. American engineer and railroad journal . s highestposition the top of this stack was at the same point as thatreached by the D stack employed in experiments with out-side stacks. The length of the straight portion was constantand equal to 58 ins., the total length including the flaring por-tion at the lower end being 64 ins. In the course of the ex-periments, the position of this stack was changed from thehighest, as shown, to positions 10, 20 and 30 ins. lower, bring-ing its upper end to a position agreeing with the top of theoutside stacks C, B and A. respectively. It should be noted thatt


. American engineer and railroad journal . s highestposition the top of this stack was at the same point as thatreached by the D stack employed in experiments with out-side stacks. The length of the straight portion was constantand equal to 58 ins., the total length including the flaring por-tion at the lower end being 64 ins. In the course of the ex-periments, the position of this stack was changed from thehighest, as shown, to positions 10, 20 and 30 ins. lower, bring-ing its upper end to a position agreeing with the top of theoutside stacks C, B and A. respectively. It should be noted thatthroughout the experiments, the total length of the stack tub*remained unchanged, and also, that no change was made in theflaring portion at the bottom. The use of an inside stack pre-supposes a low nozzle, andfor this reason, three heights of nozzle only were experimentedupon, namely. No. 3 nozzle, the tip of which is on the centerof the boiler; No. 2 nozzle, the tip of which is 5 ins. lower; and 328 AMERICAN ENGINEER AND RAILROAD JOURNAL. the exhaust nozzle and the base of tie stack when the latter isin its highest (D) position, is the same as that betwee-n thelowest exhaust nozzle and the base of the stack when thelatter was in its position (C). It appears, however, that not-withstanding this agreement between the relative position oftip and base of stack, draft values are higher for the highertip tFig. 110). Again, with this tip and the third position ofthe stack (B) we have the same relative position of tip andstack as existed between the lowest nozzle and the lowest posi-tion of stack (A), so that, if much depends upon the relativeposition of stack and tip B, results in Fig. 110 should agreewith the A results in Fig. 108, and as a matter of fact, thereis a rather close agreement in these results. Finally, it is ofinterest to note that with the highest tip and the lowest stack,when the tip is well into the body of the stack (position A,Fig. 107), draft values are less satis


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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering