DEPARTMENT OF THE INTERIOR

UNITED STATES GEOLOGICAL SUKVEY

GEORGE OTJS SMITH, DIRECTOR

363

COMPARATIVE TESTS

OF

RUN-OF-MINE AND BRIQUETTED COAL 

ON LOCOMOTIVES.

INCLUDING TOPEDO-BOAT TESTS AND SOME

FOREIGN SPECIFICATIONS FOE

BRIQUETTED FUEL

BY 

W. F. M. GOSS

WASHINGTON

GOVERNMENT PRINTING OFFICE

1908

CONTENTS.

Vage.

Introduction.............................................................. 5

The Geological Survey's experiments in the use of bituminous-coal briquets. 5

The briquet industry in Germany....................................... 6

Methods and extent of production.................................. 6

German progress in reducing the smoke-producing qualities of briquets. 9

Briquets from the consumer's point of view......................... 9

The briquet industry in Belgium and France....'.... v................... 11

Foreign specifications for briquets....................................... 11

Comparative tests of Lloydell coal and briquets.............:................. 12

Personnel............................................................. 12

Purpose of the tests...................................................... 12

Coal tested............................................................. 12

Briquets tested......................................................... 13

Description of locomotive.............................................. 13

Locomotive testing plant............................................... 15

Test conditions...................................................'...... 16

Results of tests......................................................... 16

Analyses of coal and briquets........................................... ' 20

Temperatures.......................................................... 20

Evaporative efficiency.................................................. 21

Cinders................................................................ 23

Smoke................................................................. 24

Smoke density in intermittent running................................. . 32

Behavior of coal and briquets during combustion........................ 32

Effect of handling and weathering on briquets........................... 33

Conclusions........................................................... 33

Locomotive road tests of briquets............................................ 44

Comparative road tests of coal and briquets.................................. 44

Atlantic Coast Line Railroad........................................... 44

Chesapeake and Ohio Railway......................................... 45

Comparative tests of coal and briquets on U. S. torpedo boat Biddle. .......... 46

Foreign specifications governing the production of briquetted fuel............ 48

Specifications of the Prussian State Railroad............................. 48

Specifications of the Belgian State Railroad............................. 49

Specifications of the State Railway of France............................ 50

 Specifications of the Paris-Orleans Railway Company of France.......... 54

Bibliography................................/.............................. 56

3
ILLUSTRATIONS.

p ' Pago.

PLATE I. Locomotive and pit, Pennsylvania Railroad locomotive testing plant,

Altoona, Pa.................................................... 5

II. A, Tender of a combination locomotive, showing fine coal in front; 

B, Locomotive on the Paris, Lyon and Mediterranean Railway, 

tender loaded with briquets..................................... 10

III. A, Briquets stored for locomotive use in times of emergency, Paris, 

Lyon and Mediterranean Railway; B, Steel cylinder used for testing coherency of briquets for the Paris, Lyon and Mediterranean 

Railway....................................................... 12

IV. Smoke chart and diagram of drawbar pull......................... 26

FIG. 1. Outline elevation of Pennsylvania Railroad Company's locomotive,

class E 2a....................................................... 14

2. Values of smokestack and fire-box temperatures plotted against rate of

combustion....................................................... 20

3. Equivalent evaporation per pound of dry coal plotted against rate of

combustion....................................................... 21

4. Per cent evaporation efficiency of dry coal plotted against rate of combustion. ........................................................... 21

5. Evaporation per square foot of heating surface......................... 22

6. Coal per dynamometer horsepower.................................. 23

7. Weight of cinders collected in the smokestack........................" 24

8. Amount of heat lost in the form of cinders and sparks................. 25

9. Smoke density, tests 1, 2, 4, and 5................................... 26

10. Smoke density, tests 6, 7, and 8...................................... 27

11. Smoke density, tests 9, 10, 19, and 20................................ 28

12. Smoke density, tests 11, 12, 13, and 14................................ 29

13. Smoke density, tests 15, 16, 17, and 18............................... 30

14. Smoke density plotted against boiler capacity........................ 32

15. Graphic log, test 1................................................. 34

16. Graphic log, test 2................................................. 34

17. Graphic log, test 3................................................. 35

18. Graphic log, test 4....................... T......................... 35

19. Graphic log, test 5........:........................................ 36

20. Graphic log, test 6.................................................. 36

21. Graphic log, test 7................................................. 37

22. Graphic log, test 8................................................. 37

23. Graphic log, test 9................................................. 38

24. Graphic log, test 10...................^............................ 38

25. Graphic log, test 11................................................ 39

26. Graphic log, test 12................................................ 39'

27. Graphic log, test 13................................................ 40

28. Graphic log, test 14................................................ 40

29. Graphic log, test 15................................................ 41

30. Graphic log, test 16................................................ 41

31. Graphic log, test 17................................................ 42

32. Graphic log, test 18.. $. ............................................ 42

33. Graphic log, test 19................................................ 43

34. Graphic log, test 20...............- ................................ 43

35. Graphic chart showing relative evaporative efficiency of briquets arid

coal............................................................. 47

4
U. S. GEOLOGICAL SURVt :ULLETIN NO. 363 PL. I

LOCOMOTIVE AND PIT, LOCOMOTIVE TESTING PLANT, ALTOONA, PA.
COMPARATIVE TESTS OF RUN-OF-MINE AM) BRIQUETTED COAL ON LOCOMOTIVES.

By W. F. M. Goss.

INTRODUCTION.

THE GEOLOGICAL SLAVEY'S EXPERIMENTS IN THE USE OF BITUMINOUSCOAL BRIQUETS.

