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 ' , iPRESIDENT'S ADDRESS. 
 
 Address of HSbbbiit WAixis, President. 1896. 
 
 Mb, President AND Ukntlemen,— 
 
 ■ Ten years ago the Canadian Society of Civil Engineers entered upon 
 its existence. It was then thg^t the germs ^hich had been for a long 
 time dormnnt emerged from their condition of embryo, and took mate- 
 rial Bhape-%8tered and guided oinder the pardblal care of Mr. Thomas 
 C. Kcefer, its first President. , — -^ 
 
 If the success of the original conception was, at any time pspblem- 
 utictil, the prst six months in the congenial atmosphere of a new life 
 removed the doubt, for during that time the infant Society gave such 
 promise of vitality and endurance, as to claim recognition in the brother- 
 hood of those other societies incorporated by tlie Dominion lyegislature, 
 from which body it received' on June 23rd, 1^87, a charter, constitut. 
 ing it " a body politic and corporate under the name of the Canadian 
 Socieiy of Civil Engineers." 
 
 And following upon this comes the recognition of Civil Engineering 
 ks a profession, and the admission of its members by the liCgislaturo of 
 the Province of Manitoba, the firrt of the provinces to act in this direc- 
 tion, to the enjoyment of privileges of close corporationship, such as are 
 accorded the learned professions of Law and'Medicine, a fitting tribute to 
 the inaportance of Engineering and Mechanical Science and to the work 
 .' of the Society during ihe.first decade in its history. 
 
 And it seems to me appropriate, that you should have elected as 
 President for the ensuing year the gentleman who, as it wercj beoume 
 the father of the Society, when he accepted office at-its birth, and when 
 V he agreed to oeoopy the presidential chair during the first period of a 
 possibly struggling infancy. Succeeding generations of engbeers will 
 think of Mr. Eecfer as a Canadian Telford, and his first address will 
 atand as a reference book, in the historical annals of Engineering Science 
 iu this country. 
 
 It may br tru^ said, I think, that wo arc entering upon a year that 
 marks tii| epoeh, perhnpa the most important that hns yet been ohron- 
 
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 Prisident's AddrcKB. 
 
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 And now, gentlcmeD, it is n duty which I bwo to you, as well as 
 it is a privilege and'u pleasure to myHcIf, that I should observe the time- 
 honoured custom of addressing yon upob some subject of interest to' the 
 Society 'ero the close of this nx^ting, and on my retirement from the 
 office of President, to which office a year iigo yon conferred upon me tlx) 
 «;reat honour of election. * 
 
 Presidential addresses have, in the pnst, not infrequently ».«8um<*d ° 
 the character of historical retrospect, and once in a decade at least it 
 seems right they ghoold do w, with the object of reviewing pfeist pro- 
 );ress, of registering steps in vhe mari^h uf iniproTement, of chronicling 
 possibly well known but imperfectly collated facts, nnd of indelibly 
 marking what otherwise might become nierc " footprints ou the sands of 
 timcU' _, ■ ' ." . ;, A 
 
 Thef last address of this nature was read before the Society in 1889, 
 and it in perhaps with a sense of relief, baaed upon the knowledge of my 
 own shortcomings, nnd the belief that othaTs are better uble to under- 
 take such a review, that I feel permitted to abstain from inflicting upon 
 yon that which under the circumstances might prove uninteresting and 
 wearisome. 
 
 There are many subjects commonplace in themselvbs, whose very 
 commoi\placenek<i makes them interesting. Goal, for example, entering 
 as it docs so largely into our domestic economy, is a subject upon which 
 few people are not willing, in some way, to express an opinion, and about 
 this season of the year, when the mercury in our thermometers is rang- 
 ing in the neighboarhbod of zero, it becomes a ijiattcrof deep interest tb 
 most of us, whether that supply which was so Carefully cellared daring „ 
 the summer is going to outlive our necessities, before inexorable laws 
 require that it shall be again replenished, 9.,- . 
 
 ^ It has occurred to me, that you might not be unwilling, in lieu of a 
 general retrospect, to hear something about fuel in its various forms, 
 of which coal is one, and especially in its relation to locomotive steam 
 practice in Canada, where, owing to the extremes of atmospheric tem- 
 perature and to climatic disturbance, the conditions under which it is 
 used are perhaps dissimilar to those existing in most oUier countries. 
 
 Assuming, then, that this should be the case, I shall nave to ask yon 
 to go with me while I retrace my steps, in reviewing the practice and . 
 past operations of the Grand Trnnk.Bnilway,that great Canadian artery, 
 with which, as is known to many of you, I have been ii^entified for a 
 quarter of a century, and from which I have collected suich data as I 
 propose to bring before you to-day. 1 , 
 
 ■i, 
 
 « 
 
 • 
 
President a Address , 
 
 'V- 
 
 /!: 
 
 I do nqt'iolaim that my oonolasions havo been reached as the invari- 
 able resajt of ezhaostiTe experiment, or that my figures are'',bcy^id^ 
 oriticism. , They^Jiire suggested rather as a contribation to praotioal 
 litentore upon a Object which hns occupied in the, past, and which will 
 unavoidably continue to occupy, the minds of those engaged in solving 
 the great problems urisi'ii^ from the frequent calls for cheaper and more 
 rapid trnnsportntidn, in -connection ^with which this qutistio^ of fuel 
 through the energy derivable therefrom stands outas the prominent 
 feature. • .' 
 
 The fict that the coal bill alone in the accounts oPour great Railways 
 abeorbs some 14 per cent, of the total expenditure is sufficient to consti- 
 tute it, as. it literally is, a burning question. . 
 
 fears ago, when fire-boxes were .mnde of copper and tubes of brass^ 
 when their repairs caused no anxiety in the minds of those engaged in 
 their daily work of operating railways, and when their renewals did not 
 constitute An important feature in the general expenditure, the forests 
 of Canada supplied- the staple fuel for locomotive consumption. 
 
 It is true that trains had to he stopped every forty miles or so, to 
 have the tender loaded with afresh supply, an operation which occupied 
 ten or fifteen minutes ; but these were halcyon days, when time was not 
 so valnnble, beouuse competition wus not so keen as it is to-duy, and no 
 inconvenience apparently resulted from the not inirequciit; arrival of 
 passenger trains long after their schedule tijme. 
 
 It was only when the possibility of sharing in the didtributioh of the 
 great' produce of the West suggested an assimilation of tho gauge 
 the Grand Trunk with that of the American lines, that it was seen ho 
 totally inadequate was cord wood ^ meet the requirements of a first 
 class railway service. 
 
 Even then the substitution of coal pad to be very gradually effected, 
 on account of the expense ottending the conversion of the locomotives. 
 A wood-burning engine was hors de combat aftet a very short tussle 
 with coal, and the renewals d^ fire-boxes and tubes were of such a costly 
 nature, as to suggei>t oftener' than not, the substitution of an entirely 
 new engine and tho relegation of the old one to tiie " %rap" heap. 
 
