. American engineer and railroad journal . tionthere given was taken from a German paper, and gives some-what different temperatures in the different sections of theheater. It also states that the saving in coal is over 20 per cent,In discussing this re-heater, the author of the paper suggestedthat the third section of the heater, where, according to thefigures there given, the water is raised from 180 degs. to 230degs. should have trays instead of pipes, upon which all sedi-ment and other matter could be deposited and thus the heatercould be made to act as a feed water purifier. It would
. American engineer and railroad journal . tionthere given was taken from a German paper, and gives some-what different temperatures in the different sections of theheater. It also states that the saving in coal is over 20 per cent,In discussing this re-heater, the author of the paper suggestedthat the third section of the heater, where, according to thefigures there given, the water is raised from 180 degs. to 230degs. should have trays instead of pipes, upon which all sedi-ment and other matter could be deposited and thus the heatercould be made to act as a feed water purifier. It would be neces-sary in that case to reduce the velocity of flow considerablythrough this heater in order to give the precipitate a chance tosettle upon the trays. These trays could be arranged for easyremoval and cleaning. Block Signals on Union Pacific Railroad.—This road hasin operation 496 miles of single and 244 miles of double trackequipped with electric automatic block signals. November, 1907. AMERICAN ENGINEER AND RAILROAD JOURNAL. 437. EXPERIMENTAL ELECTRIC LOCOMOTIVE, PENNSYLVANIA RAILROAD. ELECTRIC LOCOMOTIVES FOR THE PENNSYLVANIARAILROAD. With a view of determining the type best adapted to pullingits heavy passenger trains through the New York tunnels, thePennsylvania Railroad has in progress a series of experimentsupon electric locomotives on its West Jersey and Seashore Di-vision and the Long Island Railroad. Of the direct current locomotives now undergoing tests, oneis equipped with four 350 horse-power geared motors and theother with four gearless motors. The locomotive with gearlessmotors has one of its trucks equipped with two 320 horse-powermotors supported by springs from the main journals and wholly•independent of the truck frame, while the other truck has two300 horse-power motors rigidly fastened to the truck arrangement will demonstrate the advantages of the twomethods of motor suspension under the same conditions of ser-vice. In exterior appear
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
