam pressure 170 pounds. 24 Fig. 10. STEAM PER INDICATED HORSE-POWER. Boiler pressure 170 pounds. J. H. mW. Hol-olerf. ^ ^. W LflAfl f i. T 25 Fig. 11. STEAM PER DYNAMOMETER HORSE-POWER. Boiler pressure 170 pounds. 26 Fig. 12. COAL PER INDICATED HORSE-POWER, Boiler pressure 170 pounds. 27 Fig. 13. COAL PER DYNAMOMETER HORSE-POWER, Boiler pressure 170 pounds. 28 M. P. 394 A-Sixlh Sboct Sxluyi LOCOMOTIVE : TYPE S-6-0 CLASS H6b numb^8.^^46 SUBJECT : aooJsebox 5u:perh®at«r Pennsylvania Railroad Company MUsdaiphi*, Baltimer* 4 WMbngiM lUilraad CompMj Norther* Ceatrai Railway Cempaay Waat Jamay A Saaahera Ratiraad Caaipaay TEST DEPARTMeNT 11-4-10 Bulletin No.13 FUEL: Coal Average Results of Locomotive Tests Altoona, Pa., 4^1^ RUNNING CONDtTIONS | II BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Oontton of Test Hours Miles per Hour ThretHe Openleg, Full or Partial Actual Cuf^df Per Coot, H. P. CyUndert reaqp.of 3inoke» box degrees P Pressure In Boiler, Lbs. per Sq. loch Draft far Smoko Bos, Inchot of Water Draft in Ad) Pan, lachot of Water CaloriSc Value of Dry Fuel, B.T.U.porLb. cinders Colloctod lo Smoko Box, Pounds per Hour K. P. 8 Cat-oft nraMt 196 199 203 2681.271 1 217 222 226 248 238 1312 30-30-P 2 ; 13, 34 Pull 30.7 500 1 161.5 3.1 .1 14218 56 1316 80-30-F 2 13.34 29,8 510 1 162,9 2,6 •1 13580 51 1313 80-40-P 2 » 13,34 •1 36,4 545 I 162,3 4.0 *2 14218 85 1314 100.45»P l.S 16. 67 43,5 575 1 160.9 5,0 •2 14a8 192 1315 120-.50-P 3 20. 00 •1 49.3 625 1 163.3 6,6 .3 14218 280 BOILER PERFORMANCE ENGINE PERFORMAItCE TEST Dry Foal Dry Fuel Water Oellvored to Boiler, Poonds per Hoar EQUIVALENT EVAPORATION FROM AND AT 212<» F.. POUNDS Bolter Efficiency of Boiler. Kind of Pressure In Superheat In NUMBER Flrod per Hour, Pounds Pounds par Sq.Ftof Grate Per Hour of Fire Heatioq Sur. Per Pound of Dry Fuel Herw Powar (VSU.ofE.) Based on Fuel Super- heater! 1 Branch Pipe, Pounds I porSq. ln. Branch Pipe Degrees F. 33B 338 340 344 345 347 349 350 1 1 220 230 1312 2673 52.63 19358 23542 9,40 9.15 662,4 62.15 Baldwin 1 1 178.0 36,0 1316 2547 52,30 19493 23732 9,47 9,32 687,9 66,28 t 178.5 27,1 1313 3259 66,92 23126 28158 11.24 6,64 816.2 58,69 9f 177.9 43,1 1314 4897 100 .66 29366 35724 14.26 7,30 1035.5 49,59 •• 174.6 48.6 1315 6139 126,06 34046 41359 16,51 6,74 1198.8 45.78 n 154.8 45,5 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NimaEB DnrSttdiii to Eagtoaa, Poindi pvHour 21A ladicated Hcrt* Powar *70 Dry Fael PewarHear, Poenda Dry Staua P» Powar Hoar, _Ea!a^ 260 383 Dry Foal Horso Power Hoar, Pooade ?«■ Rdin loTM Powar Hour, 385 Efficiency of Thanml Effidancy of percent, iestp^oi Steam in branch Des^^s 1312 1316 1313 1314 1315 19051 19231 22600 29010 33636 745.9 774.9 910.2 1211.0 1264,4 3*4 3.3 3.6 4,0 4,9 25,54 24,82 25.05 23,96 26,60 17155 18017 21642 23610 20393 610,0 640,7 769,6 1058,4 1078,8 4.22 3,98 4.23 4.63 5.64 31.23 30,02 29,63 27,41 36.92 81,8 82,7 64,6 87,4 66.0 4,24 4.71 4.23 3.87 3.17 4X4.4 40^,7 421.4 415,6 413.5 BOILE RPRESIfURa 180 Table V. Superheater in use. Steam pressure 180 pounds. 29 M. F. 994 A-Siztb Sheet 11.9.IO Pennsylvania Railroad Company , ^ LOPOMOTIVP • Philadelphia. Beltimor# 4 Waefciaaleii Railroad Company NO,13 I ivc. • Nonhera Control Railway Company - type Wert Jeriey 4 See.hor* Reilreed CompMy . FUEL UanilSOIl CLASS Hfib^ iiL.C^rlinder8 oeP-ARnTMCN-r Coal NUMBER 2846 Average Results of Locomotive Tests SUBJECT ; &aokebo5t Siiperheeter»Trial8 With Saturated Steam Altoona. Pa., 4-17-1909 TEST NUMBER RUNNING CONDITIONS ! II BOILER PERFORMANCE TEST DESIGNATION Duration of Tost, Hoars Milos per Hour Throttte Opening, Fuller Partlil Actual Cut-off Per C*ii, H. P, Cylinders kooke- . box )egreea P 1 1 Pressure 1 In Boiler, 1 Lbs. por 1 Sq. Inch Draft In Smoho Boi, Inches of Water Draft la Ash Pan, Inchoi of Water Calorifc Value of Dry Fool, B.T.U.ptrLb. Cinders Colloctcd in Smoke Bo«, Pounds per Hour LP.aCfl^flTmitte 196 199 203 268 to 27t 217 222 225 248 238 1329 1330 1331 80-30-i? 80-10-7 100-16-P 2 2 2 13.34 13.34 16.67 Fall II •> 28,6 35.1 48,0 520 540 428 180.7 181.3 177,5 2.2 2.9 4.7 .1 .1 .2 13697 13697 13697 76 100 189 TEST NUMBER BOILER PERFORMANCE ENGINE PERFORMANCE Dry Fuel Fired per Ho(jr, PoUMli DiyFuel per Hour. Pomds por Sq. Ft of Onto Water Dellvorcd to Boiler, Pounds por Hour EQUIVALENT EVAPORATION FROM AND AT 2120 F.. POUNDS Boiler Horse Power (34HU.ofE.) Efficiency of Boiler, Based Fuel Pressure in Branch Pipe, Pouods por Sq. In. Superheat In Branch Pipe Digroos F. Per Hour Per Hour per Sq. Ft of Fire Heatinq Sur, Per Pound of Dry Fuel 338 330 340 344 345 347 349 3S0 220 230 1329 1330 1331 2471 3179 4613 50,74 65.26 94,72 19553 23481 31448 23662 28446 38066 9,44 11.35 15.19 9.56 8,95 8.25 605.9 824.5 1103.4 67.55 63.11 58,17 178.5 178.6 176.7 ENGINE PERFORMANCE LOCOMOTIVE PEI MFORMANCe TEST NUMBER Dry Steam to Eagints, Pounds por Hour lodkatod Nona Po*r Dry Fuel per Indicated Horse Power Hour, Pounds Dry Sletm per Indicated ilorso Power Hour, Pounds Drawbar Pull, Pounds Dynamometer or Drawbar Horse Power Dry Fuel per Dynamom. Horse Power Hour, Pounds Dry Steam por Oynamooi. Horsa Pewar Hoar Pounds Machine Efficion<5 of Laeomothw, ' Por Cent TWraal Eadooey of Uomathio, per Cent, .. tS^onfne!) Terajr-dr Steam In branch 3}sir|ls 214 3-^9 380 381 266 383 334 385 393 899 1329 1330 1331 19238 23169 31030 770,2 942.6 1206,2 1 3,2 3,4 3,8 BOI 24.98 24,58 25.73 LEF ; PR 17799 22377 23398 pss 632.9 795.7 1040.0 JRE 3,9 4.0 4,4 18 30, 4( 29.12 29,8/5 ) 82.2 ! 64.4 t 66.2 4,76 4,66 4.18 374.0 373,8 372.0 Table VI. Tests with superheater removed. Steam pressure 180 pounds. 30 Fig. 14. STEAM PER INDICATED HORSE-POWER. Boiler pressure 180 pounds. There is no saving by superheating under these conditions. 31 Fig. 15. STEAM PER DYNAMOMETER HORSE-POWER. Boiler pressure 180 pounds. 32 Fig. 16. COAL PER INDICATED HORSE-POWER. Boiler pressure 180 pounds. 33 Fig. 17. COAL PER DYNAMOMETER HORSE-POWER. Boiler pressure 180 pounds. There is no saving in coal with this boiler pressure. The superheat ranged from 27 to 48 degrees. 34 39 . The ratio of the mean effective pressures when each locomotive cuts-off at about 36 per cent, is 1.59 when the pressure is 160 pounds. When the pressure is raised to 180 pounds, this ratio becomes 1.38. 40 . At 100 revolutions and 50 per cent, cut-off, the drawbar pull of the superheater locomotive is 23135 pounds with 160 pounds pressure, while for the same speed and cut-off much shorter, or about 46 per cent., the pull for the H6b at 205 pounds is 25659 pounds. Baffling Action of Superheater. 41 . In Figs. 18 and 19 the curves show the draft conditions with this superheater locomotive, with the superheater in place and with the superheater removed. 42 . From the curves for 160 pounds pressure, which was normal pressure for this locomotive, it is very evident that the superheater obstructed the passage for the smokebox gases when the locomotive is forced to its maximum capacity, and this con- dition is found when the draft in firebox is practically the same whether the superheater is in place or not. This action means that the draft was reduced in return for superheating. 43. At 180 pounds pressure the increased draft in front of the superheater is not quite so great, but it is considerable. This obstruction presented by the superheater undoubtedly caused the lowering of the maximum boiler capacity. Whether or not this loss of draft could be eliminated and still obtain the super- heat in the steam, is a question that cannot be determined from the data of the tests. A number of changes were made in the smokebox arrangement to overcome as much of this loss of draft as was possible, without very materially changing the whole scheme. Indicator Diagrams from the Two Locomotives. 44 . In Figs. 20 and 21 indicator diagrams are shown for locomotive 2846 with superheated and with saturated steam. It is very probable with so low a superheat, that the steam has parted with all of it before the point of cut-off is reached, and is in fact saturated steam for the expansion and compression period, and as would be expected, the diagrams are as nearly as possible alike. 