Seven round trips were made on the Cumberland Division, nine on the Connellsville Division and two on the Pittsburgh Division, the total mileage covered being 2770. The locomotive was in excellent condition, as it had been thoroughly overhauled at the plant of the builders before being delivered to the Railroad Company.
Baltimore & Ohio dynamometer car number 930 was used between the tender and train on all the tests. The locomotive was fitted with steam indicators and reducing motion to all cylinders, and indicator cards covering every condition of speed and reverse lever position were taken. Temperature and pressure of the steam in the steam chest, temperature of the exhaust steam, smokebox gases, water to and from the heater, receiver pipe pressure, and draft ahead of and behind the diaphragm on the horizontal center line of the smokebox were recorded.
The coal used was measured in a box, having a capacity of 920 pounds of run of mine gas coal. The water space in the tender had been previously calibrated, and the quantity of water used was determined by means of a float.
On each division, the same engine crew handled the locomotive on all runs, and the trips were made by daylight.
Cumberland Division, East End-Between Keyser and Brunswick the general trend is descending eastbound and this is also the direction of the loaded movement. The maximum ascending grade is 0.73 per cent, between Opequon and Hobbs, a distance of 7.3 miles. Westbound the steepest ascending grade which reaches a maximum of 0.87 per cent, is between Brunswick and Hobbs, a distance of 15.2 miles. There are frequent curves of between five and six degrees, the maximum curvature being approximately ten degrees.
2-10 2 Type Locomotive, Class S-1, Baltimore & Ohio Railroad
Cylinders 291/4" x 32" Drivers, diam. 64" Steam pressure 220 lb. Grate area 88.7 sq. ft. Water heating surface 5244 sq. ft. Superheating 1470 sq. ft. Weight on drivers 347,230 lb. " total engine 436,510 lb. Tractive force 82,730 lb.There was an opportunity on this division, to compare the performance of Locomotive Number 60,000 with that of the Baltimore & Ohio's standard 2-10- 2 type, designated by the Railroad Company as Class S-1. This locomotive uses superheated steam at a pressure of 220 pounds, and develops a tractive force of 82,730 pounds. On a drawbar horsepower hour basis, Number 60,000 showed an economy in coal consumption of 16 to 18 per cent, and in water of 20 to 22 per cent, while the evaporation was almost nine per cent greater than in Class S- 1.
Connellsville Division.-This is a mountain division, with a summit at Sand Patch, 33.4 miles west of Cumberland and approximately 59 miles east of Connellsville. Westbound out of Cumberland, the maximum ascending grade to Sand Patch is 1.52 per cent. The line then descends to Connellsville, the maximum grade being one per cent. Helpers are used in both directions with full tonnage trains.
Pittsburgh Division.--Westbound from Connellsville, on this division, the grades are light and generally descending to Laughlin junction, a distance of about 52 miles. Between Laughlin junction and New Castle junction, the profile is undulating. Westbound, there is a grade of 1.31 per cent, IY2 miles long, and a grade of 1.05 per cent, 6Y2 miles long. Eastbound there is a grade of 0.68 per cent, eight miles long, and a grade of 0.90 per cent, one mile in length. The sharpest curvature on this run is 14 degrees 25 minutes.
The following table gives the results of the tests on these three divisions of the Baltimore & Ohio Railroad. The data for the Connellsville Division covers the runs on ascending grades only, or from Connellsville to Sand Patch eastbound, and Cumberland to Sand Patch westbound.
