Advantages of Oil as Fuel For Locomotives Increased Productivity of the Locomotive, Economy and Ease in Handling and Cleanliness in Operation Are Points Favoring Use of Oil T HE most important consideration governing the use of oil as a fuel is the relative cost and extent of supply. At the present time the production of oil exceeds consumption and the prevailing price coupled with the advantages of fuel oil invites consideration of its extended use as a locomotive fuel. During the year 1922 a total of 44,752,344 barrels of fuel oil were consumed by locomotives in the United States on the principal railroads, which showed a gain of over 4,000,000 harrels over 1921. The largest consumption was shown in the Middle Western and Southwestern District, 'otaling 21,512,851 barrels in 1922. The Northwestern District totaled 3,783,514; Southern District, 916,951 barrels; Eastern District, 134,763 barrels. 32,000,000 barrels of the total was domestic oil and 12,000,000 barrels was imported from Mexico. The fuel oil in general use is topped crude petroleum from which the lighter and more volatile constituents have been removed by distillation, leaving a heavier and safer oil for fuel. Fuel oil, unlike coal, varies very little in heat value, averaging 18,750 B. T. U. per pound. Higher Heat Value Oil has a higher heat value per pound than coal. For the same number of heat units, fuel oil weighs approximately 30% less than coal and only occupies about 50% as much space. Some of the modern oilburning locomotives have an oil capacity equivalent to over forty tons of coal. In passenger service these locomotives can haul a 750-ton train over 650 miles without fueling en route. Considering coal of 11,500 B. T. U. Der pound and oil of 18,500 B. T. U., 3.70 barrels of oil are equal to a ton of coal on a heat basis. It is the heat content of the fuel actually utilized rather than the heat that is available in fuel that is of the most concern. In this respect fuel oil has a decided advantage in having a higher evaporative efficiency than coal, as there is no loss to the ashpan or loss in cinders and a smaller loss in unburned gasses. On an evaporative basis approximately three barrels of oil are equal to a ton of coal on the above heat values of the two fuels. A check of fuel consumption under operating conditions showed that 3.32 barrels of oil was equal to one ton of coal 12,500 B. T. U., and 2.68 barrels equal to one ton of coal 9,810 B. T. U., the heat value of the oil By J. N. CLARK, Chief Fuel Supervisor, Southern Pacific TH HIS committee report on advantages of oil as fuel for locomotives was read by J. N. Clark, Chief Fuel Supervisor of the Southern Pacific, before the recent convention at Chicago of the Traveling Engineers' Association. On the committee with Mr. Clark, who was chairman, were: Robert Collett, Fuel Agent of the St. Louis & San Francisco Railroad; C. F. Richardson, President West Kentucky Coal Company; W. G. Tawse, Traveling Engineer. The Superheater Company; and V. Villette, Service Engineer, Westinghouse Air Brake Company. being 18,500 B. T. U. These figures take into account the various losses. All oil-burning locomotives were primarily designed to burn coal, and notwithstanding the high boiler efficiencies attained with the present oilburning locomotives, some authorities believe that higher efficiency could be attained if the oil burning locomotives were especially designed to burn oil. In the combusion of oil the particles of oil are on their way to the flues before they are even partially consumed. If these particles were attached to a bed of coals a supply of air could easily complete their combustion, but with oil a mixture of air and the ignition must take place in a very limited time, therefore it is realized that large furnace volume is essential to the burning of fuel oil. While the dimensions are of minor importance to the volume, it is evident that a flameway must be provided of sufficient length to prevent unconsumed particles of fuel striking the flues. Productivity Increased With oil fuel the productivity of the locomotive is increased, as either