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Tous les autres exemplaires originaux sont film6s en commen^ant par la premlAre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la derniire page qui comporte une telle empreinte. Un des symboles suivants apparaitra sur la dernlAre image de cheque microfiche, selon le cas: le symbole —^ signifie "A SUIVRE ", le symbols V signifie "FIN ". Les cartes, pidnches, tableaux, etc., peuvent Atre filmte A des taux de reduction diffirents. Lorsque le document est trop grand pour Atre reproduit en un seul clichA, 11 est filmA d partir de I'angle supArieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images nAcessaire. Les diagrammes suivants illustrent la mAthode. 1 2 3 4 5 6 THE I kmm Bailway Hastsr MecMiii' Associatioi. REPORT OF COMMITTEE ON Oom :po-u.3=Ld. IjOOom.o1j±"ves. Gentlemen : ) The slight experience America has had with the compound ._ locomotive, although elsewhere there are between six and seven V^^fr^'hundred in successful service, so contracts the possible field to be covered by a report on the subject assigned to us, that we, Jf'pf necessity, must go beyond the limits of this land and of this 7' association for the major part of our facts; and in expressing opinions and conclusions, are compelled to take for granted a fair acquaintance with its modern literature, giving the experimental results of trials carried on outside the American continent. To commence with — and as a help in the direction of narrow- ing the province to be covered by this report — we would suggest for discussion the following questions, viz.: ist. Is increase of boiler pressure an es*^ ial element in the success of compound- ing ? 2d. What gav ave followed compounding? 3d. What are said to be its losses ? 4th. What, per engine, is the increased first cost of compounding ? and 5th. Does the saving more than balance this cost ? 6th. What are American conditions for loco- motive service, and can the compound locomotive meet them ? 7th. Is it an essential defect of the compound that it must be short of starting power ? 8th. Give a brief summary covering some details and peculiarities common to compounds. 1st. Is COMPOUNDING OF ANY VALUE WITHOUT INCREASE OF BOILER PRESSURE ? This query is due to the repeated assertion that in compounding there was not, and could not be, an economy in steam consumption, except the boiler pressure be decidedly in- creased, raised to 170 lbs., or even higher. The results of the liCct^^rd^ a-'. i^ i 'i >CIMl. I- J t~ 'flMJ^H' ^"^Hli. /^ >.•. M a^j C f VI- ^ s 1 s • >> ' e t £ f s 1 v^.• iP^ /j\/7;v^ " d e I, ' r h 2. What cains havk kollowko compoundinc ' (r ■ ^ti-(S^O{.^/) (ill- M^^' V /v, :W\ ' 'i t )'Si '■X Rv \\ •It' 5 I- which considcnibly increase their cost. In euL,Mnes with four cylinders, th<; tandem system is dieaper than the receiver system. Tundem cylinders are, however, oljjectionable, be( ause the pistons are dillicult to examine ; hut the receiver system is reatly of access, and altords an opportunity ol heatinj^ the intermediate steam by circulating it aniong the waste gases of the smoke box; and, by isolating the high-pressure anil low-pressure cylinders, an advantageous difference of temperature is maintained between them." "The cost of constructing a number of two-cylindcred loco- motives docs not greatly exceed that of the same number of ordi- nary engines. Tliecostof three-cylintler locomotives may exceed that of simple engines by liijooo to ^1,250 eacli." The cost of changing simple to two-cylinder engines need not exceed §250 to i{S3oo each, if the expense of drawings, patterns, and templets be divided over u series of engines. The additional cost of building a two-cylinder engine, with receiver, etc., as used by the M. C. Railway, or the ingenious form of four-cylinder engine, as used by the 13. and O. Railway, need be little, if any- thing, over it(2oo (excluding royalties), or say from 2 to 2^ per cent, increase on the cost of a simple engine. 5th. Does the saving more than balance the increased eirst COST? If, for convenience, the fuel saving be taken at 17 per cent., or i-6, and the gross consumption at 900 tons per year with coal at $1.50 per ton, the decrease in the annual fuel bill is but $225. Certainly not a wide margin to cover contingencies. If, however, at first only the more powerful engines are com- pounded, whose consumption averages 1,200 tons per year, and coal, as is common, costs on tender $3 per ton, the saving on fuel is $6oo,^or two cents per mile on a mileage of 30,000 per annum. As this amount would cover not only reasonable intere. • on first cost, but also allow for about 33 per cent, increase in total expen- diture for motive power^ repairs and renewals, the saving is cer- tainly enough to permit a possible, but, we think, not a probable, largely increased cost of engine repairs, and yet have a margin of saving on the final balance sheet to the credit of the com- pound. 6th. What are "American conditions" for locomotive sek. VICE? Can the compound engine meet them ? We have given this section a large amount of attention, because it has so often been said that the compound must, to be successful on this con- t?/. -iV ,a- '*-■.'