 It is not therefore to be wondered at that cord wbod outlived tor 
 many years the introduction and even the extensive use of coal, parti- 
 cularly upon branch lines, frotn the neighbourhood of which it could 
 for many subsequent years be obtained cheaply, and also in other dis- 
 tricts where oo&petition was the least active, to the extetit necessary 
 to wear out those locomotiyes, which, while being still eqtul to servioe, 
 were not worth the expense of conversion. 
 
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 4 V PreMdenffs Addreaa. 
 
 . Fuel wood was parohssed by the measure, in cordg of 128 cubic 
 feet, and was delivered under varioaa contracts upon the railway 
 " right of way " at tbe nearest points to the sources, of supply. The 
 'piles were measured and removed by specially appointed and equipped 
 trains to the wood sheds upon the line of railwa^, where the process of 
 drying waf supposed to be undci^nc. ' -.' 
 
 For a variety of reosons, howiaver, this process was rarely completed, 
 and, as may be imagined, the fuel differed very widely in its calorific 
 value. The system of acceptance by measurement took no account of 
 the density of fibre or of the amount of moisture it contained, and 
 although hard and seasoned wood commanded a higher price than the 
 soft or greener article, there was no practical means of establishing 
 an accurate or reasonably accurate standard of vi|lu6< as a check upok 
 extravagance on the part of users. i 
 
 For general statistical purposes, 3,712 lbs. was held to be the average 
 -weight of one cord of mixed and seasoned wood, and probably the 
 figure was sufficiently reliable. In the y^ttr .1878 careful tests were 
 made to determine the values relatively of the hard and soft woods 
 which were delivered on the Une of the -Grand Trunk Railway in East^ 
 «ro Canada. The former oompirised chiefly hard maple and birch, and the 
 latter covered those non-deciduous trees of which pine, spruce and ' 
 hemlock are represen&tive. The weight per cord of seasoned wood 
 was about 4,000 lbs. for hard, and 2,700 lbs. for soft. The result of 
 the tests showed that one cord of the hard Wood was fully equ^l in 
 calorific value to' one and a half cords of soft. 
 
 So far back as the year 1868, the Qrand Trunk Company, with the 
 objea»t of checking the advancing price of cord wood, .introduced peat 
 as a competitor. This peat was out from the bogs at Lapigepnnidro and 
 at St Hubert, in this province, and after being partially cured and 
 otherwise prepared was hauled as in the case of wood to the wuy sta- 
 tion delivery sheds. 
 
 The difficulties in its use, anticipated at the outset, were such as 
 applied 'to cord wood. The cru'de ,peat was not uniforpi in quality, it 
 was liable to imperfect manufacture and'to abs6r)> an undue ajUQUnt 
 of moisture. It was^ moreover, very unpopular, owing to the pain its 
 use inflicted upon the eyes of the flremen, and its death knell was rung 
 •bout the year 1875. 
 
 The last year's record, based upon issues of about 80,000 cords of 
 mixed wood at 3,712 lbs. per cord, and of 8,000 tons of peat at 2,000 
 lbs. per ton, i^faowed a' consumption per engine mile of 96 lbs. of the 
 
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 Pfeeidenfa Address. r 6 
 
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 fobner, and ^l^ lbs. of the latter, the actual cost of peat per car iu'di 
 
 being about. 5j&' per Ipcnt. more than that of wood.- 
 
 These figiiies were^ .{lOKr^jyee^ the result of the daily working of the , 
 railway, .iij^ the conditions were not perhaps in all respects the sapie. 
 
 In 1876, 1 made very^'cureful' experiments to determine the relative 
 values of the two fuels, upon rcprcs^atntions having been. made that a 
 fuperfor;quality of compretted peat was jn the market, which would 
 eclipsc.anything that had been previously introduced, both ns to its 
 calorific value and ita price. 
 
 The 6ostof the wood was$3.33 per cord of 4,031 lbs. delivered upon the. 
 tender, and that of th^ peat $1,711 per ton of 2.,240 lbs. similarly deliv- 
 ered, iind the evaporative efficiency proved to be 3.09 lbs. and 2.33 Ibst ' 
 rt;8pecti|;(^ of wiiter pet( lb. of fuel, while the quantity used per ton of 
 train hauled onie mile, excluding the engii^ and tender, was .263 lb. in 
 the case of wood, and .362 lb. in that of peat, or an excess as against 
 the latter of Over 37 per cet^i^. * .' '^ 
 
 ^ It was during the autumn of 1873, when, after the gauge of the 
 railway had been changed from Mootreal westward, to conform to that 
 of American lines, that the Grand TrunkT Company contracted largely 
 for bituminous coal. : 
 
 During that year upwards of 150 'engines, constructcd^for the pur- 
 pose, replaced other» of the wood-burning type, vhich #ere subse- 
 quently rebuilt or otherwise disposed bf,^^and the number of coal-burn- 
 ing engines was largely augmented the following year, on the comple- 
 tion of the change which made the Grand Trunk a 4 ' 8^" or standard 
 gauge railway throughout its entire length.' 
 
 As a result, the inflnx of Amerioimtraffio from the Western States 
 to the seaboard, coupled with the MM p a sed capacity and fitness of the 
 new engines, so greatly increased the liileage and added to the weight of 
 the trains, that the superiority of coal and the insufficiency of cord 
 wood as a steam generator could not be ignored, and the absolute 
 retirement of the latter became merely a question of time.. 
 
 During experiments made in 1876, a locomotive hauling a freight 
 train of 34p tons consumed .263 lb. of hard dry maple, weighing 
 something over 4,000 ' lbs. per cord, per ul»it, of work (one ton one 
 mile), as agiiost .105 lb. of good Welsh steam coal, and the efficiency of 
 the boiler under similar conditions was 3.09, lbs. i^nd 7.94 lbs. of water 
 evaporated per\lb. of fuel respectively. 
 
 Similar exp^inients made at the same time with stationary boilers 
 of looomoCive type produced similar results, so that it may be broadly 
 
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 6 ' ,^. president's Address^ 
 
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 Utntcd ihftt one pound of good steam oonl effectually burned will in 
 
 practice yield an equal rcsi^ltrwith'lwo and one-bair,^und8 of hard dry 
 
 maple,'or tha^a ton qf coar^ equal to aoorda&d a quarter ofseusoned « 
 
 )iord,^ood'by measuxe. \ 
 
 The bc8t^ of soft woods dici npt yield by nieasuro more than one half 
 
 the duty of coul, one ton or 2,000 lbs. by weight producing equal rei^ 
 
 suits with two coVd{). V 
 
 Meantime the gradual cfetrihg of the country contiguous to (lie . - 
 railways was making cord wood difficult^ to obtain^ while wwapctition 
 ond improved facilities in transportation Wtere cheapening *thc price of- ^ 
 coal. While therefore the it^sue of coal during the year 1871 amounted 
 in all but to 200 tons, it had risen in 1875 to 140,000 tons, and in**^ 
 1895 the quantity used exceeded 700,000 tons, an|l from the yeh>-}884 
 cord" wood 'ceased to be a80d» except for lighting JSres or to a limtted 
 extent for stationary purposed li ' ' * ' 
 
 In the early history of thcuso of coal upOiJ th'e Grand Trunk Rail- 
 way, the supply was, for* tli^'most part, obu|tie^by water delivery, ^ 
 cither at Montreal froib Cape Breton and Nov| S^jtia, with ficdasionaL 
 cargoes from Groat Britain, 'br at Toronto, Bcrlevillo or Brockville, by 
 ^ay of the l^kcs from the coal fields of Ohio and Pennsylvania. 
 