the tonnage or speed are increased, due to the fact that with oil the maximum boiler capacity is available at all times and the engineer does not have to work the engine below the capacity of the man with a scoop shovel. The tonnage increase is generally accepted as 15%. Less time is required to turn an engine, as there are no fires to knock or flues to bore, which increases its productive time in a 24hour period. Hostler service is reduced and ash pit service is practically dispensed with. Maintenance favors the oil-burning locomtive. as there are no grates or grate-shaking apparatus to maintain. Brick arches and arch tubes are dispensed with. The maintenance of the stoker is eliminated and the draft arrangement does not have to be altered for different grades of fuel as with coal. Oil-burning locomtives require front end netting only in certain localities during short periods of the year, which reduces this item of maintenance. While the life of a firebox and set of flues may be slightly shorter with oil, it is not considered that the fire-box troubles are any greater in the oil-burning locomotive than in coal-burners in proportion to the work performed. The fire-box temperature with oil averages about 500 or 600 degrees higher than with coal, but this will not materially aifect maintenance if the fire-pan is properly bricked and the flame is not allowed to directly impinge against the fire-box sheets, or the burner action is not such that it produces a blow pipe action with resultant locali zation of high temperatures. Furthermore, the flash wall should be built thick enough to protect fire-door sheets, and as many lap joints as possible should be eliminated in the fire-box construction. Handling Cheaper The cost of handling oil is cheaper than the cost of handling coal, as it is economically distributed through pipe lines, and the switching charges are less at fueling stations. The necessity of maintaining separate bunkers for different kinds of coal is eliminated as fuel oil is practically uniform in character. The expense of complicated conveyors, hoists and other elaborate devices for handling coal is dispensed with. There is a reduction in the number of fueling stations due to the increased fuel capacity of the oil-burning locomotive. In some localities oil pipe lines parallel the railroads. In such cases the cost of transporting railway fuel is greatly reduced and distribution is simplified. Fuel oil is not subject to spontaneous combustion-coal is. Oil, when stored, does not lose its calorific value as does coal, nor are there any difficulties arising from disintegration, such as may be found when coal is stored. Fuel accounting is simplified, as with oil there are no losses from fuel falling from cars and tenders en route, and there is more accuracy in fuel measurements with oil. This feature enables the compiling of accurate individual performance sheets of engineers, firemen, and engines, which is an incentive to the economical use of fuel. With oil fuel there is greater cleanliness, as there is a reduction in the amount of smoke, freedom from dust, ashes and cinders. This feature is of great value around large city terminals and is an asset to passenger service. It is easier to maintain a steady steam pressure with smaller losses at the pops, and the intensity of the fire can be almost instantaneously regulated to meet load fluctuations. From a safe operating standpoint it permits the fireman at all times to be in a position to observe signal indications and operating rules and check the engineer against any oversight. The fire hazard is greatly reduced, as there are fewer incandescent particles passing from the stack with an oil-burner. Most all the advantages of oil as a fuel in locomotive practice apply equally well in railway stationary plants. The combustion is more perfect as excess air can be reduced to a minimum; the furnace temperature may be kept practically constant as the furnace doors need not be opened for cleaning or working the fires, and smoke may be eliminated with consequent cleanliness of heating surfaces, which improves the