35 Fig. 18. DRAFT AND EVAPORATION, 160 POUNDS PRESSURE. The draft in front of diaphragm is the draft between the superheater and the stack. With the superheater ■? n place in the smokebox, the draft or vacuum in front of it is much increased over what it is with the superheater removed. The draft in the firebox remaining the same under either condition. 36 Fig. 19. DRAFT AND EVAPORATION. 180 POUNDS PRESSURE. This shows the higher draft in front of the superheater, but to a less extent than in Fig. 18. 37 Pennsylvania Railroad Company Bui.i.&riN No.l'S LOCOMOTIVE. TYPC 2.-B-0 CLASS TEST DEPARTMENT NUMsen LOCOMOTIVE Testing Plant SUBJECT SMOKe.e>OlL SOtPe.W,HE.ATE.R. ALTOOMA, PA A- R- OS c:>r\_n^oe.ci -re.^’T r>lo. 1-301 ^ 0 - 30 -F* VZ .T5A MlUCS MOLIW. Fig. 20. TYPICAL INDICATOR DIAGRAMS. Superheated Steam at 160 pounds pressure. 38 LOCOMOTIVE. TYPC 2-S-O CLASS HSa, NUMBER Pennsylvania Railroad Company TEST DEPARTMENT Lcx:oMOTivE Testing Plant SUBJECT £>MOKeSOX BwLJ-ETm No. IS ALTOONA. PA.^-S-03 3ATORATEO S“re.Ar^ UBS "res”T r^o. 4a>0 — 30 — F“ MIwCIb HO>./n Fig. 21. TYPICAL INDICATOR DIAGRAMS. Saturated steam at 160 pounds pressure. These diagrams, except for superheat, were made under the same conditions as those shown in Tig. 20. There is little or no difference in the form of diagram for superheated and saturated steam. 39 45 . There is noticeable in this locomotive a very decided drop in pressure during admission. This fact may account, largely, for the low drawbar pull of the locomotive as compared with the H6b class. The valves and ports of the two locomotives are the same. The difference between the cylinders is in diameter of cylinder only. 46 . In Fig. 22 indicator diagrams for the two locomotives are shown. For the H6b class 2860, with 205 pounds pressure the indicator spring scale is 140 pounds per inch, while for No. 2846 superheater with 160 pounds pressure, the scale is 120 pounds per inch. 47 . The admission line for the 2860 is better maintained than for the superheater locomotive and the compression is much less. The result being a higher mean effective pressure for the regular H6b locomotive. Like of Superheater. 48 . The superheater was removed from this locomotive in April, 1913, and the tubes were found to be so badly corroded as to be unfit for further service. The life that may be expected then, with this form of superheater, is about four years. 40 LOCOMOTIVE TYPE 2:-a-o CLASS H&B NUMBER sa>o Pennsylvania Railroad Company TEST DEPARTMENT LOCOMOTIVE Testing Plant SUBJECT 3»^OK:E1®0^ BULLE.XIN No. IB ALTOONA, PA fe-T-OS s/^ruRAcreio s“rH.AM ”rE.sx tNo.»BOO.Z.*72. L.oc.o.tSo.'aaeO aO-AO— P" SU He ATTH-O Telst PHo. \30‘2. U.oeO. YSo.2L&Ae ©.O-AO-F* Fig. 22. TYPICAL INDICATOR DIAGRAMS. H6b locomotive and saturated steam with cylinders 22 x 28 inch and H6b locomotive and superheated steam with cylinders 25 x 28-inch. 41 H. F. 3«4 A-aixth 6ho«t sxll^ LOCOMOTIVE : TYPE 2l-a-0 CLASS H6l» NUMBER 2660. . SUBJECT : Saturated Steam Pennsylvania Railroad Company Philxdtiphla. Ballimora A Waakla^toa Railroxtl Cempaay Northara Canlral Rallaray Cempaiiy Waat Janay A Saaakora Raiirsad Campaay TEBX DEPARTMENT Bulletin No, 13 FUEL : Jamison Coal Average Results of Locomotive Tests Altoona, Pa., 5-24-1909 RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Duration of Tael, Hoars Milas par Hour Throttle Opening, Fuller Partial 1 Actual Cut.aff PorCaat, H. P. Cylinders hnoke- box )egreeE P. Pressure In Boiler, Lbs. per Sq. Inch Draft la Snwke Boi, Inches of Water Draft In Ash Pan, lactws of Water Calan'fic Value of Dry Fuel, B.T. U. per Lb. Cinder. Collactad In SmaAa Box, Pounds pat Hoar 1 P. I. CaNII TkraWe 196 199 203 268 to 271 217 222 225 248 238 1200.276 80-20-F 2. 25 13. 0 Pull 19.2 605 204,6 1.3 .1 13176 21 1200.271 80-30-F 3, 0 13. 0 vv 31.4 676 204,6 2,6 .1 13176 26 1200.272 80-40-F 2. 5 13. 0 n 38.9 718 204,8 3.4 • 1 13176 31 1200.274 100-45-F 2. 0 16.25 H 45.7 789 204,2 5,5 .2 14137 104 1200.275 120-40 -F 2. 0 19. 5 M 38,9 784 204,5 5.2 .2 14137 79 1200.273 120-4 5-F 1. 0 19. 5 n 45,7 604 184,7 6.2 •2 13176 337 BOILER PERFORMANCE ENGINE PERFORMANCE TEST Dry Fuel Ory Fuel Water Delivered EQUIVALENT EVAPORATION FROM AND AT 212«> F., POUNDS Boiler Eflclency of Boiler, Bated oe Fuel Pressure in Superheat lo NUMBER Fired par Hour, Pounds Poandi par S4.FLof Gnda to Bollar, Poands par Hour Per Hour Per Hour per Sq. Ft. of Fire Heatinx Sur. Per Peand ef Dry Fuel Horse Poorer (34>iU.ofE.) Branch Pipe, .Peuadt per Sq. la. Branch Pipe D»gro« F, 336 339 340 344 345 347 349 360 1 220 230 1200, 27f 1734 35, 64 13890 16669 6.65 9.61 483.2 70,44 1200,271 2593 53.29 19628 23750 9.48 9.16 688.4 67,14 1200.272 3289 67,57 24036 29104 11.62 8.85 843.6 64,67 1200.274 5092 L04.65 31731 38409 15,33 7.54 1113,3 51,51 1200,275 4950 101.73 31111 37632 16,02 7.60 1090,7 51.92 1200.273 5738 117.92 33141 40038 15.98 6.98 1160,5 51,16 ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engines, Pounds per Hour Indicated Horse Power Dry Fuel per Indicated Horse Power Hour, Pounds Dry Steam per Indicated Horse Power Hour, Pounds Drawbar Pull, 1 Pounds Dynamometer or Drawbar Horse Power Dry Fuel per Dynamem, Horse Power Hour, Pounds Dry Steam per Dynimofli, Horse Power Hour, Pounds Machiat Efficiency of Locomotive, Per Cent Thermal EfSdeiKy of lacometivo, perCoBt, (BasadonFuel) 214 379 380 381 I 266 383 384 386 398 399 1200,276 13061 520,2 3,3 26,11 12014 428.5 4,1 30,48 82.4 4,75 1200,271 19367 817.6 3,2 23.71 20234 701,4 3.7 27,64 85.8 5,22 1200,272 23723 963.5 3.4 24,62 24526 850,2 3,9 27.90 88.2 4.99 1200,274 31347 1248,9 4.1 25.10 25659 1111,8 4.6 28.19 89,0 3.93 1200,275 30723 1252.8 4.0 24.52 20998 1091.6 4.5 28,14 87,1 3,97 1200,273 32740 1258,8 4.6 26.01 21509 1118,4 5.1 29.27 88,8 3,77 B DILI :rf| RES SUF ;e 205 Table VII. Tests of a class H6b locomotive using saturated steam. Cylinders 22 x 28 inch. 42 Fig. 23, The evaporation per pound of coal for the saturated and superheated steam locomotives 2860 and 2846. 43 Fig. 24. STEAM PER INDICATED HORSE-POWER. The saturated and superheated steam locomotives compared. There is little or no difference in the steam used. 44 Fig. 25. STEAM PER DYNAMOMETER HORSE-POWER. The saturated and superheated steam locomotives compared. 45 Fig. 26. COAL PER INDICATED KORSE-POWER. There is no difference to be noted between the two locomotives. 46 Fig. 27. COAL PER DYNAMOMETER HORSE-POWER. No saving can be found from this diagram. 47 Discussion by Dr. Goss. 49. After the smokebox superheater tests were completed, the report upon them, as embodied in the earlier Bulletin No. 17, was submitted to Dr. W. F. M. Goss, Dean of the College of Engineering, University of Illinois, for his comments and criti- cisms. Dr. Goss’ discussion follows: A DISCUSSION OF THE DATA PRESENTED BY THE REPORT. 2 . “ The Report deals with tests of ‘H6b’ locomotive No. 2846 equipped with a smokebox superheater, with tests upon the same locomotive with the superheater removed, and with tests upon ‘H6b’ locomotive No. 2860 de- signed for saturated steam, together with certain comparisons and discussions of results. 3. ^*The Methods employed in conducting the tests leave nothing to be desired ; the results are consistent and are, I believe, to be accepted as reflect- ing truthfully the actual performance secured under the several conditions described. The following discussion deals with matters not esp>ecially em- phasized by the report, and which may therefore be accepted as supplementing the discussions therein presented. 4 . “T/ie Effect of Reducing Pressure upon Locomotives Using Saturated Steam is disclosed by the results obtained from locomotive No. 2846 after its superheater had been removed, in comparison with results from No. 2860. The steam per horse power hour for the two locomotives is as follows: Designation No. 2846 No. 2860 of Cylinders 25-in. dia. Cylinders 22-in. dia. Test. Pressure 160 lbs. Boiler Pressure 205 Ws. 80-30-F 27.12 23.71 80-4(>-F 26.34 24.62 100-45-F 26.36 25.10 Average 26 .61 24.48 Difference 2 . 1 “The Purdue tests under different pressures (‘High Steam Pressures in Locomotive Service,’ published by the Carnegie Institution of Washington) give steam consumption as follows: Boiler pressure 160, steam per h.p.h 26.6 Boiler pressure 200, steam per h.p.h. 25.5 Difference 1 . 