. American engineer and railroad journal . Fimf of Tuota Fig. 10. tive, the superheater locomotive has evidently shown itself tobe rather more economical than the compound with the amountof superheat obtained, on the Schmidt and Schenectady B design, and from the good results obtained from the C. P. there is every reason to believe that still furthereconomies will be reached. The results from these engineswere entirely unexpected, as the design was developed froma mechanical standpoint entirely, and they are not by anymeans easy to explain, except that they must be caused bythe steam
. American engineer and railroad journal . Fimf of Tuota Fig. 10. tive, the superheater locomotive has evidently shown itself tobe rather more economical than the compound with the amountof superheat obtained, on the Schmidt and Schenectady B design, and from the good results obtained from the C. P. there is every reason to believe that still furthereconomies will be reached. The results from these engineswere entirely unexpected, as the design was developed froma mechanical standpoint entirely, and they are not by anymeans easy to explain, except that they must be caused bythe steam being heated to a higher temperature than in the. Fig. 11. Schmidt or Schenectady engines. Since this was not dis-covered until December, it has been impossible to carry outproper temperature tests, on both types, but one made on oneof the 740 class engines would indicate a higher superheat ofabout 40 deg. In view of the superheating surface being iden-tical, this can only be explained by the peculiar arrangementof the headers which prevents any abstraction of heat fromthe steam after it has been superheated by the entering steamby the tendency to a more equal flow of the steam throughthe various superheater pipes in passing from one header toanother. In support of the first reason the poor results ob-tained from the Schenectady A type are of interest. With340 square feet of superheating surface against 375 in theSchmidt engine, the superheat was only about 20 deg., asagainst 100 deg. This would show that any reduction in thetemperature of the superheated steam by transferring its heatto the entering saturated steam is not as might b
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