efficiency of the plant. The advantages in favor of burning fuel oil are so numerous that it might seem that the railroads not burning oil were being inefficiently operated, but such a conclusion would not be justified in view of the fact that there is not sufficient oil produced in this country to operate all the railroads but for a short period of the year. If all the coal-burning railroads were to convert their locomotives to oil-burners it would require over 400,000,000 barrels annually in addition to the 44,000,000 now being used; a total of approximately 444,000,000 barrels, which is almost twice the amount of oil produced in 1922. It is evident from these figures that fuel oil cannot replace coal as a locomotive fuel with the present production, except to a limited extent where conditions are favorable. SHIPPER IS PLEASED WITH WORK OF YARDMASTER S. A. Lamey, Yardmaster for the San Diego and Arizona at San Diego, is commended in a letter from the Poultry Producers of San Diego for his good work in spotting and handling a car in answer to an emergency request. The letter was in part as follows: "We wish to compliment you on the excellent record you made in getting us a car for shipment of eggs to New York. At 2:15 p. m. we ordered an iced reefer which was spotted on our siding at 4:15. We loaded the car immediately and it was pulled from our siding at 6:30, leaving on the 10 o'clock train." Stockton Business Getters Busy L Employes Showing Increased Interest in the OOK out for Stockton Division, gone into the campaign with a vengeance and during November rolled up a score of 85,161 points on freight and passenger business resulting from traffic tips turned in to the traffic department. clerk, Turlock; and Mike Avalos, warehouseman, Merced. Los Angeles Division Still In Lead OFFICIAL SCORE BOARD were S. R. Davies, cashier at Riverside, and D. C. Ramsey, cashier at El Cenwho tro, have been consistent point winners for the Los Angeles Division, given some able assistance during the last month by W. S. Melrose, cashier at San Bernardino, and A. V. Anderson, chief clerk at San Pedro. A total of 46,930 points were scored by the Los Angeles Division on freight business, indicating that these employes are continuing to keep "an ear to the ground" for tips on this class of Score Total Division Nov. 47,296 Stockton 85,161 Portland to date 119,085 89,131 5,868 18,814 Tucson 5,752 11,920 the campaign of enlisting more business for the Company was started over a year ago. He scored a total of 16,250 points on freight business, in cluding 155 standing routing orders. This individual score of Mr. Binford's is almost as much as was scored by the winning division in the first quarter and is an indication of the increasing interest in the campaign being taken by employes on every division of the Southern Pacific. B. H. Binford Cashier, Modesto scored 5670 points on freight business and 82 points on passenger business. H. J. Piper, conductor at Tucson, was heavy point winner with successful tips on 41 car loads of freight. Conductor A. L. Peters turned in tips on four standing routing orders and two car load shipments. S. R. Davies Cashier, Riverside Wm. Humbel Train Baggageman L. A. Division Boyer, Joseph, Engineer Western Division.. Mogle, Wm. L., Assistant Engineer, Western Div... STEAMER DIVISION 1 RT Local 1 Local 1 Int. 1 Int. Hoover, J. A., Clerk, Wheeler, Ore... Johnson, Martin, Boilermaker, Grants Pass.... 1 RT Int. 5 Int. 1 RT Int. 1 RT Int. 1 Int. 1 Local 1 Int. 4 Int. Lind, W. A., Car Inspector, Albany... Miller, George H., Operator, Salem. 1 Int. Otis, Mrs. H. G., River Steamer Agent Pier 5, S. F. 1 Int. Watchman, Capt., Steamer Department... 2 Int. 1 Rt. Int. 20 Rt. Local. 3 Rt. Int. 1 Rt. Int. 1 Local. 2 Rt. Local 2 Rt. Int. 1 Rt. Int. 2 Rt. Int. 2 Local. 1 Rt. Int. 1 Rt. Int. 3 Rt. Int. 1 Rt. Local. 2 Rt. Int. Meyers, E. A., Rate Clerk, G.F.O., Portland.. 1 Rt. Int. 2 Local. Owens, Laura, Steno., G.P.O., Portland.. Othus, P. M., Asst. Engineer, Portland.. 1 Rt. Int. 1 Rt. Local. 2 Int. 8 Rt. Int. 2 Int. 1 Local. 2 Rt. Local 1 Rt. Int. 1 Local. 