1 48 “It will be seen that the consumption of the P. R. R. locomotive is not greater than that of the Purdue locomotive at 160 pounds pressure, but it is less at the higher pressure. The P. R. R. experiments as disclosed by the report before me show an incresed water consumption of 8 per cent, when the pressure is reduced from 205 pounds to 160. The difference in heat consump- tion is, of course, less than this, though for some reason not explainable from the data, the difference in fuel consumption is greater. I would call attention to the fact that in the experiments under discussion the reduction in boiler pressure (45 pounds) is considerable, and the loss in efficiency is sufficiently small to sustain my conclusions based on Purdue experiments, namely, that 160 pounds is a good and satisfactory pressure for a simple locomotive, and that when the limit of 200 pounds has been reached it is better to make boilers larger rather than stronger. There is, therefore, nothing disconcerting or unexpected in the results obtained with saturated steam under different pressures as disclosed by the data in hand. 5 . “ The Smokebox Superheater with which No. 2846 was equipped, sup- plied the cylinders with steam superheated to varying degrees depending upon the running conditions; at low power it was something over 20 degrees, the maximum was less than 60, and the average probably not far from 40 degrees. These values, if considered as results obtained from waste gases alone, as was the case, are good, but in view of the fact that 200 degrees super- heat is not uncommon in locomotive service, it would be a mistake to assume that the performance of No. 2846 may be accepted as representative of that which may be obtained through the adoption of superheating as a principle in the development of locomotive design. 6. “Notwithstanding the limitations referred to in the preceding para- graph, the results constitute a remarkable tribute to the value of superheating. They show that the superheating locomotive (No. 2846) with its 25-inch cyl- inders and 160 pounds boiler pressure gave the same cylinder efficiency as was obtained from the saturated steam locomotive (No. 2860) with its 22-inch cylinders and 205 pounds boiler pressure. So far as economic performance is concerned, the superheater was entirely sufficient to prevent loss when the pressure was reduced from 205 pounds to 160 pounds. Obviously, a super- heater which would have given a higher degree of superheat would have per- mitted a similar reduction in pressure, and at the same time given an increase in cylinder efficiency. These are significant statements; they are sustained by the results of the tests, and are, I believe, sufficiently conservative to be easily subject to verification. 7 . Power . — In one respect only are the results obtained from the low pressure (160 pounds) superheating locomotive No. 2846 disappointing when compared with those obtained from the high pressure (205 pounds) saturated steam locomotive No. 2860; namely, with respect to its output of power. An analysis of the data, however, shows that this result is in part apparent only, and it is in part an outgrowth of certain characteristics of the locomotive tested. It is one which should not be interpreted as vitiating, or even as modifying, any general conclusions favorable to the use of superheated steam at moderate pressures which may have been based on tests of other locomotives. 49 The comparatively low power developed by No. 2846 is due (1) to a difference in steam distribution resulting from the change in pressure (see Par. 44 to 47, of report), and (2) to the interference with the draft-action resulting from the presence of the superheater. The advantage of a comparatively low degree of superheat proved insufficient to offset losses in power arising from these causes. 8. Steam Distribution . — Referring to the changes in steam distribution and their effect upon power, the following facts are to be noted. “In anticipation of the tests the low-pressure superheating locomotive was given cylinders larger than those of the higher pressure saturated steam locomotive, the increase in cylinder volume being in inverse proportion to the reduction in pressure. Thus — Number of locomotive Pressure Cylinder diameter Ratio of pressure 1 to 1.28 Ratio of cylinder volume 1.29 to 1 “Ports and port openings were presumably the same for both engines, and it is clear from the data that the effect of supplying cylinders of different volumes through ports of the same dimensions was so slight that differences in results arising from this cause, are hardly measureable. The locomotives involved were, in fact, admirably proportioned for the comparative tests in which they were employed. It appears to have been assumed, however, that two locomotives thus proportioned, when operated at the same cut-off, would develop the same power; that for equal cut-offs the M.E.P. would be directly proportioned to the boiler pressure, hence the locomotives would give the same indicated horse-power and the same pull at the drawbar. The results do not sustain this assumption, and it would be easy to imply from them that in so far as they fail to do so, there is failure of the system of design which is represented by locomotive No. 2846. The real fact is that the assumption, while a perfectly natural one, is not well-grounded. A correct interpretation of the experimental results so far as they relate to cylinder or drawbar power, merely emphasizes this fact. The results rightly interpreted do not prove the superheating locomotive to be deficient in cylinder power. The reason that the fundamental assumption with respect to cylinder power underlying the plan of the tests is not well-grounded will be apparent from the following considerations; As the range of pressure, under which a loco- motive is worked, is diminished, other things remaining unchanged, the indicator-cards become more and more ‘Lean,’ that is, the change in M.E.P. is greater than the change in initial pressure. Such a result may be surmised by an inspection of cards given in Fig. 22 of the report; it would be better shown by plotting any two cards from the same or similar engines which represept the same ciit-off but different initial pressures, so that both will have the same total height. The reason is to be found in the fact that the lower the initial pressure, the greater the volume per pound of steam admitted 2846 2860 160 205 25 22 50 and the slower the velocity with which it enters: that is, there are two factors which operate to reduce the weight of steam admitted when the initial pressure is reduced. 9. Concerning Test Conditions. — It is obvious from the discussion of the preceding paragraph, that the two locomotives experimented upon, pro- portioned and operated as described, could not develop the same cylinder power, that in the comparison the low-pressure superheating locomotive was bound to appear at a disadvantage, and hence the fact that the results actually show it to be less powerful should not constitute a source of disappointment. 10. Proposed Basis of Comparison. — A better basis for comparison would probably have been had if the tests up)on the two locomotives had been run at such cut-off as would have resulted in approximately equal cylinder power instead of at equal cut-off. An additional reason for such a basis is to be found in the fact that for best results the cut-off should be lengthened as the pressure is reduced. It should be understood that this suggestion is not offered in criticism of anything that has been done; it becomes easy to offer it after what has been done. It is probable that an attempt to bring power of No. 2846 up to that of No. 2860 would have developed trouble in maintaining the steam supply, but by so doing the one unfavorable factor in the action of No. 2846 would have been located and an opportunity would have been afforded whereby its significance might have been judged. 