. Science of railways . running and standing tests for everycycle. For tests where the steam jets were closed, but the tubesopen, the volume of air drawn through the tubes was taken fromthe calibration curve. The brick arch was in place on certain tests and removedfor others. On a portion of the tests the gap between the archand the flue sheet was closed. On a few tests air was used in the jets, the maximum pres-sure obtainable being flfteen pounds per square inch. On other tests the jet tubes were blocked so that the steamonly was admitted. When any one set of jet tubes was in use, all other
. Science of railways . running and standing tests for everycycle. For tests where the steam jets were closed, but the tubesopen, the volume of air drawn through the tubes was taken fromthe calibration curve. The brick arch was in place on certain tests and removedfor others. On a portion of the tests the gap between the archand the flue sheet was closed. On a few tests air was used in the jets, the maximum pres-sure obtainable being flfteen pounds per square inch. On other tests the jet tubes were blocked so that the steamonly was admitted. When any one set of jet tubes was in use, all other tubeswere plugged with magnesia to prevent air being drawn in. Coal:—The coal used throughout the tests (except in nineefficiency tests) was furnished by the Superior Coal Companyfrom the Benld Mine in Macoupin County, Illinois, and is rep-resentative of the coal used in the Chicago District. Two car-loads of this coal were used, the proximate analyses beingalmost identical. The noticable features of this coal are the. LOCOMOTIVE APPLIANCES. 640 high ash, sulphur and moisture, which make it a very dirty,clinkering coal, of comparatively low heating value. Thecalorific values of the two carloads were 11,671 and 12,884B. t. u. per pound dry coal, respectively. Efficiency Tests:—^Atter the best arrangement of steam-jettubes, with and without the arch had been determined, aseries of efficiency tests were run at the same speed and cut-off,both with and without the arch to determine the efficiency ofthe boiler and locomotive with the steam-jet tubes as comparedwith the same locomotive without the tubes. These tests wererun for one hour each. The coal used on these tests (except two tests) was fromthe Penn Gas Coal Company, Irwin, Pennsylvania, and had acalorific value per pound of dry coal of 14,520 B. t. u. It was necessary to use this coal in order to keep up thepressure for an hour under the hard working conditions im-posed. Several attempts were made with the Illinois coal, b
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