. American engineer and railroad journal . e 35, has not required special attention during its 1V>years service. These early favorable results have led to the Belgian StateRailway venturing on the application of superheat to locomo-tives, on a larger scale. With this in view twenty-five locomo-tives, comprising five different types, all provided with theSchmidt superheater described above, are actually in courseof construction or are about to be put to work. Amongst these last are a certain number of locomotives oftype 35, which have fully confirmed the favorable results ob-tained by the fi
. American engineer and railroad journal . e 35, has not required special attention during its 1V>years service. These early favorable results have led to the Belgian StateRailway venturing on the application of superheat to locomo-tives, on a larger scale. With this in view twenty-five locomo-tives, comprising five different types, all provided with theSchmidt superheater described above, are actually in courseof construction or are about to be put to work. Amongst these last are a certain number of locomotives oftype 35, which have fully confirmed the favorable results ob-tained by the first engine of this kind. Among the number of services actually and successfully runby these engines is to be particularly noted the hauling, fromBrussels to frontier, of express trains going to Paris. Thesetrains, whose tare weight of vehicles exceeds 340 tonnes(334% tons), surmount the 17 kilometers ( miles) sep-arating Mons and the frontier in 17 minutes, against a con-tinuous up grade with inclines varying from 1 in 125 to 1in FIG, I LOCOMOTIVE SUPERHEATER. ning on the Luxemburg line, the extremely undulating profile of which contains many inclines of 10 per 1,000. Each locomotive worked twenty-four goods trains weighing250 tons (246 tons) and twelve passenger trains weighing anaverage of 160 tons ( tons). The total journey made byeach engine amounted to 11,500 kilometers (7,146 miles).The saving of coal per train-kilometer in favor of the super-heated steam engine was found to be per cent., and thewater consumption was reduced 18 per On the otherhand, the expenses of lubricating increased in a fixed propor-tion. After four months of trials on the Luxemburg line, moreprecise experiments were organized with the through pas-senger trains on the Brussels and Charleroi line, which has aseries of inclines of 13 per For ten days, during whichthe climatic conditions remained invariable, these two locomo-tives hauled alternately the sam
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
