. American engineer and railroad journal . pany with a similar form of superheater, but some improvementshave since been made in the joints and bolting. These are work-ing well and showing economies at least equal to compounds. Absolute perfection of detail is too much to expect in so shorta time in the application of so radical a principle. Since thetheory of a superheater was presented before this Association lastyear. facts from experience have become available which tend toconfirm the opinion that future locomotive development is to in-clude this principle. This opportunity to comment upon
. American engineer and railroad journal . pany with a similar form of superheater, but some improvementshave since been made in the joints and bolting. These are work-ing well and showing economies at least equal to compounds. Absolute perfection of detail is too much to expect in so shorta time in the application of so radical a principle. Since thetheory of a superheater was presented before this Association lastyear. facts from experience have become available which tend toconfirm the opinion that future locomotive development is to in-clude this principle. This opportunity to comment upon the very satisfactory atti-tude of the Canadian Pacific Railway toward superheating mustnot be allowed to pass. At the present time railroads owe much toMr. Vaughan for his courageous adoption of superheating on solarge a scale, because it is only through large scale experimentsthat the information so greatly needed in matters of this kindcan be secured. F/G /. The amount of superheat obtained was measured by high-gradethermometers, with bulbs immersed in heavy oil, and the efficiencyof the different systems determined by the number of B. T. by the superheated steam. The original Schenectadysuperheater with the flow of saturated steam through the cir-culating tube and the superheated steam in the same direction asthe flue gases, gave a figure of 39 to the basis of 100 for tharesults attained by the design shown in the illustrations. Withthe direction of the flow reversed, the figure obtained was 70,which would appear to indicate that a substantial gain is effectedIvy causing the saturated steam to flow in a direction opposite tothe flue gases. On the other hand, under certain favorable conditions, in whichthe fuel causes no clogging up of the tubes, the original arrange-ment with 3-in. fire tubes has given very favorable results, anaverage temperature of between 105 deg. and 110 deg. at thesteam chest being obtained, and the maxi
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