Picture Greeting Locomotive 60,000 at Eddystone on its Return from the Trans-continental Trip
CUMBERLAND DIVISION, EAST END CONNELLSVILLE DIVISION PITTSBURGH DIVISION
|-----------------------------|----------------------------|-------------------|
TEST WITH HEAVY
AVERAGE OF FIVE TONNAGE, Eastbound, Westbound,
TRIPS DEC. 9, '26 AVERAGE OF FOUR Average Trip of
East- West- East- Cherry Run TRIPS of Two Dec. 29,
bound bound bound Low Grade A B C Trips '26
Mileage of test.......................... 109.2 109.03 109.4 10.75 59.65 33.5 33.3 109.4 109.5
" running, throttle open........... 84.35 102.34 85.17 10.75 58.95 33.1 33.0 97.45 77.25
Average speed over division, M.P.H. ..... 18.25 18.05 17.87 ..... 17.30 12.05 11.85 17.81 16.51
" " running, throttle open...... 20.74 20.30 18.75 17.00 19.11 13.16 13.44 20.95 20.21
" throttle opening, per cent......... 72.5 74.09 67.51 100 91.32 89.60 88.88 81.15 46.07
" cut-off, H. P., per cent........... 66.3 64.6 53.90 86.77 68.85 80.89 80.98 71.38 76.58
" " L. P. " " ........... 49.2 48.2 48.80 70.00 50.91 62.02 62.10 53.80 57.77
No. cars, including dynamom. and caboose .. 86.3 119.9 92 92 58.22 108 39-38 121 56-55-53
Actual tonnage behind tender............. 6,427 2,591 6,867 6,867 2,563 2,358 2,915-2,837 2,817 (4,073-4,002
( -3,869
Adjusted ............. 7,805 3,529 8,247 8,247 3,082 3,111 3,188-3,103 5,010 {5,763-5,662
{ -5,459
Pounds resistance per ton, level........... 3.18 7.96 3.39 ..... 7.14 7.23 2.51 ...... .......
Average drawbar pull, pounds............. 32,572 31,600 33,759 60,093 36,270 43,278 44,151 35,406 30,366
" horse-power............. 1,803.2 1,705 1,685 2,724 1,847 1,518 1,582 1,974 1,636
" temperature, water to heater...... 42.9 42.3 52.9 42.0 39 38.8 38.5 40.4 39.4
" " " from heater.... 193.7 198.0 207.6 216.4 205.9 204.6 208.60 201.5 178.9
" " steam in steam chest. 670.21 676.1 675.3 698.3 681.5 681.9 676.3 674.4 632.6
" " " " exhaust pipe 236.1 249.2 255.5 273.3 230.2 243.4 232.3 219.8 197.0
" " smokebox gases...... 509.1 503.3 513.2 530.5 513.7 512.5 500.6 507.6 493.6
Boiler pressure, average.................. 336.6 338.5 335.9 341.2 333.4 330.2 339.3 334.0 337.0
Average superheat in steam chest.......... 237.9 246.1 259.1 ..... 250.1 261.0 255.1 260.7 235.3
Total coal used, pounds................. 25,438 28,934 26,450 5,290 20,700 15,697 15,410 31,134 25,300
" " per hour, running (pounds)...... 4,037.5 4,500 4,159 6,373 5,803 5,646 5,484 4,914 3,420
Coal used per 100 ton-miles............... 3.63 10.20 3.52 7.16 13.65 19.93 15.90 10.09 5.74
" " " drawbar H. P.-hour......... 2.25 2.64 2.46 2.34 3.14 3.47 3.36 2.49 2.09
Total water evaporated, pounds........... 172,532 201,788 194,031 36,641 143,683 110,899 112,056 211,188 189,540
Water evaporated per 100 ton-miles........ 24.60 71.29 25.83 49.63 94.65 140.4 115.6 68.51 43.05
" " " drawbar H.P.-hour.. 16.01 19.61 18.81 16.20 22.54 26.21 25.29 17.39 17.47
Actual evaporation per pound coal........ 6.79 7.04 6.S2 5.87 6.94 7.09 7.28 6.78 7.49
Equivalent evaporation from and at 212 F. 9.33 9.69 8.93 8.16 9.60 9.83 10.12 9.35 10.19
Coal, B.T.U. per pound................. 13,637 13,764 14,029 14,029 13,306 13,523 13,797 13,060 12,995
Boiler efficiency, per cent................. 66.36 68.0 61.7 56.4 70.0 70.0 71.0 69.7 76.1
69
A- Eastbound, Connellsville to Sand Patch
B- Westbound, Cumberland to Sand Patch
C- Slow Freight, Cumberland to Sand Patch
The tests were run to compare the performance of Locomotive 60,000 with that of the Burlington's standard Class M-2-A locomotives of the 2-10-2 type. Engine 6157, which was in as good mechanical condition as Number 60,000, was selected for this purpose. Both locomotives were handled, on all the tests, by the same engine crew. The dynamometer car was used to record the speed, drawbar pull, and horse-power, and the coal was measured in a box holding 850 pounds.
