. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . here exist conditionswhich make it desirable to change thewater oftener than it is necessary towash out mud or scale. A list of theseroads include those which use water hav-ing alkaline or other soluble compoundsthat are not precipitated in the form ofscale in the boilers. Other roads usewaters which make a small quantity ofscale that does not adhere to the metal,and lastly, the rapidly increasing numberthat have awakened to the importanceand the economy of purifng water, byremoving all scale
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . here exist conditionswhich make it desirable to change thewater oftener than it is necessary towash out mud or scale. A list of theseroads include those which use water hav-ing alkaline or other soluble compoundsthat are not precipitated in the form ofscale in the boilers. Other roads usewaters which make a small quantity ofscale that does not adhere to the metal,and lastly, the rapidly increasing numberthat have awakened to the importanceand the economy of purifng water, byremoving all scale-forminar solids, and Sro RAILWAY AND LOCOMOTIVE ENGINEERING November, 1904. mud in suspension, before the water isdelivered to the locomotive boilers. In all these cases there is a concen-tration in the boiler of the soluble com-pounds as evaporation continues, whichresults iij foaming or priming. Thenecessity for changing the water variesin time, depending on the condition ofthe waters used and the amount evapo-rated. The condition of the water onthe P. & L. E. is such that it is necessary. Fig. 1. WATER CHANGING APPARATUSCONNECTED TO LOCOMOTIVE BOILER. to remove the plugs lor washing onlyonce in from 20 to 45 days; but duringthis time the water is changed on anaverage of about once every five days. The benefits resulting from the use oftreated water, in comparison with theconditions existing when raw locomotivefeed water was used as pumped from therivers, are clearly shown by a few factstaken from the records of this results in August, 1902, withthose of August, 1904, raw water havingBeen used during the former, and treatedwater during the later period, we findthat the number of trains given up onthe road on account of leaking boilersduring August, 1902, was twenty-seven,while the number given up for the samecause in August, 1904, was two. Thenumber of trains setting out cars, onaccount of boilers leaking, during Au-gust, 1902, was thirteen, while for Au-g
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