. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . nd for this purpose theduPont-Simplex Type 1! Stoker was selected. With controlled draft the locomotive must of neces-sity be 100 ]>er cent stoker fired, as the fire door cannotbe opened. Furthermore, the distribution must be abso- lutely perfect, as any slight thickening of the fire at anypoint would immediately result in a bank through whichthe air from beneath could not be forced, and therefore,owing to the characteristics of lignite coal, combustionwould cease over the entire area cove
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . nd for this purpose theduPont-Simplex Type 1! Stoker was selected. With controlled draft the locomotive must of neces-sity be 100 ]>er cent stoker fired, as the fire door cannotbe opened. Furthermore, the distribution must be abso- lutely perfect, as any slight thickening of the fire at anypoint would immediately result in a bank through whichthe air from beneath could not be forced, and therefore,owing to the characteristics of lignite coal, combustionwould cease over the entire area covered by the , as stated above, the distribution must be ab-solutely perfect, and the fire maintained at an even thick-ness of about \y2 to 2 inches on the grates. An opening 6 inches in diameter, covered with a micashield, is provided in the backhead, and another 4 inchesin diameter in the center of the fire door, through whichthe condition of the fire can at all times be observed andthe distribution of coal adjusted accordingly. The locomotive with this apparatus has been in constant. Arrangement of Turbine Fan for Air Duct for Controlled Draft freight service since July, 1925, during which period itwas often necessary to double the load. Steam pressurehas been maintained, while not always at the maximum,yet sufficient to handle all trains offered without delay. While no comparative tests have been run as yet. ob-servation indicates conclusively a marked reduction infuel as compared with the consumption when the locomo-tive was equipped in accordance with universal standardpractice, , depending on the exhaust onlv for draft. Themajor saving consists in a gain of approximately 400 cyl-inder horse-power due to the practical elimination ofback pressure. This gain in horse-power, translated intotonnage, means the equivalent of a 10 per cent increaseboth in tonnage and speed. There is practically no stack loss, a very desirable fea-ture in the territory (cotton fie
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