While the starting tractive forces of these two locomotives were nearly the same, engine 60,000 showed a considerably greater horse-power capacity with increasing speed. Thus, at 15 miles an hour it developed 19 per cent more drawbar pull than engine 6157, while at 30 miles an hour, the increase was 58 per cent. The average amounts of coal and water used per drawbar horse-power, on all the tests, were as follows:
CLASS
M-2-A BALDWIN
6157 60,000
Average drawbar horse-power developed. . 1465 1790
Coal per drawbar horse-power-hour,
pounds............................. 4.5 3.6
Water per drawbar horse-power-hour,
pounds............................. 24.8 19.9
Saving in coal by engine 60,000.................. 20%
" " water by engine 60,000................ 19.8%
Between Beardstown and Galesburg, where the locomotives were worked at
maximum capacity with loaded trains, engine 6157 hauled 6800 tons and engine
60,000, 7,300 tons. On a 100 ton-mile basis engine 60,000 saved 24.8 per cent
in coal and 24.2 in water, as compared with engine 6157. The same tonnages
were handled by the locomotives from Centralia to Beardstown, and here
the savings effected by engine 60,000 as compared with engine 6157, in coal
and water consumed per 100 ton-miles, were respectively 16.2 and 24.4 per
cent.Picture
2-10-2 Type Locomotive, Class M-2-A, Chicago, Burlington & Quincy Railroad Cylinders 30' x 32' Grate area 88 sq. ft. Drivers, diam. 60' Water heating surface 5342 sq. ft. Steam pressure 200 lb. Superheating 1262 sq. ft. Weight on drivers 310,600 lb. " total engine 388,600 lb. Tractive force 81,600 lb.
Southbound from Galesburg to Centralia, hauling empties, the locomotives were not loaded to capacity except on one grade, where engine 6157 had a limit of 110 cars, and engine 60,000 a limit of 125 cars. On this run, engine 60,000 showed a saving in coal and water per 100 ton-miles, of 15.4 and 19.4 per cent respectively, as compared with engine 6157.
Further particulars of the results of these tests are given in the following statement:
ENGINE ENGINE
6157 60,000
Beardstown to Galesburg:
Distance, miles............................... 69 69
Tonnage rating............................... 6800 7300
Hundred ton-miles per year, using average M-2-A
mileage................................... 898,552 964,622
Trips with M-2-A to equal one trip with engine
60,000................................... 1.074 1.000
Pounds of coal per 100 ton-miles................ 9.25 7.05
" " water per 100 ton-miles.............. 50.5 38.3
Tons of coal to move 96,462,200 ton-miles....... 4835.8 3638.3
Thousand gallons of water to move 96,462,200 ton-
miles...................................... 5848.1 4433.4
Galesburg to Beardstown:
Distance, miles............................... 72 72
Tonnage rating.............................. 2500 2500
Hundred ton-miles per year, using average M-2-A
mileage.................................... 344,650 344,650
Pounds of coal per 100 ton-miles................ 13.20 11.00
" " water per 100 ton-miles.............. 73.2 59.2
Tons of coal to move 34,465,000 ton-miles........ 2533.9 2028.3
Thousand gallons of water to move 34,465,000 ton-
miles...................................... 3027.4 2448.4
ENGINE ENGINE
6157 60,000
Beardstown to Centralia:
Distance, miles............................... 132.5 132.5
Tonnage rating (empties)...................... 2200 2500
Hundred ton-miles per year, using average M-2-A
mileage.................................... 297,550 338,125
Trips with M-2-A to equal one trip with engine
60,000..................................... 1.136 1.000
Pounds of coal per 100 ton-miles................ 12.85 11.00
" " water per 100 ton-miles.............. 73.8 59.2
Tons of coal to move 33,812,500 ton-miles........ 2323.8 1989.9
Thousand gallons of water to move 33,812,500 ton-
miles...................................... 2993.5 2402.0
Centralia to Beardstown:
Distance, miles............................... 132.0 132.0
Tonnage rating............................... 6800 7300
Hundred ton-miles per year, using average M-2-A
mileage.................................... 916,300 983,675
Trips with M-2-A to equal one trip with engine
60,000..................................... 1.074 1.000
Pounds of coal per 100 ton-miles................ 6.20 5.20
" " water per 100 ton-miles............... 38.50 29.10
Tons of coal to move 98,367,500 ton-miles........ 3264.2 2736.6
Thousand gallons of water to move 98,367,500 ton-
miles...................................... 4546.6 3555.0
The tests were conducted on the First and Second Districts of the Pecos Division between Clovis and Belen, New Mexico. Between Clovis and Mountainair, a distance of approximately 200 miles, the ruling grade in each direction is 0.6 per cent. Westbound, however, conditions are far more severe than when going east, on account of the length of the grades. Between Mountainair and Belen, a distance of 40.5 miles, there is a steady descent, the ruling grade against eastbound trains being 1.25 per cent for the greater part of the distance. This is normally a pusher grade, but on the majority of the runs with Locomotive Number 60,000, the tonnage was adjusted to suit the capacity of the engine.
