. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . I>K\K1-: lt)K \.MP1.\G IRIPLE \L\ ^. lo require any explanation. This devicesaves considerable time, as it was for-merly necessary to pipe each triple inorder to test it. E. L. Bowen. McCoinb Citv. MiiDi. Fuel Economy. Regarding the coming convention of theTraveling Engineers Association an en-gineer writes us as follows: For a number of years I iiave con-tended that the waste of fuel, smoke, fire,and cinders were caused by an imperfect-ly constructed front end, creating imper-fe
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . I>K\K1-: lt)K \.MP1.\G IRIPLE \L\ ^. lo require any explanation. This devicesaves considerable time, as it was for-merly necessary to pipe each triple inorder to test it. E. L. Bowen. McCoinb Citv. MiiDi. Fuel Economy. Regarding the coming convention of theTraveling Engineers Association an en-gineer writes us as follows: For a number of years I iiave con-tended that the waste of fuel, smoke, fire,and cinders were caused by an imperfect-ly constructed front end, creating imper-fect draft and imperfect combustion, andnot the fault of the firemen, which hasbeen the excuse since 1903. A referenceto Traveling Engineers conventions 1902and 1903 would be very advisable in thiscase, and ask the question Why? Twenty years ago I ran an 18 x , 45-ton engine with S/i doublenozzle. Blood diamond stack, evaporating2,000 gallons of water per ton of the engine was equipped with anextension front end, straight stack 15 diameter, high nozzle 5 ins. in diam-. That is a sample of results. At thattime I never heard of any analytical testsi,f the gases from the front ends, but oflate years a number have been published,which show a large percentage of carbonmonoxide (CO), very little or no carbonDioxide (CO.) when it should be amaximum of 15 per cent. CO. and no \lso the fact that the general average ofevaporation is about 1,000 gallon; per tonof coal when it should be 3,000 gallonsper ton if—not the firemen by a longhot. Automatic stokers have failed forthe same reason, not the defective con-struction or operation of the stoker. Inaddition, riding on a train is made amisery from cinders and smoke, which ifconsumed in the firebox would createheat. And it can be done. Collapsed of the investigations made bythe British Board of Trade into thecause of boiler explosions are par-ticularly interesting as showing thecauses that condu
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