1 1 . “The Superheater as a Limiting Factor upon Boiler Capacity constitutes a subject which may profitably be elaborated from the results of the tests. It is to be noted first that the degree of superheat obtained from the super- heater was too slight materially to increase the amount of heat delivered by the boiler. Of all the heat delivered to the branch-pipes, the superheater was responsible for between one and two per cent. On the other hand, the presence in the smokebox of the superheater and baflaing associated with it constitutes a serious hindrance to the draft and operates to keep down the capacity of the boiler. The extent of its influence may be judged from the following values which are drawn from the report.” Draft Equivalent Evaporation Pounds per Hour Superheating Locomotive Superheating Locomotive Without Superheater 1.5 19,600 1.9 21,300 2.1 24,000 2.5 26,000 4.0 31,300 4.7 40,200 6.9 36,500 7.8 39,600 This shows that without the superheater a draft of 4.7 inch was sufficient to evaporate more than 40,000 pounds of water an hour, while with it a draft of 7.8 inch proved insufficient to evaporate this amount. Herein is to be found the most serious question concerning the performance of locomotive No. 2846 which is raised by the data of the report that has been placed before me for review. 51 A summary of my more important conclusions is as follows: (а) That the low-pressure superheating locomotive operates with sub- stantially the same economy as the high pressure saturated-steam locomotive. (б) That while the cylinder-power and the drawbar pull developed by the low pressure superheating locomotive are lower than those developed by the high-pressure saturated-steam locomotive, the results do not represent the actual relative capacity of the two engines; there is, in fact, no real evi- dence that the low-pressure superheating locomotive is deficient in cylinder- power or drawbar pull when compared with the high-pressure saturated- steam locomotive. (c) The maximum boiler capacity of the low-pressure superheating locomotive is below that of the high-pressure saturated steam locomotive, and hence at its hmit the superheating locomotive is less powerful than the saturated steam locomotive, but the limiting factor is boiler not cylinder capacity. (d) Boiler capacity in the superheating locomotive is impaired by the presence of the superheater and its baffling which interferes with the draft action. (e) There is nothing in the results which should be interpreted as dis- counting the principle that low-pressure superheated steam may be substi- tuted for higher-pressure saturated steam, without loss in efficiency or power. (/) The results justify raising the question as to whether the increase in economy obtained from the use of the superheater is worth the loss in boiler capacity which the presence of the superheater entails. This is a question not of principle, but one which concerns the merits presented by the design of the particular locomotive tested. Respectfully submitted, W. F. M. GOSS. 50. A large number of tests with various cylinder sizes, piston speeds and boiler pressures with and without superheater, would be necessary to establish the fact, “ that low pressure super- heated steam may be substituted for higher pressure satiurated steam without loss in efficiency or power” (summary e). 51. Such an extended series of experiments would not be justified for the following reasons: I. — ^The conclusions quoted above appear to assume that all mechanical difficulties now causing a drop in pressure between the boiler and cylinders, and the failure of draft appliances to fully meet the needs of the boiler and the grate for burning coal, can be overcome with this form of superheater. II. — ^The application of a smokebox superheater has been shown here to have serious disadvantages as suggested in the 52 above paragraph and these tests confirm the criticisms by Garbe* when discussing the amount of superheat obtained by this type of superheater, where he says: “The blocking up of the smokebox and the tube plate on the smokebox side is an objectionable feature in superheaters of this type” * * * “ as the results ob- tained stand in no relation to the extra trouble and cost involved in their adoption.” III. — The substitution of the suggested lower boiler pres- sure when superheating with the necessary proportionally larger cylinders raises the question whether the cylinder performance, in consumption of steam, would be as economical as with smaller cylinders and high pressure. IV. — The scheme embodied in this locomotive, namely: a reduction in the boiler pressure and an increase in the cylinder size, may be seriously questioned on account of the right of way restrictions limiting the spread of the cylinders and the serious increase in weight of reciprocating parts made necessary by the larger cylinders. For these two reasons, it hardly seems advisable to exploit lower boiler pressures in view of the physical restric- tions which now surround the locomotive designer. V. — The lowering of the boiler pressure when applying a superheater, it has been assumed, would be justified by a decrease in boiler maintenance cost. We have no figures to indicate that there would be any gain in boiler maintenance by such a reduc- tion of the pressure and it is difficult to understand, if a uniform stress is applied to the material entering into the construction of boiler, that there should be any material difference in cost of main- tenance, regardless of the pressure, within certain reasonable limits. Cyunder Drainage Tests. 52 . The tests of the Baldwin superheater locomotive No. 2846 indicated that there was a considerable loss due to cylinder condensation, especially when this locomotive with large cylinders was operated without the superheater on saturated steam. 53 . This locomotive has cylinders 25 inches in diameter instead of the regular 22 inches of the H6b class. * “The 'application of Superheated Steam to Locomotives,” by Robert Garbe. 53 54 . It has been thought that if the moisture from condensa- tion could be quickly removed from the bottom of the cylinder, where it was supposed to accumulate, that the dryer surfaces produced would decrease the range of cylinder temperature and improve the performance in water rate. 55 . To try the effect of draining the bottom of the cylinder during the whole stroke, the cylinder cocks were removed and pipe nipples screwed in. Over the end of each of these nipples a pipe cap was placed. The pipe caps had holes drilled in them for an outlet to the atmosphere. 56 . For the tests on locomotive No. 2846 the outlets used were i and ^ inch in diameter, for the tests at 160 pounds pressure. These tests were made at 80 revolutions (13 miles per hour) and a cut-off of 40 per cent., and one of them afterward repeated with a boiler pressure of 205 pounds. 57 . The results of the drainage tests of the locomotive with 25-inch cylinders without superheater, are shown in Table VIII and Figs. 28 to 30. It will be seen that with the drain holes in the cylinders, the weight of steam used by the engine is not more, but considerably less, than without the outlets and that holes as large as ^ inch in diameter show an economy in steam. 58 . At a boiler pressure of 160 pounds, about 10.5 per cent, more steam is used by the undrained cylinders. This is for the total quantity of steam used. 59 . The horse-power of the locomotive is not decreased by the openings, and about 12.9 per cent, more steam is used by the undrained cylinders per indicated horse-power. 60 . The discharge from the drain holes was a white vapor, evidently water, with a temperature high enough to cause it to' vaporize as it escaped into the lower pressure of the atmosphere. Tests on H6b Class Locomotive No. 2860. 6 1 . As the results of draining the large cylinders of locomo- tive No. 2846 were encouraging in showing a considerable saving in steam, a series of tests was made on saturated steam locomotive No. 2860, a regular H6b class, with 22-inch cylinders and a boiler pressure of 205 pounds. 54 62 . The tests were made with orifices of six different sizes in the cylinders varying from ^ inch to ^ inch diameter. The tests were made at cut-offs of 30 and 40 per cent, at 80 revolutions per minute and at 45 per cent, cut-off at 100 revolutions per minute. The same kind of coal was used in all of the tests on No. 2860 and the tests were run for one hour at 80 revolutions and one-half hour at 100 revolutions per minute. It was impossible to make tests for one horn* at 100 revolutions on account of the poor quality of the coal. The results are shown on Tables IX to XI and Figs. 31 to 33. 