 Thus a large stock tad to be provided during the season of naviga^ 
 tion to meet winter requirements, which,' by exposure to the atmo- 
 sphere (for the quantity was too large to admit of it being piled under 
 cover), lost much of its calorific value by decomposition and the gradual 
 volatilization of the hydrocarbons. This loss^wos accentuated, in coals' ? 
 
 which contained sulphur, in a more than ordinary degree, to the ex- 
 .tent that active combustion riot infrcquently^ollowed upon or resulted 
 from the heat generated on account oPits presence. •< — 
 
 , Tli6 lees by breakage in lending and unloading the vessels, as well as 
 the loss of interest on invested capital, furnished additiAoal reasonq for 
 " inducing the opening of all rail routed, and for making recent contracts " 
 
 on the basis of continuous daily delivery, ' 
 
 Goal f^om some seanis, owing to a solfland friable' nature, is specially 
 liable to damage in the process 9f mining and subsequent handling, and. • 
 quantities varying from 75 to 25 per cent., according to fiio nature of 
 the coal, passthrough the screens, m the form of dust and slack, which, 
 if used in the fire-boxes, would esoape through the tubes in i^oondition 
 wholly or partially unoonsumed, thi^s helfiing to swell the volume of 
 smoke, which imperfect combustion the re8ult>of A>Eced fires too often 
 Itrodu^cs. „ 4 
 
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 President'a Addrese. ' 7 
 
 ^ It has often become a qucstioii as to whether it js not desirable ta 
 fbi«g(^ the expense of screening, and to be satisfied witliwhat is known 
 as the '"rtin^of mines " supply. ^ " . 
 
 The reaiirtt of c:i^peMiiicnt» made in I'SST with^coal from three widely ■ 
 separated mines indicated a higher evaporative efficiency in favour of 
 screened co il by as much as 7^ per cent. In these triuls one oaf load 
 from each mine was used as delivered iinJcr a " run of mipe " con- 
 tract, us agaifist othbr cars from wl)ich the coal was handpicked. ^ • 
 
 Th!^ooiiip:>»iitivo freedom from pmoko anddust seems to point toHhe 
 
 desirability of screened coal for passenger train service, and in-eountrics 
 
 like Canada^^lio^d^importations ate iar<<:'e,ahd; where the import duty 
 
 is alike for scieened and un^reened coal, it is a question if the bal- 
 
 .ance of advantage is not in favour of the former. '^ 
 
 ^Pennsylvania anthracite, or what is usually known as hard coal, 
 has'not ibund favour in Canada as a locomotive coal, owing to its re- 
 latively higher first £Qst. - . -. 
 
 For p:issenger train service, it cannot be excelled, on account of its 
 ireedom from smoke and dirt, but it requires from 12 to 15 per cent, 
 more by weight to equal the du^ obtained from bituminous coal, and 
 the greater wear and tear consequent upon its use shortens fire-box life 
 from one to two fifths. , , • v 
 
 A very careful record made und«r the supervision of Mr, T. N. Ely, 
 chief ^finotivtf power of the Penns^va,Qia Railroad Company^ showed 
 that dnring^ne month, the amount—by weight of antlbracite coal re- 
 quired to work the locaUi^rflil leaving Broad street station, Philadelphia, 
 exceeded by 11 per ctSnt that,of bituminous coil required to Mrform 
 the same work. , ' r <^ 
 
 On the Beading Railroad, WTiere the Use 4^1' the Wootfin boilers per- 
 mits of a very large fire grate area, theevapoVative efficiency of soft coal 
 was superior by 15 per cent. ■ ^^ 
 
 Patent fuel, a combination of coal dust and (nr manufocturetf' under 
 pressure into " briquettes," whil6 giving good evaporative^ results, has 
 not, owing to the cost of production, been equal to successful coiQpatitiou 
 with coal. . ' . 
 
 Petroleum by-products have beeb tried, and are successfully used in 
 Russia. In Canada, the uncertainty as to cost, owing to limitsd area 
 and extent oFjtroduotipn, and thejdnavoidable risk which wofKld attend 
 operations op a scale of suffioicnl magnitude, oooatitute objeofions 
 which are not likely to be oorercome, so long as coal can be obtained at 
 or about pf^sent prices."' ' ' . 
 
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 #tv 
 
 ?^««?< 
 
! /• 
 
 ??l'.f*;J?ftf ,. 
 
 \ 
 
 ■r'fei 
 
 
 8 
 
 President's, Address. 
 
 ■\- 
 
 
 .#•. ■ 
 
 * ()n the Great Eastern Railway of England satisfac^ry results are 
 repotted from the rcsidaal product of tlie i^niinating gas u.scd in 
 passenger cotiches. On that railway the oil and coal arc used together, 
 and the ultimate cost of operating is aboutf tko same as for coal alone ; 
 but a use is thus fou^nd for a refuse coiiiinodity whi'th otherwise would ' 
 be difficult to dispose of. \ . . 
 
 To accomplish a giycn amount of work, petroleum occupies about ouc- 
 half the spac^«f coal, and this fact is po doubt a point towards it favour- 
 -able consideration of its merit. ^ 
 
 I will now call your attention to some of the in^uenccs which affect 
 the consumption of fuel in locomotives. 
 
 Apart from the loss sustained through interruptions and obstructions 
 by snow, tliere is a well defined condition of inverse ratio due to heat 
 radiation from the boiler and cylinders on the one hand, and to the 
 temperature of the feed water on the other, exihting as between titmos- 
 pherio temperature and fuel consumption. < < 
 
 Some interesting information as to relative summer and winter opera- 
 tions extending over a number of years will be found in the following 
 figures : — 
 
 
 
 
 
 
 
 
 
 
 c^ 
 
 
 
 
 
 .Tamuaby. 
 
 V ■ ■- ' 
 
 .February. 
 
 July. 
 
 ' August. 
 
 TKAR. 
 
 h 
 
 11 
 
 emperatore of 
 
 atmosphere, 
 
 lKo;itreal. 
 
 k 
 
 DOW plow miles 
 run per mile of 
 railway. 
 
 
 eitaperature of 
 
 atmosphere, 
 
 Montreal. 
 
 !4 
 
 §1 
 
 low pli>w miles 
 per mile of rail- 
 way. 
 
 ■p 
 
 emperature of 
 
 atmosphere, 
 
 Montreal. 
 
 1 
 
 nnperature of 
 
 atmosphere, 
 
 Montreal. 
 
 .^- 
 
 •^ 
 
 ti 
 
 « 
 
 as 
 
 .69 
 
 H 
 
 09 
 
 00 
 
 ^ 
 
 H 
 
 5 
 
 H 
 
 1882.. 
 
 4.02 
 
 13 
 
 /28- 
 
 3.74 
 
 19 
 
 23 
 
 .99 
 
 2.83 
 
 *8 
 
 2.86 
 
 68 
 
 1883.. 
 
