. Railway mechanical engineer . oughl) onsumes the i oal while on the road Aft i the engine has -tood awhile al the terminal a little smoke uill beproduced on starting, inasmuch as the temperature has notbeen raised sufficiently to insure immediate combustion, but the smoke is practically negligible and the pract a considered smokeless. While it is desired to use the pulverized fuel with onlytwo per - .-lit isture, I believe the engine thai day was op-erating with coal having five or six per cent. That is anotherreason for produi ing a little smoke when the temperatureoi the firebox is not at
. Railway mechanical engineer . oughl) onsumes the i oal while on the road Aft i the engine has -tood awhile al the terminal a little smoke uill beproduced on starting, inasmuch as the temperature has notbeen raised sufficiently to insure immediate combustion, but the smoke is practically negligible and the pract a considered smokeless. While it is desired to use the pulverized fuel with onlytwo per - .-lit isture, I believe the engine thai day was op-erating with coal having five or six per cent. That is anotherreason for produi ing a little smoke when the temperatureoi the firebox is not at the highest point. With the 111coal they find that a little honeycomb forms on the tube sheetand has to he removed at the end of each trip. This is donewith a rod through a hole in the side of the firebox. Withthe Eastern coals I understand that this trouble is not ex-perienced. On this trip the operation was entirely dustlessin the cab, although I believe a little dust might be exp© pamttrarammS® ^£. Arrangement of Pulverized Fuel Burning Equipment with Steam Turbine Drive valves. During the trying-out period these were increasedto 3l/2 in. and then to 4 in., as neither the oj/ nor the could take care of the pressure. This engine isequipped with three burners, and on this run, which was asuburban run from Chicago to Waukegan, only two wereused. The fireman controls the amount of fuel burned bymeans of a rheostat, which controls the speed of the screw-conveyor that feeds the coal to the firebox. He wouldanticipate the engineer by IS or 20 seconds in closing thethrottle, reducing the fire to practically nothing, and by care-ful manipulation he did not permit the opening of the safetyvalves once during the trip. There was a layover of an hourand a half at Waukegan and the fire was put out entirelyfor about three-quarters of an hour. About a half-hour be-fore leaving time the pressure had dropped to about ISO lb.,and one burner was started, the fuel igniting from th
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