63. While there is a saving in steam and coal by drainage it is small. There is a gradual improvement in the perfonnance as the orifices are increased in diameter with the least quantity of steam used at J inch diameter. Conclusions (Cylinder Drainage), 64 . The conclusions are that with cylinders proportioned as in the standard H6b locomotive the saving under the usual running conditions is not sufficient to warrant the placing of drainage holes in the cylinders. With cylinders of larger diameter as in locomotive No. 2846, the advantage of drainage is indicated when using saturated steam. It appears, however, as regards the best performance of a locomotive using saturated steam that proper means of cylinder drainage should be provided if a fair comparison of results is to be made with those of a similar loco- motive using superheated steam. 65 . With the general use of high temperature fire tube super- heaters, cylinder condensation is eliminated and the question of drainage is now of minor importance. Conclusions (Superheater). 66. The superheat obtained just about overcomes the loss due to the reduction in boiler pressure and in this respect, the locomotive does what is expected of it — it makes possible the car- rying of a low boiler pressure with its advantages in a decreased first cost of boiler and of boiler maintenance. This refers to the engines only, and they are found to be working efficiently. The results are disappointing in one respect only, that of output of power, and this is a very vital defect in a freight locomotive — lack of hauling power. 55 67 . It is evident from a consideration of the results of these tests that the boiler of the locomotive is the principal part at fault, and its poor showing is probably due to the baffling action of the superheater in the smokebox, together with a drop in the steam pressure, in its passage through the superheater. 68. If the baffling effect of this form of superheater were decreased by wider spacing of the steam pipes, so that the gases could flow more freely, it is probable that the efficiency of the superheater would be much reduced. 69 . These test results should not have the effect of condemning all forms of superheaters for our locomotives, as there is nothing in them that could be taken as casting any doubt on the advan- tages of superheating as a principal; they do show, however, that a high degree of superheating is very desirable and even necessary to obtain sufficient increase in power to pay the cost of the appli- cation of the superheater. 70 . The defects of the boiler could have been shown more clearly by a different method of testing, but we believe that nothing would be gained by repeating the tests of this locomotive in its present condition, as the results of the tests contain sufficient information to make clear the limitations of this particular design of superheater. Recommendations. 71 . In view of our successful use of high temperature fire tube superheaters, our recommendation is that no more loco- motives be equipped with low temperature smokebox superheaters, as the baffling action on the fire and the low boiler pressure which accompany their use materially decrease the coal burning rate and cause the locomotive to be deficient in power. Approved : J. T. Walus, General Supt. Motive Power. Test Department, Aetoona, Penna., August 12, 1913. C. D. YOUNG, Engineer of Tests. 56 M. P^3#4 A-Siitli sum Pennsylvania Railroad Company LOCOMOTIVE: TYPE CLASS E6b«25 iA.Cylinder NUMBER 2846 AVERAGE RESULTS OF LOCOMOTIVE TESTS Altoona, Pa. Biltimera & Wnhiaglan Raitraad Company Northarn Caniral Railway Company Weal Jortay 4 Saathora Railroad Company xeex DEPARTMENT Bulletin Ho,13 FUEL: SUBJECT : Cylinder Drained. 4-28-1909 RUNNING CONDITIONS BOILER PERFORMANCE TEST NUMBER TEST DESIGNATION Oaralicn of Teat, ThrottU Opening, Fuller Partial Actual Cut-aff Per Cant, H. P. Cylinder! !)ianetei ou' ecah 11 Pressure I, In Boiler, Lbs. per Sq. Inch Smoke Box, Inches of Water Ash Pan. Inches of Water CaloriSc Value of Dry Fuel, B.T.U.perLb. CIndors Collectod In Smoko Box, Pounds per Hour ireCsIstt Throttle 196 I 199 203 268 to 271 21 T 248 238 1318 1332 1333 1334 1326 1335 TEST NUMBER 80-40-F 80-40-F eO-40-F 80-40-F 80-40-F 80-40-F 2 0,5 0.5 0.6 2 0,5 13.34 13.34 Pull 35.6 36.0 35.6 35.0 35.9 35.3 None L/16 in. 1/8 •• P.16 in, None 1/0 in, 160.B 161,3 156.9 161.1 201.2 201,7 BOILER PERFORMANCE ENGINEPERFOItMANCE Dry Fuel Fired Dry Fuel Pounds p«r Sq. Ft of to Boiler, Pounds per Hour EQUIVALENT EVAPORATION FROM AND AT 2120 F.. POUNDS Per Hour Per Hour per Sq. Ft. Heatlnglur, Per Pound of Dry Fuel Power (34HU.ofE.) Efficiency of Bailor, Based Branch Pipe, Pounds per Sq In. Branch Pipe Degrees F. 340 1318 1332 1333 1334 1326 1335 21726 20344 19224 19944 25910 24256 26366 24524 23160 24051 31455 29407 ENGINE 1 PERFORMANCE LOCOMOTIVE PERFORMANCE TEST NUMBER Dry Steam to Engines, Pounds per Hour Indicated Horse Power Dry Fuol per Indicated Horse PoarvHear, Pounds Dry Steam per Indicated Horse Power Hour, Pounds Drawbar Pull, Pounds Dynamometer or Drawbar Horse Power Dry Fuel per Dynamem. Horse Power Hour, Pounds Dry Steam per Oynimom. Horse Power Hour, Pounds Machine Efficiency of Locomotive, Per Cent. Thermal Effidoncy of Locomotive, par Cent, (Based on Fuel) 214 are 380 381 266 383 384 '385 398 399 1318 1332 21394 20098 812.2 640.6 26.34 23.90 19649 20030 698.7 712.3 30.62 28.22 6^.6 84.7 1333 18991 797,3 23.82 19294 686,1 27.68 86.1 1334 19616 809.0 24.25 19783 703.5 27.68 87,0 1326 25590 1052,3 24.32 25799 917.4 27,89 87.2 1335 23963 1050,2 22.82 26027 925,5 25.89 68.1 Table VIIL CYLINDERS DRAINED. 25-INCH CYLINDER. Three sizes of outlet at cylinder cock, saturated steam. 57 Fig. 28. CYLINDERS DRAINED. Steam per horse power with outlets at bottom of cylinder, 25-inch cylinders and saturated steam. Steam pressure 160 pounds. Speed m.p.h., cut-off 40 per cent. There is a decrease in the steam used up to |-inch outlets. 58 L T> Cl SY Cj OCOMOTIVE : PEf rpE _Ass No... 2046 iEET No rlii^dere Drained^ mNis Phil,. JYLV DILTMIA Nc WUT »(. P. 479 C ANIA RAILROAD COMPANY BALTnon A WABBUaTOB Raiuoas Cokpaxt BTBtBM CBXTBAL RaTLWAT COBrAKT Jbbset * Bsaihobb Raoboad Coxfabt TEST DEPARTMENT BOllC — — ._.. .. . Altoo tin No NA. PA..i t 1 1 19-lS 13 ^•20> •W— •n fi.?w w Trn •:-4 n — T 44 ^ l-y } ft ft rnTpr liilJr. 11 ;]4i. [TnTOTlJJ mmiu ttri lEJE 5 -, 7 ; III m 11 ii lill i 1 i i; 1 •V, 1 J JI T-r 411 kiift iUt \ ii tl" 'i: Ift is ftft ' 4 i E Sft: ikl yji 1 1 . '1 1 ft 4 mi ftiT ill i lip- pi Ii ftp I ' im;:; ■ffg till Hm 2 1 % 4.1- ISTT ^141 1 : i+TTr yy y: te y-ftil ii ftr Hi [:|:j mB ftft i |g{: J fl ill "I !4; if HP Iff [ft iff Ipl ifil ilfti 4 f 1 " 1 ■iff' iii 1 T, Wi ft] i ft ft ;li ‘ Lii y i; : m I: itif fti: ft ft S: llf P ■ 1 ’i-ji h!: n r i irr U IT r . -j it" r 44 Jl. ii] iaO ii ftp ft i i|l i pS ftli pi lij IP PH Plri Ij! I'll 1 1 ii If -ft . ..-I- ii i i i j ■“'j ■ , { ’'■ '■ ■'N j - - ft! ‘ -il m ftp ii ■ It 1 P a p 1 i i; i TP i & M ii Pt'^ 4; tuT 44 ft ft ft IFt il ill r'i'lfi'i jl ii HJil IP Pill 11 iillif'S ii ffiii m li -fill-' f .if 1 I it j'Ti 4 -4 iiUJ if Si, TiTh]] X i- t ..:l ft ft ttT+ TTTT ft ij Si 4 4i ijj 1 9 1 ::: p !!:!! 1^01 PI P PP ill ilPI silliilil 9 jj nil HI Ii lill PP if HIP PP jllilHilr HIP Hi iii ii |r,., ^ In ? ?:L1 ® i 1 3 41 1 4: M ti ! || III mi ii ii IP ■ nil m\ 1 III Kli:^ :i mm llPii >4j!M V 5 i ■y 1 p'^ > ■ 1. ■! 4ir-l 1 1 P ftj- ft is II in HH ie sss^as IIP 1 ill m lilll IP! :s:::ks. ii :[ ' IIP rill Mlii II pfr ■ ir- Ii y* lilU -1 ^445 '<•% pifh fe ii ii ii ||1| II |i| ‘r:9:::9 111 iiiiyill lill iiii ii; 9 ‘ 1H1*S :: 99 8K SK Slsslsi |H 9 i lilllj: W ill i jl 1 rnr [ly i litlil I ill Ii i I ■ fff m 111 1 H[jp H II 111 IP m 1^10 t „ Inr^ irii llliirilillil jS:',;' ■1 i 1 ii Hi ft mW 1- fty ill 1 Hi IP iii i, .9 ill: Jlii {sli' m ii 1 iu+ im ili- IS Slip JS fH' Ji: ft ' ! mH By itti i'8 ■ » i'ft +m T f liiHsn Ii l]|]p IPIPtlPl Iff || !l I m |K;t Ii p ljf[ j] 1 I 1 i Sm M m hmISI ill! f 9 *:j !||!