. Railway mechanical engineer . V > / —^ :^ —z o a_ ~^ o _J _^ v o c \ — — — — — — — — — — — — — ees-si — — 40 SO flO Speed, Miles Per 7_Machlne and Locomotive Efficiency Curves per cent) is indicative of the further saving possilile by theuse of a feedw^ater heater on locomotives using superheatedsteam. But the actual value of the superheater is conclusivelyshown in the table, which gives the comparative performanceat equal weights of steam, and at a speed of 48 miles perhour, for three locomotives, No. 51, No. 89, and No. 5075,the latter the class E6 engine, using saturated stea
. Railway mechanical engineer . V > / —^ :^ —z o a_ ~^ o _J _^ v o c \ — — — — — — — — — — — — — ees-si — — 40 SO flO Speed, Miles Per 7_Machlne and Locomotive Efficiency Curves per cent) is indicative of the further saving possilile by theuse of a feedw^ater heater on locomotives using superheatedsteam. But the actual value of the superheater is conclusivelyshown in the table, which gives the comparative performanceat equal weights of steam, and at a speed of 48 miles perhour, for three locomotives, No. 51, No. 89, and No. 5075,the latter the class E6 engine, using saturated steam. Thisengine had cylinders 22 in. in diameter, the same as those law ow ivvv ,,.,-w .— — Dynamometer Horsepotren Fig. 9—Dry Coal per Dynamometer Horsepower-Hour mometer horsepower hour and a steam rate of lb. Thecoal rate for all tests was generally below 3 lb. LocomotiveNo. 51 developed a maximum dynamometer horsepower about17 per cent greater than that of No. S9. The machine effi-. f>00 80O lOOO I200 too I600 1800 2000Dynamometer Horsepotven Fig. 8—Steam Consumption per Dynamometer Horsepower. Hour of No 89. Not onlv is greater power possible, but the ad-vantage of a shortercut-off is available over a greater rangewhen^the diameter of the superheater locomotive cylinder isincreased above the limitations established Ijy the use of satur-ated steam.
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