 4.46 
 
 6 
 
 20 
 
 4.71 
 
 5.80 
 
 12- 
 
 17 
 
 iO.78 
 
 3.00 
 
 67 
 
 3 OS 
 
 66 
 
 1884.. 
 
 5.23 
 
 6 
 
 44 
 
 6.68 
 
 4.56 
 
 18 
 
 29 
 
 1.97 
 
 2.95 
 
 6S 
 
 2,95 
 
 70 
 
 1886.. 
 
 4.16 
 
 13 
 
 22 
 
 1.03 
 
 4.95 
 
 4 
 
 44 
 
 5.87 
 
 2.96 
 
 71 
 
 2.91 
 
 64 
 
 1886.. 
 
 4.02 
 
 11 
 
 17 
 
 .H2 
 
 4.06 
 
 11 
 
 10 
 
 2.38 
 
 2.92 
 
 70 
 
 2.96 
 
 68 
 
 1887.. 
 
 4.63 
 
 5 
 
 50 
 
 10.17 
 
 4.50 
 
 12 
 
 ?.4 
 
 6.98 
 
 2.99 
 
 75 
 
 3.12 
 
 66 
 
 1888.. 
 
 4.76 
 
 2 
 
 34 
 
 5.6H 
 
 4.41 
 
 13 
 
 30 
 
 2.16 
 
 [ 3.15 
 
 70 
 
 3.. 32 
 
 65 
 
 1889.. 
 
 4.14 
 
 9 
 
 41 
 
 .60 
 
 4.87 
 
 9 
 
 32 
 
 7,48 
 
 3.21 
 
 69 
 
 3.26 
 
 65 
 
 ■»> 
 
 Thei'e figures are-based upon the total car mileage of the Grand Trunk 
 Railway^'^It is quite true that a possible variation in the rate of train 
 speed or in the weight of the cays^r their contents would interfere with 
 a too dptse Qottiparison ,a8 petwcen ofae year and another. They a?e 
 oeverl^elcsri quit|p rclkbTe as illustrating my remaiks. The figured 
 show that over a series of el^bt consccuti-vi; years, the average weight 
 
 
 i^ , ■ 
 
 ■-^ftrr— i 
 
 -f- 
 
 ,^■11 
 
 
Preaident'iB Address. 
 
 \ 
 
 of ooal required -to carry ttie freight traffic of the Grand Trunk Railway 
 was 50 per dent, mpte per car per mile during the months of January 
 and February, than during those of July and August. 
 
 They also show 'that while January has been the colder month during 
 the time referred to, the rate of coal consumption has been relatively 
 higher- in February, owing no doubt to greater ioterferenoc by snow 
 during that month. If exception should be taken to the use of Mon- 
 treal thermometrio records, I will say that the traffic of the Qrand 
 Trunk Railway is chiefly derived from the West, and that the prevail- 
 ing winds from that quarter seem to regulate the atmospheric tempera- 
 ture in something like an equal ratio throui^hput the section of country 
 to which the statistics apply. ' HhI 
 
 This will be seen from the records in degre^Far.,. also given, for the 
 months of January anil February, '1888 and 188S|, afthe five terminal 
 points: / . • 
 
 TEAR. 
 
 Detroit. 
 
 Buffalo. 
 
 Toronto. 
 
 Montreal. 
 
 Portland. 
 
 
 Jan. 
 
 Feb. 
 
 Jan. 
 
 17* 
 29 
 
 Keb. 
 
 Jan. 
 
 Feb. 
 
 Jan. 
 
 Feb. 
 
 Jan. 
 
 Feb. 
 
 1888.. 
 
 1889 
 
 15 
 
 27 
 
 21 
 16 
 
 21 
 
 18 
 
 15 
 
 28 
 
 22 
 
 18 
 
 2 
 19 
 
 • 13 
 9 
 
 11 
 27 
 
 19 
 17 
 
 The following figures give the coal consumption per car per mile 
 
 for each month during 1895 : — 
 
 1895. 
 
 Jan..... 
 
 Feb 
 
 March. . 
 April. .. 
 May.... 
 June. .. 
 July . . . 
 August . 
 Sept.... 
 October. 
 Nov.. .. 
 Dec 
 
 Tempera- 
 ture of 
 air, Far. 
 
 14.9 
 14.2 
 22.1 
 41.2 
 68.3 
 69.5 
 67.2 
 66.8 
 6&3 
 41.2 
 34.3 
 22.6 
 
 Cars per train. . 
 
 Paaa'r. Freight. 
 
 4.7 
 4.5 
 4.6 
 
 4.8 
 4.8 
 4.9 
 5.2 
 
 4.9 
 
 17.5 
 17.4 
 18.6 
 19 1 
 19.3 
 18.7 
 18.2' 
 18.0 
 18.8 
 19.0 
 19.5 
 19.0 
 
 Speed of trains in 
 mUei per hour. 
 
 Paaa'r.' Freight. 
 
 ii.i 
 
 19.3 
 21.5 
 22.0 
 22.2 
 21.9 
 21.7 
 21.6 
 21.8 
 22.7 
 22.9 
 22.6 
 
 11.9 
 10.6 
 12.2 
 12.8 
 12.9 
 \ 12.9 
 12.8 
 12.7 
 12.8 
 12.5 
 12.2 
 11.8 
 
 Coal oonanmed in 
 lbs. per oar per mile. 
 
 Pasa'r. Freight. 
 
 13; 19 
 13.85 
 12.25 
 11.18 
 10 61 
 10.31 
 10.20 
 10.14 
 IO4I6 
 1T:<I7 
 11.62 
 12.22 
 
 4.95 
 5.08 
 4.41 
 3.84 
 3.53 
 3.40 
 3.47 
 3.63 
 3 67 
 3.91 
 4.13 
 4.3| 
 
 I have included the results of the passenger as well a»j^f the freight 
 train service, though the latter furnish the better guide, owing to the fact 
 that freight trains are, us- a° rule, worked more closely to the capacity of 
 theengines. . The aveiage rate of speed is also recorded, and the num- 
 ber of oars of which the trains were made up, so that these influences 
 upon the rate of fuel consumption may bo duly appreciated. 
 
 ■;-t\^- 
 
 H 
 
 

 ■\. 
 
 4 
 
 \ 
 
 10 
 
 President's Address. 
 
 
 Unfortunately the weight of the trainsjs not obtainable, though it 
 js likely the variation as between one month and another for a year 
 would not be important. . * _ 
 
 The advantages accruing to railway Companies, whose lines are re- 
 moved from the rigour of our Northoin latitudes, is made by these 
 figures sufficiently apparent. ' 
 
 The influence of gradients and curvature may here be illusfratcd by 
 preference to trials made some years ago on the main lino of ahe Grand 
 Trunk Bailway between Sarnia, a town situated on the river St Clair 
 and Portland, Maine,, the distance being 798 miles. This mileage was 
 divided into nine locomotive divisions, of which the shortest wjid. 58 and 
 the longest 125 miles in length. 
 