| i:|| tmi:! HIP 999 ::::;.. "sPhb ::: iglHIit:: 99 . : 99 : 999 ::: ::: : ::11::::: ei:: llll ::si lill m::: ii i 1 iimiii ftpl ft ft k ii" 9i9U;ii wmii 8 tojl §M ftfi 9::::t:::::9:: IIIIHII t:: : ii UHliiii III j l li m ip wwi Is 1 1 ijit! lift! Ifill ii" fS ipi ft 1 11 ftll H iiii I III ill lill li: ::ii 1 i B ii ip iii |: 1 |i fm 1 tg ■: 9"9!9:*a ii Hh 9E:i :::: Ii HL SI H Mil H Mil ill 11 I 1 B K :» ira* Xi.iilU ; lyi Hi!" P ifid hKB h IS fS j liri >999 ttiijgg ■i '“'ii S iiiuilillg 9:::{ ! [fihl 1 jfti m 1 IHSj %l 9 ::: c::: HI iiii »: iiu pilHfJll yyiii nil iiili ill 1 I lill. I I Ill lill lllk •!:» ly iiii ii i ill Hi 5 iilllli i llijili ::::i!9 1 Mi I lill i 11 III :;n i 9 1*1 j 1 : 9 II 9~! lliil IIPII lllii 1 1 mm ill iinimig 1 i 11! hPHI liiliii ijll iyi*i •i!il iL Hi lyihi IMiil HPIL iHI II ill. Pili :::9:::: r: ::: ill 1 PI 1 HM HI 1 9 .' ::::9 :;ii: ::: »•:! Hlihllj If::! ISliRlI: 1 1 IdL M :::: III ill nil I 1 |||4 |!: u::::::: n-ii-Ur •in! KMii :: :::::: :* ::;:::::9 9!!;!!:;: 1 1 1” i ! !::i iiili 1 1 inlli iiiRe.! ii |uK|99i: InutKli illlllli illllll lill tgnfRtgh lllili iiiiiiiill! Illiiilllll 1 1 * 1 1 I Ii Pi Fig. 29. CYLINDERS DRAINED. Steam per horse power with outlets at bottom of cylinder. 25-ir»ch cylinders and saturated steam. Pressure 160 pounds. 59 i 1 If u n Bnlletin No. 13 QXl.|n4«r.s Altoona. Pa...4-28-.1909 rffiPil 11 fiP fl SI lixiuiip. Spin SHi :ti ill! TTTr Jl, si* fj 1 li it i if tnr Pfl if il- 1 tE3S BBijt te ml rUf •*'T T ■Mm: iliT ilil , , 1 \i~ i! ' ' 1 '[ 1 . ' ; li'JiiilMiS Wm rPr Tnplii rfiti M i ili J pi Siiii Sip [PS 1 1 ffi 11 it 1 III lift ill M K P i||p|: i i4fel ll 1 lSi| li iii sill h| I mm plj III Sill ilii ii ■*h:: Hll ilil wmm :i|| 1 i i B miPi Jl if tit Mi f 1 mmP mIi ;ii 1 wm nil i' i'ppBii Bit Ifi lii li ijjf iij- Bikp it 1 pppffi IPiliMIllMIIWlfflIllliPll il il 1 jiS ill : i fr 1 i It B n 8 i pMpI P|l 1 1 1 M Pi 11 11 1 Ip 1 iiiii 1 iff ill I i I'M j :::| pi: 1 it il M B M l^lip 1 1 1 1 1: U] l| II ^ffil i l||l ii i||■|■ H 11 MM 1 M P|: |: Pi pPpplj :| : B :|i 1 1 111 Wmm im^ lippjl ffll ^ ; 1 ii ffl B ;i 1 IB ilil |;::;E il f it iiiill 8 f l!!! ppjtt fi ii IB ftiiffiiii P PPilii 1 [: ipi 1 PI i-:: i ■ 1 ;|:ppS pit:: : Ik P iffliPli P ijmllmP i ' ; i: S 1 - ffi pBl HiiiiHrijiii ii i :[ iliimiP! S M M MjjPli p Biijimtt r J|i :|i| pill PI Ilil lllll li m iirimilili !■ II ■1 ' m H ::::::: :::» m iiiii list: ii i :: s I? Ii ilil illiiliiilill- Ii mmimmus •lllliill III III “Iv IliliiliiiHIliiliiliiHllilliiiili iHiHi 1 j| II ImI H 11 ilsKiRHiRi •[iSIEI E»|l ; ■■■ E:i: :k : Ct :: :u iiislESstiiS: ••Ilil" 888 ull m ;n lE EiiEIEi:: y|jlpiii:|jjiijyiiiHiiiiiyj|^ miBiHHimiiimmiim iNmmii 1 B IB fiiiiii i 1 1 lllliill mi -Hi " ihiimimi iiiim Ll nTrll • • • T - • • i § f B tl'trltt ittl 1: inmH:: tnifllTtf PI :: B tffi : ; : p : : J : : : : : : 5 • J S‘ Si wl'H. EHEhiii: mmnTT: f:;ii: : il f iii P-PP linilil ; '’|p»iiimmi< mwM pyppppijipipiiijipii-Hp 'MM p;ii| i| 1 M IISIu : ::::::rk : ; liii III liiiijmmmimmmriimi ■ 1 imM [i| 1 IIIHIl lilSHU: H. SSRSSZSK s: mum 1 ! . iiiii •S':;:: ::::ir:;:::::::::;::;:::l; 1 1::;; iiiiiii iiHiimimmiiimmim iimi 1 l"i 1 II Il wAi SB : 1! :j : : : iiiii:; H IlliHII »i »! : ; HlihiHt lllliill iiiliiiiii «f|:|: 1 ::: :|:.;.'j:;:Lf:||||[:ii[||||| 1 1:::: Fig. 30. CYLINDERS DRAINED. Steam per horse power. Steam pressure 205 pounds. LOCOMOTIVE ; TYPE .E6\. — No. SHEET No. .M.59. M. P. PENNSYLVANIA RAILROAD COMPANY PHILADS1.PH1A, BALTiaOM A W.iaulttTOK RAOaOAD COMrUIT NoBTBtBa Cbutbai. R.C.WAT Coar.BT ..28^fil Wb>t Jsiubt a SB.aBOBB iUlLJU>*U ComtabT TEST DEPARTMENT 60 M. P. 3ft4 > \ J f* . LOCOMOTIVE: type 2-6-0 CLASS HSb NUMBER 2860 Pennsylvania Railroad Company Philadelphia, Ballimera & Waahiagtoa Railroad Company Northarn Central Railway Company Weal Jortay & Seathora Railroad Company XEST DEPARTMENT n-pio Bulletin No,13 FUEL : J[8mi8Qn Coal Average Results of Locomotive Tests SUBJECT : Cylinder Drained. Altoona, Pa., 6-8-1909 TEST NUMBER RUNNING CONDITIONS BOILER PERFORMANCE TEST DESIGNATION Dvralion of Too;, Milos per Hour Throttlo Optning, Fall or Partial Actual Cut-off Per Cent, H. P. Cylinderi Size of Orifice Preswro In Boiler, Lba. per Sq. Inch Smoke Sox, Inches of Water Draft In Ash Pan, Inch at of Water Calorific Value of Dry Fuel, B.T.U.perLb. Cinders Collected in Smoke Box, Pounds A. f . «. Cal-oll 1 196 199 268 to 271 217 222 225 248 1200.306 1200.307 1200.306 1200.309 1200.310 1200.311 80-30-F 80-30-F 80-30-F 80-30-F 80-30-F eO-30-F 1.0 1.0 1.0 1,0 1.0 1.0 13.00 13.00 13.00 13.00 1.3.00 13.00 Full 31.1 30,9 32.0 30.8 31.0 31.5 1/32 1/16 1/8 3/16 1/4 5/16 204.4 204.0 203.7 203.9 204.1 201.4 2.5 2.5 2.5 2.4 2.3 2.3 0.1 0.1 0.1 0.1 0.1 0.1 13920 13920 13920 13920 13920 13920 BOILER PERFORMANCE EN6HIE PE FOBMAMCE TEST NUMBER Dry Fuel Fired per Hoar, Pounds Dry Fuel per Hour. Pounds per Sq. Ft. of Grate Water Delivered to Boiler, Paunds EQUIVALENT EVAPORATION FROM AND AT 212® F., POUNDS Per Hour per Sq. Ft. of Fire Heatinir Sur. Per Pound of Dry Fuel Horse Power OAKU.ofE.) Efficiency of Boiler, Based Pressure Id Branch Pipe, Pounds p»r Sq. In. Superheat Pip. Degrees F. 338 339 340 349 350 1200.306 1200.307 1200.308 1200.309 1200.310 1200.311 2478 2479 2383 2322 2289 2339 50.93 50.95 48.97 47.72 47.04 48,07 19688 19608 19608 19266 19438 19243 23640 23584 23596 23186 23412 23150 9.44 9.41 9.42 9.26 9.35 9.24 9.54 9.51 9.90 9.99 10.23 9.90 685.2 683.6 683,9 672.1 678.6 671.0 66.19 65.98 68.69 69.31 70,96 66.69 TEST NUMBER E NGINE 1 PERFORMANCE LOCOMOTIVE PERFORMA NCE SSB Dry Sloam to Engines, Pounds per Hour Indicated Hone Power Dry Fuel per Indicated Hone Power Hour, Pounds Dry Steam per Indicated Horse Power Hoar, Pounds Dnwbar Pull, Pounds Dynamemotor or Drawbar Hone Power Dry Fuel per Dynamom. Horse Power Hour, Pounds Dry Steam per Dynamom. Hone Power Hour, Pounds Machine Efficiency of Locomotlvo, Per Cent. Therninl Efficiency of LecomeUvo, per Cent, (BaaedonFvell 214 379 380 381 266 383 384 386 398 399 1200.306 1200.307 1200.308 1200.309 1200.310 1200.311 19351 19190 19283 18996 19101 18957 808.9 819.2 821.8 810.0 020,7 806.9 3.03 2.90 2.87 2.79 2.90 23,92 23.43 23.46 23.45 23,27 23.49 20bbb 21068 21032 20514 20784 20336 “73371 751.4 750.1 731.6 741.2 725.3 3.38 3,30 3,10 3.17 3.09 3.22 2b.4U 25.54 25.71 26.97 25.77 26,14 96.8 91.7 91.3 90.3 90.3 89.9 “5741 5.54 5.75 5,77 5.92 5.66 Table IX. CYLINDERS DRAINED. H6b locomotive, 22-inch cylinders with outlets at cylinder cocks. 13 miles per hour. 61 VU P. 8e« A-Slilli ll■«.ln Pennsylvania Railroad Company suiietm ko is LOCOMOTIVE ■ PhiU4»lphi«, Billimor* & Wnhiii|t«ii Railrotd Campan|r • Norlhern Caniral Railway Campany TYPE 2-8—0 Waal Jaraay & Saaahara Railraad Campaay FUEL I aJOalSOn CLASS H6b XES-r DERARXMENT COal NUMBER 2660 Average Results of Locomotive Tests SUBJECT ; Cylinder Drained. Altoona, Pa., 6-6-1909 TEST NUMBER RUNNING CONDITIONS | 1 BOILER PERFORMANCE TEST DESIGNATION Duration of Teal, Hours ailes pet Hour Throttle Opening, Full or Partial Actual Cul-aff Per Cent., H. P. Cylinders I Size 1 Of Irifice 1 Pressure 1 In Boiler, j| Lbs. per || Sq. Inch 0.-:»t In Smoke Bea, IncLos of Water Drift In Ash Pen. Inches of Water CalorlAc Value ef Dry Fuel, 8.T. U.perU. Cinders Collacted In Smoke Bea, Pounds per Hour 1. 1. a. Cal alf Tluatlla 196 199 203 268 la 2?l 1! 2’"^ i 1 222 1 226 1 248 238 1200.300 1200.301 1200.302 1200.303 1200.304 1200.305 80-40-F 80-40-F eo-40-p 80-40-F 80-40- P 80-40-F 1.0 1.0 1.0 1.0 1.0 1.0 13.00 13.00 13.00 13.00 13.00 13.00 Pull If t» • t M II 38.7 40.1 39.6 38.9 38.0 39.2 l/321n, 1/16 " 1/6 •• 3/16 " 1/4 •• 5/16 •• 204.7 204.6 203.9 203.6 204.3 205.0 3.5 3.4 3.5 3.3 3.3 3.4 0.1 0.1 0.2 0.1 0.1 0.1 13920 13920 13920 13920 13920 13920 TEST NUMBER BOILER PERFORM lANCE EII6IIIE PERFORMANCE Drjf Fuel fired per Haur, Pounds Dry Fuel per Hour, Pounds per Sq. FI. of Grata Wator Delivered to Boiler, Pounds per Hour equivalent evaporation FROM AND AT 2l2o F.. POUNDS Boiler Horse Power (34SU.ofE.) Efficiency of Boiler, Based on Fuel Pratiur* In Branch Pipe, Peundi perSq In. Superheat in Branch Pipe Degrees F. Per Hour Per Haur per Sq. Ft. of fire Heatinq Sur. Per Pound of Dry Fuel 338 339 340 344 345 347 349 360 II 220 230 1200.300 1200.301 1200.302 1200.303 1200.304 1200.305 3331 3220 3302 3211 3080 3062 68.46 66.17 67,86 65.99 63.30 62,93 23810 24020 23670 23330 23475 23600 28622 28921 28521 28100 28274 28427 11.42 11.54 11.38 11.22 11.29 11.35 8.59 8.98 6.64 8.75 9.18 9.28 829.6 830.3 826.7 814.5 819.5 824.0 59.60 62.31 59,95 60.71 63.69 64.39 TEST NUMBER ENGINE PERFORMANCE LOCOMOTIVE PERFORMANCE Dry Steam to Engintt, Pounds per Hour Indicated Horse Power Day Fuel per Indicated Horse Power Hour, Pounds Dry Steam per ladicaled Horse Power Hour, Pounds Drawbar Pull, Pounds Oynanomeier or Drawbar Horse Power Dry Fuel per Dynimem, Horse Power Hour, Pounds Dry Steam per Dynimom. Horse Power Hour Pounds Machine Efficiency of Loeomotlva, ‘ Pof Cent. Thereitl Efficiency of Lecomotlye, per Cent, (Bated on Fuel) 214 379 380 381 266 383 384 365 398 399 1200.S0C 1200.301 1200.302 1200,302 1200.304 1200.30! 