2 Rt. Local 1 Rt. Int. 1 Int. EAST BAY ELECTRIC DIVISION Neill, W. J. C., East Bay Electric. Owens, R. B., Brakeman.. 1 Local 1 Int. Runcorn. F. P.. Baggageman, Salem... Smith, E. L., Telegrapher, Silverton, Ore.. Sprinkel, T. J., Clerk, Junction City... Smith, H. A.. Clerk, Brooklyn, Ore.. 1 Int. Taylor, M. E., Freight Cashier, Merced.. SAN JOAQUIN DIVISION COAST DIVISION Allen, N. M., Warehouseman, King City. Collins, G. L., Baggageman, Gilroy.... Hack, W. L., Superintendent.. Spooner, J. F., Telegrapher, McMinnville, Ore.. Stinson, L. L., Clerk, Marshfield, Ore.... Voegtlin, J., Engine Foreman, Salem.. Wilson, A. S., Yardmaster. Eugene... GENERAL OFFICE Clark, J. N., Chief Fuel Supervisor, S. F. Gilmore, R. M., Aud. Pass Accts Office Greenblack, S., Clerk, Gen. Office 3 Int. 2 Local. 1 Rt. Int. 17 Rt. Local 2 Rt. Int. 3 Rt. Int. 2 Rt. Local 1 Local. 2 Rt. Int. 2 Local. 3 Rt. Local 1 Int. 1 Int. 1 Rt. Int 1 Local. 1 Rt. Int 1 Int. 1 Rt Local 1 Rt Int 1 Rt Local 1 Rt Int 1 Rt Local 4 Int 1 Rt Int 1 Int 1 Rt Int 2 Rt Int 1 Local 2 Rt Int 3 Local 7 RT Local Stone, W. H., Passenger Conductor.. 1 RT Local TUCSON DIVISION Bluett, S. P., Brakeman, Tucson.. Compton, J. G., Conductor, Tucson.. Ford, John, Roadmaster, Tucson... Higgins, Ray, Brakeman, Tucson. Sheldon, M. Nona, Stenographer, Tucson. 1 Rt. Loca. 2 Rt. Int. 2 Rt. Int. 2 Rt. Int. 2 Rt. Int. PORTLAND DIVISION Arehart, Glen I., Cashier, Lebanon, Ore... Alley, Frank M., Baggageman, Salem.. Alnutt, W. H., Baggageman, Corvallis. Baker, C. B., Yardmaster, Salem...... 1 Rt. Int. 1 Rt. Int. 3 Rt. Int. Brownstein, Edward T., Messenger, Portland... Baldwin, Frank D,. Assistant Cashier, Eugene.. Craig, H. F., Clerk, G.P.A., Portland... 3 Locals. 5 Rt. Local 2 Rt. Local. 2 Rt. Int. 1 Local. Chapman, H. B., Telegrapher, McMinnville, Ore.... 18 Rt. Local. Connor, S. A., Operator, Eugene..... 1 Local. Chaimor, P. M., Asst. Chief Clerk, Supt., Portland.. 1 Local. 1 Rt. Local. Ore.....3% Int. 2 Rt. Int. 1 Rt. Local. 2 Int. 4 Local. Hanson, G. B., Chief Clerk Solicitation Bureau Hurless, G. C., Clerk, Rate Bureau, Gen. Office.. 1 Rt Int Iunnes, Calder, Claim Agent Gen. Office Peck, M. A., Head Clerk Mics. Bureau 1 Rt. Local. 2 Int. 3 Rt. Int. 2 Local. 1 Int. 432 Rt. Local. 4 Int. 2 Rt. Int. 1 Rt. Local. 1 Int. 596 Rt. Local. RECENT FUEL SAVING LEADERS Engineers and Firemen who lead in fuel economy, month of October, 1923, and who were presented with Proficiency Certificates in recognition of their efforts, are as follows: An amusing story of railroading was told recently by Wm. Hoogendyk, well known Southern Californian, who is manager of the Charger Oak Citrus Association, and who was formerly employed by the Southern Pacific Company at Malaga in San Joaquin valley. Mr. Hoogendyk says that while he was at Malaga working with J. E. Sloane, who is now Agent at Santa Barbara, there was an old mule on the ranch near the station which had the habit of wandering on the right of way. The animal had outlived its usefulness and one night some one loaded the animal into an empty box car which, the next morning, was moved to Fowler for loading. A relief agent had been sent to Fowler while the regular agent took a vacation, and the mule proved a source of considerable irritation to the new man, as he was unable to find out where the mule came from, to whom it belonged, or why it had been sent to Fowler. As a result he was kept busy looking after its needs and finding out where it came from and what to do with it. In fact he had no rest from that mule until he left the station on the return of the regular agent, who. since the animal was unclaimed, sold it finally for "bear bait." SALT LAKE DIVISION Engineers J. Dakin H. F. Ogden C. V. Pfaff D. J. Gawler E. W. Sharp J. H. Dumphrey Address Sparks S. M. Essac Sparks O Swanson S. E. Hickson F. M. Faris G. F. Horgan H. L. Clements M. A. Watson T. F. M. Jones C. H. Terreau F. L. Gilbreath H. M. Honn W. H. Leech J. H. Tyler F. D. Mills J. C. Crane Chas. Codd TR. Young E. T. Bower B. C. Euler Fresno Tracy Tracy T. H. Somers Tracy E. P. McCann C. Guintini Tracy Tracy C. L. Bateman E. E. Wilcox A. M. Muns Tracy |