 A locomotive having cylinders 17 inches diameter and 24 inches lon» 
 with four couplod driving wheels of 62 inches diameter over the tires 
 made the run over the entire distance, completing the work of one divi- 
 sion each day, with a freight train of a weight corresponding to its 
 capacity. The fuel was of the same quality, and was accurately weighed, 
 and the trials took place at a time of yenr and time of day when the 
 variation of atmospheric conditions was inconsiderable. 
 
 The iiTtention was to compare the cost of working upon the various 
 divisions, and no effort was spared to ensure accuracy in thp result. 
 
 The following tabic gives the particulars : — 
 
 DIVISION 
 
 WEST TO EAST. 
 
 Sarnia & Stratford .. 
 Stratford Ac Toronto 
 Toronto^ Belleville 
 Belleville& Brockville. 
 Brock V 11 le & Montreal. 
 Montreal & Richmond. 
 Bicbm'd & Uland Pond 
 IsUnd Pond <& Oorham 
 Qorham & Portland. . . 
 
 _^^ 
 
 :^ 
 
 80 
 
 88 
 113 
 
 96 
 125 
 
 76} 
 
 71 
 
 58 
 
 91} 
 
 s a 
 — s 
 
 Se 
 
 a C 
 
 67 
 937 
 
 S9 
 6 
 230 
 346 
 796 
 389 
 787 
 
 « - 
 
 "A 
 
 >4 
 
 615 
 
 30 
 100 
 
 565 
 
 989 
 
 5 2 
 
 94 
 276 
 110 
 HOO 
 225 
 
 Cars 
 
 per 
 
 train. 
 
 389 
 787 
 
 Tons 
 
 p«r 
 
 train. 
 
 494 
 494 
 448 
 489 
 617 
 641 
 446 
 663 
 563 
 
 346 
 346 
 315 
 346 
 345 
 344 
 344 
 344 
 344 
 
 Coal in Iba. per mile. 
 
 \ 
 
 ^] 
 
 \'" 
 
 I 
 I 
 
 / 
 
 / 
 
 / 
 
 /«" 
 
 Per Train. 
 
 57, 
 36 
 48. 
 44. 
 45. 
 66. 
 63. 
 41. 
 34. 
 
 34.3!) 
 59.16 
 42.87 
 43.62 
 46.76 
 36.86 
 28.25 
 60.22 
 49.46 
 
 Per Ton. • 
 
 a 
 
 .1169 
 .0733 
 .1076 
 .0904 
 .0751 
 .1106 
 .1131 
 .0738 
 .0616 
 
 I 
 
 ,0993 
 ,1708 
 ,1352 
 1262 
 ,1060 
 ,1160 
 ,0822 
 ,1461 
 ,1626 
 
 ■^ 
 
 5SP 
 
 .1081 
 .1221 
 .1214 
 .1083 
 .0900 
 .1133 
 .1126 
 .1099 
 .1071 
 
 / 
 
 The oars were loaded going eastward and empty westward, in conson- 
 ance with the general direction of traffic. It will be noticed that tho 
 consumption of fuel per ton per mile is fairly proportional to the lift in 
 
 

 ' "iST'?*' '^i'"^»^^^^,i' ' 
 
 \ 
 
 1 
 
 I 
 
 " V 
 
 / 
 
 
 )81 
 !21 
 !14 
 183 
 100 
 .33 
 [26 
 )99 
 ITl 
 
 y ► 
 
 President's Address. 
 
 11 > 
 
 feeti In oases where this rule docs not obtiiio, excesjsive curvaturcj the 
 assistance of a pil<|t engine, or a longer run betwee4 stations^ reducing 
 the percentage of coal used in firing up, mny be said to account for the 
 difference. 
 
 The variation in the rate of consumption is from! «o 2.3 in connec- 
 tion with eastbound, and 1 to 1-85 with west bound | trains. 
 
 In August, 1882, arrangements were made under which the Grand 
 Trunk and Great Wcf-tern Bailways were cemenlbcd into one system 
 ' under Grand Tiunk management. 
 
 Each. Company owned a line ft-om the West to the Niagara frontier, 
 and also to Toronto. * ^ ' 
 
 Owing to representations made by myself, it was decided to. make use 
 ,x.of the Great Western line, which with its Ipwer gradients runs nearer to 
 the level of the lakes, for eastbound " through " freight traflBc, and to 
 convey the westbound business, consisting largely of empty or return 
 «ars, by way of the maih line of the Grand Trunk, which rises, in the 
 neighbourhood of Stratford, to an elevation of 1000 feet. 
 
 /Thus the partial effect of a double line of railway was secured, and 
 the easiest gradients were made use of for tlie lieaviest trains. 
 
 The new, or what hais been since called " circular " system went into 
 operation September, 1883, and the first three njonths gave the follow- 
 ing results : — i 
 
 fr' ^-~— 
 
 Coal tons 1 
 
 Train miles 
 
 Car " 
 
 Cars per train .... 
 
 Coal, lbs., per train mile. 
 
 Octolier let to December 31«t. 
 
 Western Division. 
 
 1883. 
 
 1882. 
 
 18,365 
 
 50a,821 
 
 10,432,390 
 
 20.6 
 
 72.61 
 
 3.52 
 
 20,669 
 
 550,170 
 
 10,315,88i 
 
 18.7 
 
 76.14 
 
 4.01 
 
 Central Division. 
 
 1883, 
 
 33,878 
 
 794,608 
 
 19,466,668 
 
 24.5 
 
 85.27 
 
 3.48 
 
 1882. 
 
 32,484 
 827,037 
 19,747,683 
 23.9 
 78.56 
 3.29 
 
 The two divisions, vis., the Western and Central!' met at Toronto, 
 and the figures show how the former working undor the " oiroalar " 
 system compared with itself when under the old system, and with the 
 'ijentral division upon which the system remained the same. 
 
 ■'n 
 
 i I. 
 
 4-- 
 
 - ? 
 
 ' '>,i 
 
 
 ■I. 
 
 lit 
 
 /.; 
 
' "/T "^ ' 
 
 i,t<,v»f4 
 
 
 ,r 
 
 /'- 
 
 L 
 
 12 
 
 Prmdent'a Address. 
 
 ■ t ■. 
 
 v t 
 
 
 ( f 
 
 ! ■*? 
 
 r 
 
 "^ 
 
 It will be seen tht^t while the ooal reqajremeots per oar per mile in- 
 creased on the Central division, due to Tarions causes applicable to 
 both, by six per cent, they decreased on the Western division by twelve 
 per cent., thus effecting a saving of over 2,600 tons, an^ a very much 
 lai^er saving, if it is, as it reasonably may be, a^med that thp tlien 
 prevailing conditions would have'Warranted the mto of increase which 
 obtained upon the Central divii^ion. * 
 
 It is an interesting fact tlint while the empty engine mileage west- 
 ward advanced by 37 per cent, on tl>e Central, the advance was 
 18 per cent, (n the Western division, showing' the advantage of a better 
 , balancing of traffic under the " circular " system. 
 
 The desirability of low grade railways is of course understood, but 
 a greater regard for the cost of operation, especially in the matter ot 
 fuel, would often prevent the construction of lines of railway which are 
 destined from their inception to be unprofitable ventures. 
 