23493 23639 23354 23048 23191 23302 967.2 976.2 971.2 959.5 972.0 969.7 3.44 3.30 3.40 3.35 3.17 3.16 24.29 24.22 24.05 24.02 23.86 24.03 24821 25051 24556 24484 24979 24900 860.4 866.4 851.2 848.7 865.8 863.1 5.87 3.71 3.88 3.78 3.56 3.55 27.30 27.22 27.44 27.16 26,78 27,00 1 89.0 89.0 87.6 i 88.5 89.1 ' 89.0 4.72 4.93 4.71 4.84 5.14 5.15 Table X. CYLINDERS DRAINED. H6b locomotive, 22-inch cylinders with drainage outlets in cylinders. 13 miles per hour. 62 M. P. 8g« A -8l»th Sheet * X lo>4 LOCOMOTIVE : TYPE 2-6-4) CLASS H61) .. NUMBER 2060. Pennsylvania Railroad Company PhileSelphie, Baltimore * Waahhigtoa RhilraaS Campaair Nerlhani Caalral Railway Caeapaay Waal Jaraay & Saaakora RailraaS Campaay TEST OERARTMENT Bolletia 90.13 FUEL:. Coal Average Results of Locomotive Tests SUBJECT : Cylinder Draineda Altoona, Pa., 6-8-1909 TEST NUMBER RUNNING CONDITIONS BOILER PERFORMANCE TEST DESIGNATION Duration of Teat. Opaniag, fall or Actual Cut-off ParCoiit, H. P. Size of >rifice| Presturo In Boiler, Lbi. per Sq. Inch 0.-sft hi Smoko Bo>, Inchci of Water Draft in Ath Pan. inchoi of Water CaloriSc Value of Dry Fool, B.T. U.porlb. Cindera Colloctod in Smoke Box, Pounds par Hour I. P. E Cut-off Throttti 199 217 j 222 226 246 2se 1200.312 1200.313 1200.314 1200.315 1200.316 1200.317 TEST NUMBER 100-45-P 100-4 5-F 100-45-P 100-45-P 100-45-F 100-4 5-F 0.5 0.5 0.5 0.6 0.6 0.5 16.25 16.25 16.25 16.26 16.25 16.25 Ftxll 45.0 45.1 45.1 45.4 44.6 45,0 L/32 ini 1/16 1/8 5/16 1/4 •• /16 "j 204.6 203.0 201.3 202.0 198,0 193.3 5.4 5.7 5.7 5.4 5.3 5,0 0.2 0.2 0.2 0.2 0.2 0.2 BOILER PERFORMANCE Dry Fuel Fired per Hour, Pounds Dry Fuel per Hour. Pounds per Sq. Ft. of Grate Walw Delivered to Boiler, EQUIVALENT EVAPORATION FROM ANO AT 212® F.. POUNDS Per Hour per Sq. Ft Heal^'lur. Power OAHU, of E.) EEclency of Boiler, Basmi ElieiNE PE FORMANGE Branch Pipe, Paundi par Sq In. Superheat In Branch Pipe DtgrcM F. 339 340 345 349 230 1200.312 1200.313 1200.314 1200. 31£ 1200.316 1200.317 31772 31492 31442 31312 30602 30108 38165 37801 37827 37707 36838 36225 15.23 15.12 15.10 15.05 14.70 14.46 1106.3 1098.0 1095.6 1093.0 1067,8 1050.0 TEST NUMBER ENGINE PERFORMANCE Dry Steam to Engines, Pounds per Hour Dry Fuel Dry Steam Indicated Horse Power Hour, Pounds Power Hour, Pounds LOCOMOTIVE PERFORMANCE Pull, Pounds Drawbar Horse Power Dry Fuel per Horse Power Hour, Pounds Dry Steam per Dynamom. Herse Power Hour, ..P.gj.'r^L. Machine Efficiency of Lecemellve, Per Cent. Effidency of Locomotive, perCenL, (BaiodonFuell 214 3T9 380 266 3B3 366 398 399 1200.31;: 1200.313 1200.314 1200.315 1200.316 1200.317 31306 31089 31006 30933 30232 29744 1259.1 1259.8 1256,4 1245.9 1226.6 1191.9 24.86 24.68 24.66 24.83 24.65 24.96 25638 25801 25637 25537 25336 24735 1110.9 1118.0 1110.9 1106.5 1097.8 1071.8 28.18 27.81 27.91 27.96 27,54 27.75 68.2 88.7 68.4 80.8 89.5 89.9 Table XI. H6b locomotive, 22-inch cylinders with drainage outlets. 16 miles per hour. 63 M. P. 4»C I » LOCOMOTIVE : PENNSYLVANIA RAILROAD COMPANY Pbu^osltbu, Bu.TiaoRi A. WuvnfeTON Railroad CoarAar TYr'E...£mn^ NOBTaEBM C»»T«Ai. Hailwat CoarAur CLASS AftP. No....MjHQL Wht Jiuit A Hsaamobi EAnaoAU Couamt TEST DEPARTMENT BolletitlNO 13 SHEET No«_.F-fi.6lQ ClyllndBra..l)]nUAed« Altoona. Pa..„ Fig. 31. CYLINDERS DRAINED. Speed 13 m.p.h., Cut-off 30 per cent The steam rate decreases as the outlet is enlarged up to J inch. 64 M. p. me IjOCOMOTIVE: PENNSYLVANIA RAILROAD COMPANY TYPE 2 " 6 »»Q PnLASBLniA, Butimobb h WAanaaToa Sailbobb Comtmiv no£/\ CBBTmAi. Hailwat CoBPAirr CLASS ...SpJ?. NO.-SSSSL WB»r Jbmt B asAiaosa lUnjtoAO Oowabt TEST DEPARTMENT SHEET No ...f-iSol*. CyliaAers - «»PH M-u-n Bolletin NO...JLS Altoona. Pa ., Fig. 32. CYLINDERS DRAINED. Speed 13 m.p.h., cut-off 40 per cent Tests at a longer cut-off than in Fig, 31. 65 Fig. 33. CYLINDERS DRAINED. Speed 1 6 m. p. h., cut-off 45 per cent. Tests at a higher speed than in Figs. 31 and 32. 66 M. P. se4A xxWJ* Pennsylvania Railroad Company LOCOMOTIVE: TYPE 2-8-0 CLASS fifilfe NUMBER 2846 Average Results of Locomotive Tests SUBJECT: ^i^ebox Superheater Altoona, Pa., Philadalphit, Baltimore A Waahinotaa Railroad Oamaami Norlharn Central Rallwagr Comoaiqr Wetl Jertay A, Saashore Railroad Company TTCST oe:P>ARXIS/IE:(MX Bulletin Hb.lS test nos., 1301 to 1331 DRIVING Wheels 1 Number of Pairs 4 - 2 Approx. Diameter, inches 56 — 74 Engine Truck Wheels 76 14 16 TRAILING Wheels 78 16 Diameter, inches « 80 Wheel Base, Feet 17 Driving Wheel Base 16.25 -- 82 te Total Wheel Base - 83 64 •• WEIGHT OF ENGINE WITH WATER | AT 20. GAGE OOCK AND NORMAL | FIRE. POUNDS 1 86 20 AnTnirk 86 21 • lit Drivers 22 n 2d * — ' 90 23 “3d * 94 24 “ 4th ‘ 26 “ 5th “ — 98 26 “ Trailers sa=* — 102 27 Total 26 “ on Drivers — 113 Cylinders 114 Diam. and Stroke, H P_ 25.^^ “ “ “ L.P — 116 clearance in per CENT. CF PISTON lie DISPLACEMENT 40 H. P. Right, Head End 10 118 41 • “ Crank “ 11 — 42 • Left, Head “ . 12 119 43 “ ' Crank “ U— 124 44 L. P. Right, Head “ J T 46 * “ Crank “ ** 126 46 “ Left, Head “ -a* 126 47 * “ Crank “ 128 RECEIVER, Cubic Feet 48 Vnliime Right Side I 132 43 • IpP •• ... 133 Steam ports. Inches 137 60 N, P, Admlttinn, length a 6 1 “ “ Width s 58 L. P. “ Length • 144 59 “ “ Width. • _ 146 66 H. P. Exhaust, Length Ho 146 67 “ ' Width ” 70 L. P. “ Length •• 7 1 “ “ Width , , A Piston Rods, Diameter INCHES High Pressure — _ — S^SS_ Low * **._ Tail rods, Diameter, inches High Pressure Low Per Cent. Balanced. Type of Valve Wntinn WalSOhertB Greatest valve travel High Pressure, inches &a.7. 6 Low Steam Lap cf valve High Pressure, inches Low 1 High Pressure, inches Low • BOILER Typp Belpairi Outside Diam. Ist Bin] Number Outside Diam., inchei Pitch Length Between Tube Sheets, inches. Total Fire Area, sq. ft Boiler Pressure, pounds Superheater Number of Tubes Outside Diam. * inches. Length of Firebox, inside. Inches Length llBa.3_ Width Air Inlets to Ashpan, sq. ft Grates Type Rooking Finger Grate Area, sq. ft. Area of bead Grates £L 336 JU26- 65.0 Heating surface, SOUARE feet 164 Of the Tubes, Water Side 2673.7 166 “ “ • Fire “ 2339.2 166 “ “ Firebox, “ 166.1 167 “ * Superh’r, “ 369.0 *158 Total. Based on “ 2595a3_ 169 a .... of Firebox and Water Side of Tubes 2889.7 BOILER VOLUME WITH WATER SURFACE AT LEVEL OF 20 OAaC COOK 160 Water Space, cu. ft. 350 161 Steam “ “ “ ai_ Exhaust nozzle Ooiihle nr Single Slagle n i Si?®, inches 5.625 I Reverse lever n H. P. Natnhai Fra^ard of Center 22 i L. P. Notches Forward of Cente Ratios 1 t71 Heating Sur^ce USB) to Grate Area (145) 51.5' 172 Fire Area Thru Tubes il19) to Grate Area (145) .1 173 Firebox Heating Surface (156) to Grate Area (145) 174 Tube Heating Surface (155) to Fire Box Keating Surface (156) 14.1 •USED m OALOULATMNS Table XII. Dimensions of superheater locomotive 2846. 67 GRAPHICAL LOGS OF TESTS. A graphical log is made for each test to show the condition at each ten-minute interval, and to indicate any irregularity in the weights of coal and water during the run. These diagrams are on file with the Test Plant records. A few representative ones only being shown here. 68 M. P. Experimental D>1 Pennsylvania Railroad Company NpMTMCiw CDftMM. •as.twv Counxi-r Sheet No. P-^863 Sjnokebax Supeiiieater TEST DEPARTMENT Btaietin No_ 13 Graphical. Log of Locomotive Test Auooha, Pa.. 3-23-1909 UPPER FIGURES R. P. M LOWER FIGURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 2-8-0 Class H6b Number 2846 AO SO I 10 20 30 40 SO ^ LENGTH OF TEST — MINUTES AND HOURS Spe«a Cirt-off Per C«rt., H, P. Throttle Eeaporetioe in Reraluti«ni OpMtnft pMfiide of Miles Fell Wster per per Nlni.p«rlm«ntal D-1 Pennsylvania Railroad Company MaiM>u.n«u, AaItiiikmk d> Waimhotok Raiukmo Coopanv Sheet No._£-S6^- Smolcebox Superliuester II w i m »n*H WCST JCnCT A SCACMOW Railaoao ComPANT TEST DEPARTMENT Bulletin NO 13 Graphical Log of locomotive Test Altooma. Pa.. 3 — 24—1912 ;UPPEB FIGURES R. P M. I-OWER FIGURES APPROX. SPEED IN MIUES PER HOUR O 10 20 30 40 SO I lo 20 30 40 50 ^ ^ LENGTH OF TEST MINUTES AND HOURS Locomotive Type 2-&-0 CLASS-JIfill Number 2646 Miles per Hojf RevotutiOfls per Minute Cut -off Per Cent., H. P. CylliMlers Throttle Opening Fnll Of Partill Evaporaiio.'