The Santa Fe dynamometer car was used on these tests, and the locomotive was fitted with a three-inch water meter on the right side, a four- inch water meter on the left (pump) side, a feed-water thermometer, smoke-box and steam chest pyrometers, and gauges for steam chest, receiver, and back pressure. A front end cinder catcher was also applied. The tender coal space was calibrated, and a check of the coal used was made from scales attached to the coal chutes.
Pool turn engineers and firemen were used on these runs, and also a regularly assigned fireman; while the Fuel Supervisor of the Pecos Division was on the tests, to assure uniform handling of the locomotive. Crews were changed at Vaughan in each direction.
The heaviest work on these tests was done between Belen and Mountainair, eastbound. The following table gives the results obtained on three trips, as compared with two trips made with locomotives of the 3800 class (2-10-2 type) used by the Santa Fe System:
Run number........... 8-B 10-B 12-B 2-C 4-C
Locomotive............ 60,000 60,000 60,000 3813 381S
Pusher locomotive...... None None 3813 None 3827
Train:
Tons................ 2304 2490 5080 2303 4636
Cars................ 46 53 104 40 97
Distance, miles......... 40.6 40.5 40.8 40.6 40.7
Average drawbar pull,
pounds............. 43,400 49,600 52,300 46,200 51,200
Average drawbar horse-
power.............. 1660 1815 1450 1490 1665
Average speed, m. p. h.. . 14.4 13.7 10.4 12.1 12.3
Running time.......... 2-50 2-57 3-55 3-21 3-20
Coal fired, pounds...... 16,900 18,100 20,800 21,300 22,500
Water evaporated, actual,
pounds.............. 109,600 115,500 137,700 141,300 144,500
Coal per hour, pounds... 5980 6140 5310 6360 6760
Water per hour, pounds.. 38,800 39,200 35,200 42,200 43,400
Rate per hour, pounds:
Per sq. ft. grate area.. 72.5 74.5 64.4 72.1 76.6
" " evaporating
surface............ 7.48 7.55 6.78 7.95 8.18
Ratio water to coal...... 6.49 6.39 6.62 6.64 6.43
Considering all the tests made between Clovis and Test Belen, in both
directions, Locomotive 60,000 showed the Results following results as compared
with locomotives of the 3800 class:
2-10-2 Type Locomotive, 3800 Class, Atchison, Topeka & Santa Fe Railway Cylinders 30' x 32' Grate area 88.3 sq. ft. Drivers, diam. 63' Water heating surface 5311 sq. ft. Steam pressure 195 lb. Superheating 1298 sq. ft. Weight on drivers 309,300 lb. " total engine 396,600 lb. Tractive force 75,700 lb.The thermal efficiency at the drawbar, or the relation of useful work to energy in the fuel, was 27 per cent greater.
The total water per 1000 ton-miles was 21.6 per cent less, and the water from the tender was 27.0 per cent less.
The coal per 1000 ton-miles was 24.5 per cent less.
As a general conclusion, Locomotive 60,000 saved from 20 to 25 per cent fuel and water as compared with locomotives of the 3800 class, operating single expansion with 195, pounds boiler pressure and without feed-water heaters.
The Southern Pacific tests were run on the Sacramento Division, in both passenger and freight service. Dynamometer Car number 137 was used on all runs, and the locomotive was indicated and very complete records were taken. A standard Southern Pacific twelve-wheeled tender was used with water and oil tanks calibrated.
These tests were run between Roseville, California, and Sparks, Nevada, a distance of 139.2 miles. This is a mountain section, with difficult operating conditions. It is double tracked and rock ballasted, and laid with rails weighing 110 and 130 pounds per yard. Eastbound, from Roseville to Colfax, a distance of 35.9 miles, the steepest ascending grade is 1.5 per cent, with maximum curves (compensated) of four degrees. From Colfax to Emigrant Gap, a distance of 30 miles, the maximum grade is 2.665 per cent, one mile in length, with curves compensated. For the greater part of the remainder the maximum grade averages 2.2 per cent, with curves uncompensated. From Emigrant Gap to Summit, 21 miles, the grade for the greater part of the distance is about 1.8 per cent. The sharpest curves are approximately ten degrees. From Summit to Sparks, 53.2 miles, the grade is descending.