 It may be safely asserted that the great' increase which has taWn 
 place within comparatively recent years, in the haulage power of loco- 
 motives, has redu(!ed the rate of coal consumption per unit of work 
 (one ton one mile). 
 
 The train mile, that most unreliable standard of work measurement, 
 has in the past unquestionably been tho means of encouraging the use 
 •of small engmes, and thus of interfering with economical operation. 
 
 It may, however, be doubted whether improved service in the form 
 of more roomy coaches, frequent trains and more rapid traniqport in- 
 duced by keener competition has not more than absorbed the savin<^ 
 which might otherwise have been effected. 
 
 The old 40 feet coaoh has expanded into the 55 feet oaf of to-day, 
 with its wash and smoking rooms and other conveniences not thought 
 of 25 years ago, so that its weight hu been added to, without material 
 or proportionate increase of carrying oapacity. 
 
 The calls upon the looomotive boiler for steam to warm the oa^s, to 
 apply the brakes, to ring tho bell and to 8u;i\al the train could only bo*, 
 effeotuftlly responded to by a more frequent resort to tho coal bin, and * 
 these calls must of necessity bo intensified with an increase in the rate 
 of train speed. 
 
 To reduoe the drain upon the boiler, theooQiponnd engine has with- 
 out doubt been effective, and the use of steam pressure as high as 200 
 lbs. per square inch, a natural outcome of the compound principle fur 
 single expansion engines, has been productive of ecobomy. Additionol 
 attempts have been made, with more or less success, to utilise exhaust 
 
 " ■ ' ^^ ^' 
 
 ■•■■ ■ ■> '. • ■,.■ . '■ •■■ •■ •" .>4»»^' ■ . ■ ■ 
 
 <.f. 
 
 -^ 
 
 'V 
 
 ^' 
 

 ^^. 
 
 ;|o-... 
 
 -^ 
 
 'A- 
 
 Preeidenfa AadHsa. 
 
 13^ 
 
 steam to raise thc^ temperature of the feed water, more attentioq has 
 been paid to the boiler clothing and to the graduation of the value 
 " cut off," and slower and more perfect, combustion has resulted from 
 the abandonment of double exhaust nozzles and from the use of the ex^ 
 tended smoke-box and improved arrangement of the netting and dia- 
 phrogm plates forming. tJiat necessary evil, the spark arrcstier. , 
 
 Ifaterial bene6t has been derived from the duplication of main lines 
 in crowded thoroughfares from the correction t>f grades and from the 
 greater stability and more-perfect alignment of the permanent way. 
 
 More care has also been exercised in design, and .specially in re<!aFd 
 to the better relative proportions as between tractive force and adhesion, 
 the engines of years ago being very deficient in weight for the capacity 
 of their cylinders. \ . 
 
 An interesting comparison may he made as between the years 1875 
 and 1895, if applied to the Cedtral diyision of the Grand Trunk Rail- 
 way for the last six months of enoh year>^ , 
 
 Daring both periods the fuel consisted V soft coal, but during 1875 
 the loeomotives were practically all of one type, having cylinders 17 " 
 z 24 " and working with from 135 to 140 lbs. boijcr pressure. In 
 1895 the passenger engines had 18 " x 24 " cylinders, the steam pres- 
 sure was from 160 to 180 lbs. per square inch, and the freight engines 
 working at the same steam pressure jiad 18 " x 26 " cylinderi>. The 
 Central division covered 333 miles of railway between Montreal and 
 Toronto, and the train mileage over it exceeded two millions during the 
 six months. 
 
 The figures are here given :— '' 
 
 * ' 
 
 Paaaenger trains. 
 
 Freight and mixed trains. 
 
 SIX MONTHS 
 
 can 
 
 p«r 
 
 train. 
 
 Lb«. of obal per 
 
 cars 
 
 per 
 
 train. - 
 
 Lbs. of coal per 
 
 Tonuase 
 per tl'aln •. 
 
 KMDBD 
 
 car 
 . mile. 
 
 train 
 mile. 
 
 ton 
 mile. 
 
 car 
 mile. 
 
 train 
 mile. 
 
 excluding 
 
 engine and 
 
 tender. 
 
 Deo. Slst, 1875. 
 do 1895 
 
 7.4 
 5.9 
 
 6.39 
 10.57 
 
 47.57 
 62.13 
 
 21.9 
 26.1 
 
 .18 
 .16 
 
 2.83 
 3.37 
 
 61.87 
 84.62 
 
 340 
 ■ 5" 
 
 Turning to the working time tables for this division, I find the sche- 
 dule rate of speed in the earlier period to have averaged 24 miles per 
 hour for passenger trains, while the average during the latter period' 
 Was 30 miles per hour, being an advance of 25 p<>r oent. The passen* 
 ger trains though composed of fkwer cars did not, though this cannot 
 be actually demonstrated, show a material decrease of weight. As a 
 
 r 
 
 f 
 
 »■ 
 
 ,1 
 
 ^' 
 
 ^' 
 
-7^ *-r^( 
 
 f-. 
 
 ■t- 
 
 14 
 
 President's Address 
 
 \lc 
 
 miittcr of fact, the larger engines were n( eded to meet the reqiiircmeits 
 of faster service, and to secure the con foi:t8 and safe-guards wliidi 
 dining the intervening period railway companies were called upon 
 to provide, . ^ 
 
 As regards freijiht trains, the averags weight has been estimated, 
 on the basis of 10 tons in 1875 t nd 12 tons in j 1895 per 
 empty car, which together with the actual weight of the contents, and 
 exclusivc-of tho engine and tender, uiak) up the train tonnage, which, 
 it will be noted, has inci'ea<ed in the later period by 50 per cent., a cir- 
 cumstance to which must be attributed tlie improvement recorded in 
 ■the rate of fuel consumption per ton per mile. 
 
 Freight trains were not schcdaled ir the time tables duritlg the 
 years under consideration, and the aver ige rate of speed .cannot there- 
 fore«i)e drawn from that sourcelTjut daiini? from the year 1886,\ very 
 accurate records of averages were kept, jud these show that the r^te of 
 speed in 1895 (ytceeded that of 188<} by elcn^en per cent. 
 
 It is a ft^ however, that the caHs upon 'freight engines for what 
 
 -may be called extra work have not been so numerous or exacting as 
 
 upon those engaged in working passenger trains, and it is also true 
 
 that4he forjtoer have benefited to a gr sater extent by the reduction 
 
 delays orltrain detentions, consequent upon the establishment upon 
 this Central division of a practically dou' )le track railway. 
 
 " The greater the tonnage per train the greater the gain " ought to 
 be a good maxim to~ adopt in dealing nth freight traffic, especially 
 with the traflSo of those railways which are called in the United States 
 and Canada the " Trunk lines," and of] which tha.i^and Trunk is an 
 example. 
 
 - Such a maxim suggests easy gradients and curves, allied with a road- 
 bed and structures of sufficient stabilil f for rolling stock of the maxi- 
 mum carrying capacity, and the observance of such a muxitn would 
 jield a profitable rcturn^t of all proportion to the necessary increase 
 in dead weight of train, while a reducton would follow in the rate of 
 those operating expenses of which the cost of rolling stock main ten- 
 anoc partially and wages almost wholly may be considered as propor- 
 tional to the number of trains rather tht n to the tonnage per train. 
 