< Pounds of Wlter per Pound of Coal 16.67 100 45 P 7.02 Test No — 1 ?0 S. Sheet No. p-ee4 70 Pennsylvania Railroad Company Sheet No. £=fife§_ anokebosL SBperi»eater TEST DEPARTMENT Bolletla NO IS Graphical. Log of Locomotive Test altoom. pfi»24«1913 UPPER FIOURES R. P. M LOWER PIOURCS APPROX SPEED IN MILES PER HOUR lO SO 30 40 SO I lO 20 30 40 BO g Q LENGTH OF TEST — MINUTES AND HOURS Locomotive Type Class Number 2846 Speed in Miles per Knur per Mlnul* Cut-off Per Ceel.< K. P. CyllMteri Throttle Opening Fell or P«r(i»l Eeipoatlen Poeidt of Wllorpor Poead of Coal 20,00 180 50 P 5*62 Test No. 1306. — Sheet No. P-866 71 M. I': BxperlnieDUkl D-1 IS 9 Itll Pennsylvania Railroad Company *•'“** SalTIMUMC a WAtHlMOrON RAtl.AOAn CnMPANr Nortmcrm Ccmiaal Railway Compamt WUT JKMCT ^ SCAtHOAC RailiIOAO C«>MPANV Sheet Mq test department Bulletin No ia_ GRAPHICAI. LOG OF LOCOMOTIVE TEST SoDoKelKix Superheater altoona. pa.. 3~30-1909 leo « JO “0 a 1 : J: ■ MHiF 1 II B mj ffi lii Si El in il 11 !f!j ({?. 1 im 1 il mj TiiTim il 1 it 00 { 1 wa { 1 H t 1 At 1 ill P 1 U iril ttn $ il ll 11 ii ill lilj i kt 1 1 ■lii iila llHi I ii.: 1 il m ii 1 m'II lliiii! ■ LZQ ^60 z d 0) IE III Q. tfi 0 J ui QC 3 in (A III IE 0. IE 111 J 0 VOLUTIONS PER MINUTE AND SPEED IN MILES PER HOUR* I I ft ^ 1 1 URES 'Aiues o lo ; R. R. M . APPROX. PER HOUR so 30 AO SO L.ENGTH Of t TE o ST- 20 — M 3 IN lO lUT 40 ES BO ANI 2 D Hi 1 OL O JR 2 s O 3 o 40 • 3 Locomotive SpM<> Ir Miles Reeoiutlons per Cut-off Per Cent,, Throti Openi Full Ilf Evaporation Rg Pounds of Wafer per Pound of al Coal Test No .1308 Type CL.ASS V6h Number *8A6 ... per Hour Minute H. P. Cylinders Parti 13.34 80 40 P 7.7 Sheet No. . 72 Sheet No. P^867 M. P. Experimental D-1 Pennsylvania Railroad Company PMIL»Oet(>MIA, Baltimurc a Wasmnoton railroad Comrany Northern Central Railway Company West Jersey 4. Seashore Railroad Company TEST DEPARTMENT Bulletin NO. Graphical Log of Locomotive Test H 9 1*11 *s lOK Smoke box Superheater Altoona Pa. 3-30-1909 ^SUPPER PIOUPES «. P M UOWeP FiOUPES APPPOX. SPEED IN Mtues PER HOUR 30 40 SO j 10 20 30 40 SO ^ LENGTH OF TEST — MINUTES AND HOURS Locomotive TVPE 8-6i0 Number 2844- Speed IR Miles Pr Hour RevolutioRS per Mliuto Cut-off Per Ceot., H. P. Cylinders Throttlp Opening Full or Evaporation Pounds of Water per Pound of Coat 16.67 100 46 p 6.6 Test No^ 1309 Sheet No. P-867 73 U. P. Bxp«i-lni«ntal D*1 Pennsylvania Railroad Company . BALTIMOm dl WaSHINQTON RAILROAO NOKTHCRM CCNIOAL RAtLWAV COMRANr Wtar JcncT & Scaahorc Railruao Cowpanv Sheet No SBBokeboK Supexiie&ter TEST DEPAt^TMENT Bulletin Graphical Log of Locomotive Test NO ...13. AiTooNA. Pa., 3w31-»1909 U: UPPER FIGURES R. P. M. UOWER FIGURES APPROX. SPEED IN MILES PER HOUR lO 40 SO I lO 20 30 40 SO ^ ^O LENGTH OF TEST— MINUTES AND HOU.RS Locomotive Type Class H6b NUMBER_ 2 a 4 A- Speed Miles per Hour RevoluHoos p«r Minute Cut-off Per Cent., H. P. Cylinders Throttle Opening Full or Partial Euaporttion Pounds of Witer por Pound of Coal 20 120 60 P TesT No.. 1311 Sheet No. P-668 74 M. P-. BxperiniehWl D >1 Pennsylvania Railroad Company PHII.AOCLPHIA, BM.TIWUM & WASHIMOTOtt RAMJIOM) COMPAHY NOATHCRN CCMtAAI. RAH.WAT Sheet No. P-8&9 — Wist JiRsir St SCAWonc Rahjmmo Comsamt TEST DEPARTMENT Bulletin No — IB Graphical Log of Locomotive Test Smokeboic Superheater Altoona. Pa.. 4 - 2 - 1909 . OUPPER PIOOReS R. P. M. UOWSR rieURES APPROX. SPEED IN MILES PER HOUR Locomotive Type 30 AO SO I lO 20 30 40 SO ^ 10 SO LENGTH OF TEST — MINUTES AND HOURS CLASS._H6h_ Number _2i4S Sfsed le MHn Pr H«gr RcsSillMt ■iMtS Cst^e PsrCsnt., H. f. Cylinder! Throttle Opening Fill or Ptrtial Evaporatlsn PMIldsof WMsrpsr PsMd of CmI 16*67 100 45 P 5*86 1314 _ Sheet No. p-e69 75 M. P. BxpvriluenukI 0-1 Pennsylvania Railroad Company Sheet No. P-670 SbokelMZ Superheater W«r JiMcr & ScusMonc RtitiioAO CtMiOHy TEST DEPARTMENT Balletia No 13 Graphical Log of Locomotive Test Altoona. Pa., 4»2i»1909 L.owcn pu O 10 20 30 40 BO I 10 20 30 40 60 ^ • M. LENGTH OF TEST — MINUTES AND HOURS Locomotive T VPP- Z*6 kO Class. Numbi Bdfir Spowi 1* miM Rf Most lUvshitlM* pw Mlsiit* Cot-olf Per Ceol., H. P. CpRedert ThfoWe OpeAieg F(dl Partial Evaporatiee PoaaiU of Water |>er Poaad cf Coat 20 120 50 P 5*31 Test No.. Sheet No. B-870 76 M. P. BxoerUnental D-1 PENNSYLVANIA RAILROAD COMPANY PHivAon.i>MA, BM-Tmone & Wuminotoh Railikmd Otmnuti >tOKTHCIW CanML Rulwat Comtamy W t*T JoncT A. Sgaihomc Raiuwao Company umu s*vM Sheet No. P-871 TEST DEPARTMENT Bulletin Ha 13 Graphical Log cp Locomotive Test Smokebox Stgpet%&»Xer » Siq>eTb&ater Beseved altoom, pa.. 4-'&-1909- lUPPER FIGURES R. P. M. l_OWER FIGURES APPROX. SPEED IN MIUES PER HOUR LOCOMOTIVE Type ClasSl. asv Number 284^- io ao 30 AO 50 I lo ao 30 ao 50 ^ LENGTH OF TEST — MINUTES AND HOURS 10 20 30 AO 50 Spetd HI Stiles per Hoik ReveluHons per Minute Cul-olf Per Cent., H. P. Cylinilers Throtlli- Openine Full Partial Evaporation Pounds of Water per Pound of Coal 13,34 80 40 P 6.6 1316 Sheet No. 77 M. P. BxiMrimant*] D-1 PENNSYLVANIA RAILROAD COMPANY PMH.AOCt.PHU, Baltimopc A Wawchcton Raicii Northicm Ccnthal Rah.wat OoupAirr War JCRCCT * SCACHOW Raoroao Company Sheet No._ ?2®Z2_ TEST DEPARTMENT Solletin No, 13 Graphical Log of Locomotive Test SmpkBbQx N. Superheater Baaoved Altoorr. Pa.. 4-^-1909 :UPPER FIGURES R. P. M UOWER FIGURES .c^RPROX. SPEED IN MILES PER HOUR Locomotive Type Class I6b Number 2846 so 30 40 SO I lO 20 30 40 SO ^ ^ LENGTH OF TEST — MINUTES AND HOURS Speed in Mites per Hour . RcYOluHons per Minute Cut-off Per Cent., H. P. Cylinders Thrcftle Opening Full Partial Evaporation Poonds of Water per Pound of Coal 16.67 100 46 F 6.16 Test No 1219l Sheet No- p-e72 78 M P. Rxpf nniental D-1 Pennsylvania Railroad Company PHtLAOCLPHU. fiALriMOftC WASHlNttTON RAILflOAD COMPANY NORYMtAM CANTRAL RAILWAY COAIPANY WC«T JCNEtY & SCARIIORC RaiLRUAO COMPANY Sheet No TEST DEPARTMENT Ballet in No. Graphical Log of Locomotive Test Staokebox Saperbeater - Superbeeter Removed aitoona. pa.. 4-8-1909 «UPPe<* FIGURES R. P. M. LOWER FIGURES APRROX. SRCSO IN MILES RER HOUR I lO 30 30 40 SO 2 LENGTH OF TEST — MINUTES AND HOURS LOCOMOTIVE CLASS-Bdb Number SpMd in Bliw K«ur RevoliifiMs PR ■hrat* Ciit-«r PrCmI., H. P. Cy««dm Tbrettin OpMln* Full or Partial Empontlsn Penmlt of Water par Pound of Coal RO ISO 60 p 4«70 Sheet No. B-fi7S 79 M. P. Experimental D-1 Pennsylvania Railroad Company It « ini Sheet No. WUT Jtnstr a SCKSHOite Rhilkoao Compamy TEST DEPARTMENT Bulletin NO. 13 Graphical Log of Locomotive Test SmckeBoz Snpertieater, Supeiiieater Removed Altoona. Pa.. 4e*12p-1909 •SUPPER PIOURES R. P. M. UOWER PIGURES APPROX. SPEED IN Mll.ES PER HOUR Locomotive Type. Class Number 2dd6 Speeii in MIIm p*r Hour Revolatloiit ptr Mliuto Cirt-off Per C«rt., K. P. Cylindort Tlirotfle Opening Full or Pirtiil Evaporaiwn Pounds of Watorpo' Pound of Coal 13e24 60 40 P 7.2 Test No,__i382^_ Sheet No. P-874 80 81 If. P. Kxperimsntal D-1 u • uu Pennsylvania Railroad Company PHILADCimOei.rHI*. exLTIMOIW A. WASHtHOTOM RAILDOAI) OhaPAMT Noaimerk Cchihal Hailwav Coiapant WC«T JCAAEY d. SCAAHAAf RailRY^AO C«>MPARV U » Itll • xi»H Sheet No.- PbR878 TEST DEPARTMENT Bulletin No Graphical Log of locomotive Test Smokebox Superheater - Superiieater Resnoved i3 Altoona, Pa . 4-17-1912 tiUPPCR FIGURES R. P. M. L.OWeR FIGURES APPROX. SPEED IN MILES PER HOUR 30 AO SO I lO 20 30 AO SO ^ lO 20 length of test — MINUTES AND HOURS Locomotive Tvpg B -S-O ClasS—H^I). Number 2a4fi Speed U Milet P«f Hour RevoluHone per Mhiuto Cirt-oir Per Cent., H. P. CyHnderj Throttle Opening Full Pertiel Evaporation Peundt of Water per Pound of Coal L6e67 100 45 P 6,70 Sheet No. P-878