. American engineer and railroad journal . oirand in this respect no trouble is experienced for local heating through trains and for consideration of zeroweather there is also a connection trom the reducing valveof the boiler directly into the reservoir. If the pump dors notfurnish sufficient steam for heating, the pressure in the reser-voir falls below that at which the reducing valve was set andallows steam to enter direct from the boiler to make up thedeficiency. On the other hand, should the pump furnish moresteam than is required to heat the train, the excess is passedoff by me
. American engineer and railroad journal . oirand in this respect no trouble is experienced for local heating through trains and for consideration of zeroweather there is also a connection trom the reducing valveof the boiler directly into the reservoir. If the pump dors notfurnish sufficient steam for heating, the pressure in the reser-voir falls below that at which the reducing valve was set andallows steam to enter direct from the boiler to make up thedeficiency. On the other hand, should the pump furnish moresteam than is required to heat the train, the excess is passedoff by means of the relief valve on top of the cab. In thisway all the heat from the pump is utilized for heating, thesupply from the boiler being used only to make up the defi-ciency. It is seldom necessary for local or even express trains,in moderate weather, to use the direct boiler supply. Thevarious patents granted upon this device are owned by theEconomy Car Heating Company, Portland, Me., who also havethe handling of this system of Steam Heat Piping from Air-Brake Pump. about 40 ins. long and 20 ins. diameter, hung beneath the second exhaust pipe is connected with the outlet pipe to this reservoir is at the rear end near thebottom and is connected to the train steam pipe by means ofa flexible hose connection. The drawing shows the arrangement of the piping and theseveral parts of this apparatus, the operation of which is verysimple. When the reach rod is pulled back, the exhaust steamfrom the pump enters the reservoir and when pushed forwardit is passed to the stack. The pressure maintained in the res-ervoir is of course determined by the number of cars to beheated. The general rule is 20 lbs. for a train of 4 cars or less,and 4 lbs. additional for each extra car. On some of the 10-wheel engines of the Maine Central for heavy passenger ser-vice as high as 65 lbs. pressure is carried in the naturally raises the question as to whether
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