. cvvi \ULU 1/ 4,Ulv:^v . lviu>4,/ji./u V ^'VLi^ ^u / ir^^iK .... fc.. -i: ■ .1 -? ^' tinent, he .idupted U) suit Amcriran conditions, and your com- mittee nnturally were desirous <»f fidly understandinu; these condition!.. They have not hecn specified hy those making the assertion; and we must rehictantly confess to having failed to identify, .nuch less define tiiem, so that after a long, unsatisfactory chase, they appear to us to be somewhat mythical. If any mem- ber can, and will, specify them, he will confer a favor, at least upon the committee, if not upon the association. If an American condition be large starting power, then the Malett two-cylinder and all four-cylinder engines easily have cylinder power in excess of their adhesive^, weight. If American conditions be ability to do satisfactory work on a second-rate or third-rate roadbed, or simplicity of construction, or easy acces- sibility of parts, then these conditions are met by any two-cylin- der engine, or by the \i. and O. Railway four-cylinder engine. Apparently neither climate nor men are factors in this ei^uation,' as compounds are a success in the hands of ordinary enginemen in partially civilized countries; and in hot climates, as well as in Russia, under conditions of low temperature and snow as trying as those ordinarily met with inside of 51 degrees, the present northern limit of our railway belt. 7th. Is IT AN ESSENTIAL DEFECT OF COMPOUND LOCOMOTIVES THAT THEY MUST BE SHORT OF STARTING POWER ? Certainly not ! The starting power of the Malett type is at least equal to that of a sim- ple engine of the same, weight, and its cylinder power can easily be made to exceed it, by allowing more than half boiler pressure in the large cylinder for the first few revolutions. In the V, liorries, Worsdell, Pitkin and other two-cylinder types, and the Lepage three-cylinder engine, their starting power (as Prof. Woods has graphically illustrated), at 170 lbs., may be greater than that of a simple engine at 150 lbs., having cylinders of the same size as the high pressure, during the first half revolution^ but that after this the powi (at low speed) of the compound dimin- ishes to 80 or 85 per cci of that of the simple engine. This con- clusion is modified and improved by the knowledge that all two- cylinder engines originally designed as compoun* .s have, or should have, their small cylinder larger than the cylinder of the simple engine of corresponding weight or duty. It is possible, with the Lindner or equivalent form of starting valve — and a painstaking engincman — to get about 90 per cent, of the starting power of a corresponding simple engine. The Webb / type of thrcc-cylindcr engine (t'xcf{?t with the low-prcsstire crank (lead on (.enter) has cylinder power enough lo sli[) both pairs of wheels, and MO higher starting j)ower is desirable. What may he called the opposite form of three-cylinder engine (the Sauvagc type), with cylinders of approximately the same diameter, as used on the Northern Railway of Krancc, has ample starting power, because the full boiler pressure is admitted direct to the two low- pressure cylinders. In fact, if desired, the locomotive can be con- tinuously so worked, vi/., as a simple engine. Tandem and other forms of four-cylinder engines are not wanting in starting power. The U. and C). Railway engine in starting, with a gear as simple as the water-tap gear, puts the small piston practically into equilibrium, and thus admits high-pressure steam to the large cylinder. A mean effective pressure of yo lbs., in a sitnple 18x24 in. engine, will start a train of 13 coaches on a level in a lively fashion, and a compound can easily give the equivalent of that total pressure, with- out being over-cylindered. Going back to the two-cylinder style of engine, with automatic intercepting valve, and limited size of cylinder, it would seem as if all of tliem were capable of getting into motion the load they were designed to haul at full speed, so that their limitations are that they do not get away quite as smartly, quite as noisily, or with the same tearing effort on tire and fire-box, as do certain sim- ple engines that waste both fuel and steam in starting. The com- parative difference, in time or distance, required by this class of compound to attain maximum speed, has not yet been shown by experiment, but is probably less than is generally supposed. Mr. Urquhart, desiring to settle the question of the tractive power of simple engines altered to compound, with one cylinder unchanged, and with boiler pressure unchanged, carried out tests, using both indicator and dynamometer ; and he reports that at a speed of 10 miles per hour the ccnioound passenger engine suffered the following diminution, viz., in first notch, 42 per cent.; in second notch, 28 per cent.; in third notch, 17 per cent.; in fourth notch, 7 per cent.; and in fifth notch, or full gear, 5 per cent. And a simi- lar test of the freight compound showed, in the first notch, 27 per cent, loss; in the second notch, 17 per cent.; in the third notch, 10 per cent.; and in the fourth notch, or full gear, 5 percent. He goes on to say that, for all practical purposes, in full gear a 5 per cent, difference, at this speed, may be neglected. Hrii: (Jknkkai.. — A recent press imtice credits Mr. WchI) with an iitlern[)l l<» reduce lirbt cost, hy tliruwm^ ;i\v;iy the vidve near for the ll unreasonable, if it troni the first he acknowledged that the com- poutid is designed for doin^ a niaxitnuin specific duty with hi^li economy, and, therefore, the valve gear cannot he, and is nut, arranged for a wide variability of service. This intention in design most clearly marks all those engines using but one valve, or