 <Thc consideration of my subject from this standpoint suggests a 
 reference 'Ur the compound principle as ipplied to locomotive engines. 
 
 In the autumn of 1895 the Grand /Trunk Company completed, in 
 their work-shops at Montreal, the ooasttiiolion of two locomotives, of 
 which the first, being Noj.567, had a pair of cylinders 18 inches diame- 
 
 \ 
 
 /• 
 
 ^•*' 
 
 ■'#, 
 

 ' ^W^p^P*^!-^*^ 
 
 ;•■■ J 
 
 / 
 
 
 T'^'% V ■ 
 
 lent^fl Address. 
 
 15 
 
 ie'r, Ji^ith a piston stroke of 26 inches, its weip;ht in .working order be* 
 ing 100,212 lbs. and which wtis worked single expansion at a boiler 
 pressure of 190 lbs. per square inch; and the other No. 326 being of 
 the compound type, havinj^a high pressure cylinder of id inches and a 
 > low pressure of 29 inches diameter, with a piston stroke also of 26 
 inches, and"carryirig a stcnm pressure of 190 lbs. per square inch. This 
 engine weighed 118,412 lb4. Botli engines had three pairs of coupled 
 driving wheels of 62 inches diameter outsidethc tires, and virtually were 
 of the sumo design. ) 
 
 These engines w^re placsd on that section of the Central division 
 which extends from. Montreal to Brockville, 126 miles in length, iind 
 for a number of trips the results were accurately kept in order to de- 
 termine the relative fuel consumption. 
 
 A distinction has been m:ide in the tabl^ of figures which is sub- 
 mitted, as betwacn the west and east boual trips, because the trains 
 composing, the former consisted of _ mixed empty and lo!ided~«ai^,_ 
 whereas the east-bound eafs'wei'e all loaded, also because the gradients 
 arcjn^favour of east-bound tr.-iins. , " 
 
 The coal used on the trips from Brockville was from the Punx»ut- 
 awny mines, Pennsylvania, and at Montreal it was silpplied by the' 
 Dominion Coal Company from their Gowrie mine, Gape Breton. 
 
 Great care was taken to prevent loss cf water br steam at the safety 
 valves, from the injectors; or by' priming, so as to ensure as far as was 
 possible accurate comparative results. ^ 
 
 The ti'ials were made during the months o/Scptembcr and October 
 
 P 
 
 ■^- 
 
 ^ 
 
 Sin 
 
 gle Expansion. 
 
 Compound. 
 
 
 394 
 
 . 6GT 
 
 3i6 
 
 / 
 
 
 Ea«t. 
 
 East. 
 
 West. 
 
 East. 
 
 West, 
 
 4 
 
 Train milen 
 
 2,000 
 
 C30 
 
 604 
 
 766 
 
 630 
 
 Car «■ 
 
 64,000 
 
 33,616 
 
 21,04? 
 
 38,556 
 
 26,149 
 
 Ton « 
 
 1,186,289 
 
 876,649 
 
 418,792 
 
 1,007,914 
 
 666,787 
 
 Cars per train 
 
 27 
 
 62.2 
 
 41.76 
 
 61 
 
 41.6 
 
 Tons « « ex en- 
 
 
 
 
 
 
 gine and tender.. 
 
 693 
 
 13t4.7 
 
 830.9 ' 
 
 1333.-4 
 
 883.8 
 
 Weight of loaded 
 
 
 
 
 
 
 car, tons 
 
 22 
 
 25.8 
 
 ^ 19.9 
 
 2««U 
 
 21.6 
 
 Goal used, Ib8 
 
 107,666 
 
 71,036 . 
 
 67,280 
 
 ^" 63,220 
 
 48,086 
 
 Coal used per train 
 
 
 ."- 
 
 *" 
 
 r" 
 
 
 wAtj lbs....,.,. 
 
 \ 63.78 
 
 vv ■■■■' 
 
 
 >^13.6 
 
 76.4 
 
 76.3 
 
 V' '■■ f^ ■ \/ 
 
 1 
 
 ^ ■ ■ 
 
 . 
 
 ■■ .../. ■ 
 
 ''■. 
 
 
 'f 
 
 A'-- 
 
 
 w- 
 
 f^: 
 
 •r- 
 
 -.> 
 
 V 
 
,^'^' ~- 
 
 
 % 
 
 k: 
 
 16 
 
 "PresidenVs Address. 
 
 ■ "4 
 
 '■ ■ 
 
 Coal uspf^v per car 
 
 mile, Ibiy 
 
 Coal used Mr ton 
 
 mile, Ibs.i^...... 
 
 Coal used per sq 
 
 foot of grate per 
 
 train mile.'.... 
 Water evaporated, 
 
 lbs..... 
 
 Water . evaporated 
 
 per train nii|e.,lb8. 
 Water, evaporated 
 
 per ton mile, lbs 
 Water evaporated 
 
 Wper lb. of coal,lbs. 
 ater evaporated 
 
 per lb. of coal from 
 
 and at 212° .... 
 Temperature of air 
 
 Far...... 
 
 Temperature of feed 
 
 water 
 
 Boiler pressure, lbs, 
 
 per sq. inch 
 
 Bate of speed, miles 
 
 per hour 
 
 Engine in steam per 
 
 100 miles, liours, 
 
 minutes 
 
 Stopples per 100 
 
 miles....... .... 
 
 Ashes and clinker. 
 Per cent, of coal.... 
 
 Fir6 grate surface, 
 
 sq. feet 
 
 'Heating 6urtace, sq. 
 
 feet 
 
 Weight of engine in 
 
 working order,lbe. 
 
 Single Expansion. 
 
 394 
 
 East. 
 
 2.00 
 .091 
 
 .^.36 
 792,263 
 396 
 .668 
 7.37 
 
 8.81 
 69.2 
 J, 62.73 
 _122.6 
 19.6 
 
 10.6" 
 
 12.9 
 
 12,580 
 
 11.7 
 
 16 
 
 1099.6 
 
 70,000 
 
 567 
 
 Ca8t. 
 
 2.12 
 .081 
 
 6.18 
 394,S2 
 627 
 .451 
 . 5.66 
 
 6.78 
 5.3,6 
 48.6 
 
 174 
 19.2 
 
 8.0 
 
 7.9 
 3600 
 5.07 
 
 18.25 
 
 1122 
 
 100,212 
 
 Went. 
 
 2.72 
 .137 
 
 6.22 
 301,292 
 n 598 
 .719 
 
 5.26 
 
 6.31 
 53.4 
 48,8 
 
 171 
 19.4 
 
 7.4 
 
 8.5 
 3276 
 6.72 
 
 19.26 
 
 1122 
 
 100,212 
 
 Compound. 
 
 326 
 
 Eant. 
 
 n38 
 .062 
 
 3.88 
 353,975 
 468 
 .351 
 6:65 
 
 7.98 
 66.5 
 69.1 
 .. 175 
 21. 
 
 7.6 
 3520 
 6.61 
 
 18.25 
 
 1122 
 
 118,412 
 
 West. 
 
