. American engineer and railroad journal . ated, no harm will be done byemploying a fair degree of liberality in interpreting the Stacks.—In order that the best relation of diameterand heights of stack-may be stated, it will at first be necessaryto eliminate variations in the height of the nozzles. Compari-sons will, therefore, first be based upon results obtained withnozzle No. 3. this being the nozzle for which the tip is on thecenter-line of the boiler. From a study of the plotted spots ofFig. 92, it has been assumed that when the exhaust tip is onthe center of the boiler, an
. American engineer and railroad journal . ated, no harm will be done byemploying a fair degree of liberality in interpreting the Stacks.—In order that the best relation of diameterand heights of stack-may be stated, it will at first be necessaryto eliminate variations in the height of the nozzles. Compari-sons will, therefore, first be based upon results obtained withnozzle No. 3. this being the nozzle for which the tip is on thecenter-line of the boiler. From a study of the plotted spots ofFig. 92, it has been assumed that when the exhaust tip is onthe center of the boiler, and the height of the stack is 26V2 ins.,the most satisfactory diameter, as disclosed by the data, is 15ins., and a circle has been struck on the diagram (Fig. 92) torepresent this value. Similarly, from Fig. 93 it appears thatwhen the exhaust tip is on the center of the boiler and theheight of the stack is 36Vi ins., the most satisfactory diameter 4 m ::: 1 i i i ^ f \ : M[ 1 1 : ■ : :::: :: : :: m * r — stack Diameter, inchesFig. 9S. the boiler and the diameter of the front-end of the boiler ex-perimented upon was 54 ins. If, now, we may assume that thedata obtained from the engine experimented upon is applica-ble to engines having boilers of different diameters, and if wemay assume also that in applying the data to other engines,we may use the diameter of the boiler as a unit of measure,then the diameter of stack for any boiler whatsoever whichhas the exhaust tip on the center line should be representedby equations in which D, the diameter of the inside of thefront-end, is substituted for the value 54 in the precedingequations. The result is as follows:For straight stacks 26% Ins. high: (ii = 15 = .28 X D. For straight stacks 36% ins. high: d- = = .29 X D. For straight stacks 46% ins. high: ds = = .30 X D. For straight stacks 56% ins. high: 17 = .31 X D.(To be continued.) 1B6 AMERICAN ENGINEER AND RAILROAD JOURNAL. NEW LOCOMOTIVE SHOPS, READING, PA. Phila
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