Westbound, from Sparks to Truckee, a distance of 38 miles, the maximum grade is one per cent, except for a few short stretches where it is a little heavier. The sharpest curves are ten degrees compensated. From Truckee to Summit, a distance of 15.6 miles on the westbound track, the maximum grade is two per cent with curves of ten degrees. The line descends the entire distance from Summit to Roseville.
Locomotive 60,000 as Equipped for Oil Burning on the Southern Pacific Lines
In the tests with freight trains, the tonnage was adjusted so that it could be handled without helpers. The passenger trains were handled in the same way.
California crude oil was used for fuel on these tests, and was fired with a Von Bodeningles burner, located back of the arch tubes in the center of the firebox, with the tip pointing toward the firedoor. Considerable experimenting was necessary before the engine would steam well when burning oil.
The general results of the tests are given in the following table. The data covers the performance on ascending grades only.
TESTS WITH FREIGHT TRAINS.TESTS WITH PASSENGER TRAINS.
AVERAGES OF 3 RUNS IN AVERAGES OF 3 RUNS IN
EACH DIRECTION EACH DIRECTION
|-------------------------|--------------------------|
A B C D E F
Total miles run (3 trips)............................................ 153.9 114.0 146.8 153 114.0 46.8
Average train speed, miles per hour.................................. 14.6 15.70 12.43 20.13 30.8 21.1
Weight of train, exclusive of locomotive, tons....................... 1083 2522 1348 794 853 853
Adjusted weight of train, tons....................................... 1073 2591 1352 794 853 853
Number of cars in train.............................................. 21.6 78.6 35.3 11.3 12 12
Temperature feed-water to heater..................................... 690 55 600 52.7 48 44
from heater................................... 224 223 221 229 226 228
steam in steam pipe...................................... 572 586 572 612 594 602
Superheat of steam in steam pipe..................................... 1430 154 1390 197 192 190
Temperature in smokebox.............................................. 5670 5810 5800 5360 512 520
Boiler pressure...................................................... 329 341 341 341 343 341
Heating value of oil, B.T.U. per pound............................... 18,500 18,500 18,500 18,500 18,500 18,500
Total oil fired, pounds (3 trips)................................... 42,344 30,440 14,816 39,360 17,072 10,752
Oil fired per hour, pounds........................................... 3,911 4,181 3,771 5,171 4,592 4,843
Total water delivered to boiler, pounds (3 trips)....................508,281 365,780 178,475 411,624 184,988 112,106
Steam to superheater, pounds per hour................................ 47,102 50,009 47,617 52,312 49,074 50,527
Superheated steam per pound oil, pounds.............................. 12.046 11.866 12.386 9.82 10.65 10.28
Boiler efficiency, including feed-water heater, per cent...............81.71 81.71 84.90 68.87 74.5 72.9
" " excluding " " " " " ...............73.31 72.90 76.27 60.74 65.9 64.2
Steam used by engine per hour, pounds................................ 45,180 47,748 45,738 50,146 46,824 48,504
Indicated horse-power................................................ 2,344 2,524 2,248 2,819 2,571 2,765
Oil per 1. H.P.-hour, pounds, excluding auxiliaries.................. 1.601 1.594 1.642 1.811 1.710 1.706
" " " " " " including " .................. 1.668 1.676 1.710 1.846 1.784 1.756
Steam per 1. H.P.-hour, pounds, excluding auxiliaries................ 19.27 18.92 20.35 17.79 18.21 17.54
" " " " " " including " ................ 20.09 19.81 21.18 18.558 19.085 18.271
Average drawbar pull on level, pounds................................ 54,520 54,884 58,851 45,772 23,565 41,316
Drawbar horse-power, as measured..................................... 1,678 2,094 1,620 1,844 1,546 1,764
Equivalent drawbar horse-power on level.............................. 2,117 2,292 1,949 2,457 1,936 2,326
Oil per equivalent D.B.-H.P.-hour, pounds, including auxiliaries..... 1.847 1.839 1.972 2.119 2.369 2.088
Steam per " " " " " " " 22.25 21.82 24.43 21.29 25.348 21.722
Machine efficiency of locomotive, per cnt............................ 90.31 90.81 86.70 87.1 75.3 84.1
Thermal " " " " " ............................ 7.45 7.48 6.89 16.49 5.81 6.59
Column Headings:
A- Eastbound Colfax to Summit
B- Westbound Sparks to Truckee
C- " Truckee to Summit
D- Eastbound Colfax to Summit
E- Westbound Sparks to Truckee
F- " Truckee to Summit
Oil was used for fuel on this run. Owing to the construction of the firebox, it was necessary, as on the Southern Pacific, to place the burner above the bottom boiler tubes. This probably did not permit the most complete combustion, but at no time did the engine lag for steam.