 1.84 
 Ms 
 
 , 4.19 
 309,556 
 491 
 .666 
 : 6.^ 
 
 .■vTI-73 
 72.6 
 68.6 
 
 177 
 21.3 
 
 7.3 
 
 7.8 
 32.35 
 6.72 
 
 18.25 
 
 1122 
 
 118,412 
 
 For additional comparisoa I have added another dolamn oontaining 
 partioulara of a trial made in the autamn of 1882 with No. 394, one o^ 
 'the old type of freight engines having cylinders 17" x 24", and two 
 
 K 
 
 3i=^ 
 
^- 
 
 ". T'J*'' 
 
 President's Addrepa. 
 
 17 
 
 K 
 
 pairs of coupled drawing *heclB«lso 62 inches dioineter over the tires. 
 The initial boiler pressure in this engine was 140 lbs. ()cr scfuare 
 incli, and the traip isilfagc was wliolly in the easterly direction, vl*., 
 from Brodkville to Montreal. 
 
 Comparing the results of the single expansion types, !t will be seen 
 that the larger engine con^mcd less fuel per ton of train per mile by 11, 
 per cent., notwithstanding % inferior evaporative efficiency Of its boiler, 
 due to the disproportionatef area <f fire grate (unavoidable in tkig 
 type of engine), and in spit^ of the loss of power due to the extreme 
 length of train. 
 
 Extending the comparison to the compound engine in the same 
 direction of travel, it will be seen that with a somewhat sin^ilar train 
 length and tonnage, the gain, expressed as in the previous case, per 
 unit of work over the larger of th^ two single expansion engines was 
 35| per cent., and over the smajlei^/of ,42J per cent., and in respect of 
 westbound trains, the comparison as between the single &n4 compound 
 cngines^f jthe same capacity closely approximates to these figures, the 
 f differenceyn favour of the latter being 3,7 J per cent. 
 
 A TOiy interesting and instructive feature in tliese figures is that 
 whicjH shows that a locomotive boiler is not, as ordinarily arranged, 
 caj^ble of economically supplying sufficient steam, under the extreme 
 Dnditions which obtain on this continent, or perhaps I should say in 
 this country and In the United States. 
 
 Train tonnage has increased without, as a rule, a corresponding 
 increase of boiler capacity, and fire grate area and heating surface are 
 generally altogether inadequate to economically fulfill the conditions 
 now imposed upon them. 
 
 Especially is this the case with the fire grate area, as will be seen by 
 reference to the figures of coal consumption per square foot, per train 
 mile, and those of water evaporated from and at 212° per lb. of ooal 
 consumed. ' 
 
 It will be seen that the firing of engine 567 was forced to ao extent 
 that reduced the evaporatike efficiency of its boiler, and although, 
 owing to its heavier train, ^the engine was able to show a lower 
 rate of fuel consumption than No. 394, the rote was greatly in excess 
 of No. 326, which, on account* of the second expansion in ithe larger 
 cylinder, required less fuel, and was thus able with the same grate 
 area to shew a higher comparative efficiency. 
 
 Id running engines 567 and 326 without trains over the same divi- 
 aioo, it was found that the boiler of the former evaporated from and at 
 212 deg., 10.09, and of the latter 9.24 lbs. of water per ton of coal. 
 
 
 ^ 
 
\ 
 
 •V 
 
 y 
 
 r... 
 
 18 
 
 's>r.'>i" '.VTjfif^ ■rr'' - '• V"-".^* ! I «i, % 
 
 PresidenCe Addreai. 
 
 The following figures ahow Iho effect of traia. tonnage upori the oon- 
 Bomption of coal per ton per mile, ' and the effect of the. ({oantity of ooal 
 ' burned per square foot of fire grate, per hour and per mile upoy^the 
 evaporate efiBciency of the boiler. 
 
 In thfr«e figures, the engines and tenders arc included in the total 
 train tonnage. 
 
 In boilers of more recent construction for burning soft coal, the much 
 desired increase of grate area has been obtained by raising the level 
 above that of the frames, thus scouring greater width and 
 allowing of an extension over the rear dralwing axle. Such an arrange- 
 ment adds materially to the weight of the engine, but the grate area 
 
 can be doubled. 
 
 It is fairly well established, that a well designed locomotive on 
 the compound principle wiU effect a saving in steam, under equal con- 
 ditions of 20 per cent, and thus it wruld seem t|^at further economy 
 in coal consumption lies for the prewsnt in that, rather than in the 
 direction of abnormal increase in the weight off^gines which now 
 suiBcientiy tax the endurance of eiisting ^adbed and structures. 
 
 And in dosing, gentlenen, it remains for me to thank you, and I 
 take tiiis opportunity of thankittg you again for the honour ooufened 
 upon me in my election to tiie presidental ohair, and: for your oonfi- 
 dence during my, year of .office. 
 
 That the jear 1896 has not been without its peculiar anxieties and 
 
 t 
 
 i;i ., ..^:.w:« 
 
 
 
 L 
 
 3 
 
 -1 
 
 1 
 
 a 
 2 
 
 a 
 1 
 
 _— ' 
 
 Coal (lbs.) consamed 
 per - 
 
 
 - 
 
 
 
 a 
 
 ton 
 mile. 
 
 • 
 
 Sq. toot of grate 
 area per 
 
 Bemarka. 
 
 
 hour*. 
 
 train 
 mile. 
 
 
 567 
 
 Eiist. 
 
 18 x26 
 
 90 
 
 .231 
 
 27.7 
 
 1.14 
 
 10.09 
 
 engi'neonljr. 
 
 326 
 
 ~ii 
 
 M ''26 
 17 X 24 
 
 100 
 
 .240 
 
 36.8 
 
 ,1.31 
 
 9.24 
 
 'do. 
 
 .394 
 
 « 
 
 666 
 
 .081 
 
 65.8 
 
 3.36 
 
 8.81 
 
 
 326 
 
 iC 
 
 .iSi-^« 
 
 1433 
 
 .049 
 
 81.6 
 
 .3.88 
 
 7.98 
 
 . 
 
 326 
 
 West. 
 
 2? ^26 
 Jt X 26 
 T8 X 26 
 
 984 
 
 .077 
 
 89.3 
 
 4.19 
 
 7.73 
 
 < 
 
 667 
 667 
 
 East. ^ 
 WeHlf^ 
 
 1465 
 920 
 
 .076 
 .126 
 
 II 8.6 
 r20.7 
 
 6.18 
 6.22 
 
 6.78 
 6.31 
 
 
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 "• TiF'Sf'^^pr 
 
 J'renident'a Address. 
 
 19 
 
 responsibilities, you will kU probably unduratund, bnt the r^ulj sad 
 uordiai co-operatioa of the Coanoil has made these oomparatively light. 
 ^ To these gentlemen and to the office-bearers I tender my beat 
 thunkii). I teed scarcely sajr that tl||ogh my responsibilities will be 
 lighter, my interest in the Society's welfare will not abat^, add I v«a- 
 ture to hope ufid (o belioTe that this new year upon whioh we have 
 entered' will be a happy and prosperous one for the Society as a body, 
 as I wish it may be for euch of yoi^ individually. 
 
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