The locomotive, as a rule, held the rail well, and little difficulty was experienced in starting heavy trains. Helpers were used at five points where grade conditions were difficult.
The following table gives a log of the trip, with data covering fuel and water consumed:
FROM To A B C D E F G H I J K
Delta............ Skykomish...... 52.0 1.0# 77 3488 3hr. 6 min. 16.8 134,460 12,705 907 85.66 159.33
Skykomish....... Appleyard...... 83.0 Ran Light
Appleyard........ Hillyard........ 177.0 1.0# 84 3500 9hr. 12 min. 19.2 337,015 30,777 578 52.82 98.25
Hillyard......... Troy........... 134.8 1.0@ 105 4500 7hr. 5 min. 19.0 228,613 20,005 410 35.97 66.90
Troy............ Whitefish....... 134.S 0.70 114 5005 8hr. 12 min. 16.4 283,790 27,689 485 47.24 87.87
Whitefish........ Cutbank....... 127.0 1.8# 66 2913 6hr. 47 min. 18.8 221,885 18,130 648 53.00 98.58
Cutbank......... Havre.......... 129.3 0.8 68 3230 5hr. 1 min. 25.8 142,805 10,680 342 25.57 47.56
Havre........... Glasgow........ 153.0 0.4 96 5024 5hr. 11 min. 29.5 226,820 22,338 298 29.36 54.61
Glasgow......... Williston....... 156.4 0.4@ 94 4900 6hr. 22 min. 24.6 247,645 26,761 323 34.91 64.93
Williston......... Minot.......... 120.3 0.7 68 3780 5hr. 8 min. 23.4 192,250 17,032 423 37.45 64.83
Helpers used on these ruling grades.
Column Header Substitutions:
A- Distance in Miles
B- Ruling Grade, Per Cent
C- Number of Cars
D- Tonnage
E- Time Running
F- Average Speed, Miles per Hour
G- Total Water Used, Pounds
H- Pounds Water Per 1000 Gross Ton Miles
I- Pounds Oil Per 1000 Gross Ton Miles
J- Coal Equivalent, Pounds Per 1000 Gross Ton Miles
Subsequent to the run described on page 79, engine 60,000 was changed to
burn coal, and was tested on two round trips between Minneapolis and Superior.
On this divisior the prevailing loaded movement is southbound out of Superior,
and the most difficult stretch is from Boylston to Nickerson, a distance of
23.5 miles, on which there is an ascending grade averaging 21.12 feet per
mile. The locomotive made an excellent showing on this division, the general
results being given in the following table:
DATE OF TEST 2-5-'28 2-7-'28 2-8-'28 2-9-'28 Direction...................... North South North South Number cars................... 77 82 75 91 Tonnage...................... 1680 4332 1750 5508 Time on road.................. 8-45 8-15 9-15 9-54 Time running.................. 5-25 6-13 6-07 7-06 Mileage....................... 143 143 143 141 Average speed, m.p.h........... 26.4 23.0 23.2 19.9 Water used, pounds............. 187,325 226,600 205,100 279,075 Coal used, pounds.............. 30,450 36,540 28,710 42,630 Evaporation.................... 6.15 6.22 7.14 6.54 Gross ton miles............... 240,240 619,476 250,250 775,923 Pounds coal per gross ton mile.. 126 58.8 114 54.9We feel that these road tests fully bear out the exceedingly encouraging results obtained on the Pennsylvania's stationary plant at Altoona. At no time, while under test, did the locomotive require major repairs; and the comments made on its performance, by the officials of the roads on which it was used, were generally highly favorable. Furthermore, it was worked under quite as great a variety of conditions as a locomotive of its type and capacity would be called upon to meet in regular service. An analysis of the results obtained, as presented in this publication, will, we feel confident, demonstrate the soundness of the principles underlying the design of Locomotive 60,000.