For the purpose of .procuring data that could be used in estimating 

the value of the briquetting process as applied to American fuels, the' 

United States Geological Survey, in cooperation with other interests, 

began in 1904, at the Louisiana Purchase Exposition, certain experiments invoLdi.^ the production and use of bituminous-coal briquets. 

It installed at St. Louis, and later at Norfolk, machines for the manufacture of such briquets, and the output of these machines has been 

tested in locomotive service on several different railroads in comparison with i. . 1- fuels. An elaborate and carefully executed series of 

tests involving the use of natural coals and of briquets made from the 

same coal, previously crushed, has been carried out on a locomotive 

mounted at the testing plant of the Pennsylvania Railroad Company 

at Altoona, Pa.; and some preliminary experiments involving the use 

of briquets in marine service have been made in connection with one of 

the Government's torpedo boats. A description of these tests is 

presented herewith. The results sustain the following general conclusions

1. The-'briquets made on the Government's machines have well 

withstood exposure to the weather and have suffered but little 

deterioration from handling.

2. In all classes of service involved by the experiments, the use of 

briquets in the place of natural coal appears to have increased the 

evaporative efficiency of the boilers tested.

3. The smoke produced has in no test been more dense with the 

briquets than with coal; on the contrary, in most tests the smoke 

density is said to have been less when briquets were used.

4. The use of briquets increases the facility with which an even fire 

over the whole area of the grate may be maintained.

5
6 TESTS OF RUtf-OF-MlNE AND BKIQUETTED COAL.

5. In locomotive service the substitution of briquets for coal has 

resulted in a marked increase in efficiency, in an increase in boiler 

capacity, and in a decrease in the production of smoke. It has been 

especially noted that careful firing of briquets at terminals is effective 

in diminishing tho amount of smoke produced.

6. In torpedo-boat service the substitution of briquets for coal 

improves the evaporative efficiency of the boiler. It does not appear 

to have affected favorably or otherwise the amount of smoke produced. 

The briquets used in this series of tests were of a form requiring considerable bunker capacity for their storage, but as the form of the 

briquet is a detail entirely within control, this objection need not 

apply to the use of briquets in actual service.

THE BRIQUET INDUSTRY IN GERMANY.

METHODS AND EXTENT OF PRODUCTION.

In 1905 J. A. Holmes, expert in charge of the technologic branch 

of the Survey, and in 1907 the writer, who is consulting engineer to 

this branch on locomotive tests of fuels, visited Europe and carefully 

studied the briquetting industry and practice there.

The briquet industry as it exists in the German Empire involves 

two classes of operations one dealing with the brown coals or lignites 

of the upper Rhine region and the other with the fine bituminous 

coals of the Westphalia region.

The brown coals are, in their natural state, of low grade, some of 

them but little better than peat, and in this condition they are available as fuel only for industrial purposes. The process of briquetting 

these fuels consists in squeezing out the water. No cementing material is used. The resulting briquet may have any size or form, but is 

usually from one-half to two-thirds the size of an American building

brick and has a rectangular cross section in the middle, with edges 

that are beveled, rounded, or otherwise curved as they approach the 

ends. Such briquets bear an impression of their maker's name or 

brand; they present a surface which is perfectly clean and in some 

briquets so smooth as to appear to have been glazed. Practically 

the total output of brown-coal briquets is used in domestic service, 

for which they present incidental advantages that are not possessed 

by other forms of solid fuels. For example, (1) owing, to their form 

they can be laid up in regular piles for storage, lost space being 

reduced to a minimum; (2) they pack nicely for shipment and for 

transfer from local sellers to purchasers; (3) as they are practically 

dustless, they neither waste nor produce .objectionable litter; and 

(4) their unformity of size admits of their being sold by number, a 

feature which, in retail business, is regarded as advantageous. The 

briquetting process as.applied to the brown coals of Germany, there-
THE BRIQUET INDUSTRY IN GERMANY. 7

fore, serves to convert a low-grade material into a fuel that is peculiarly adapted to the exacting requirements of domestic service. 

The cost of the process can not be stated with confidence, but it is 

reported to be about SI.50 a ton.

The fine bituminous coals are extensively briquetted for industrial 

uses. In the Westphalia region production is practically controlled 

by the Rheinisch-Westfalisch.es Kohlen-Syndiket, which produced in 

1906 nearly 3,000,000 tons of briquets." In this district the briquetting process is regarded only as a means for disposing of the fine coals. 

The briquets are not thought to be superior in quality to the coal 

from which they are made, and large coal is never crushed to supply 

material for them. There has not been for many years any accumulation of fine coal at the mines; consequently the industry is concerned only with current production. As a preparation for briquetting, the Westphalia fine coals are washed until the ash content does 

not exceed 7 per cent. The bond used is breeze from the coke ovens. 

The Syndiket is a large producer of coke, and the use of the breeze 

with the fine coal in the manufacture of briquets serves in making 

two by-products marketable. The briquetting process is at best an 

expensive one, costing in the Westphalia region, under the favorable 

conditions described, from $1.20 to $1.35 a ton. It is consequently 

employed only as a last resort. So far as there is a market for the 

direct use of fine coal, as in automatic stokers, it is disposed of for 

such use. Coals that will coke are not briquetted, the coking process 

being regarded as a more economical method of disposing of the fine 

stuff. The force of these statements as applying to the operations of 

the 79 companies making up the Syndiket is shown by the returns'for 

the year 1906, which are given herewith. It will be noted that 

except where several mines are operated by the same company, the 

companies that produce briquets make no coke and those that produce coke make few briquets or none. The operations of the Syndiket, which embrace more than half the total coal tonnage produced 

by the Empire, may be taken as typical of the German practice.

a For statistical information see Die Steinkohlenzechen, etc., by Heinrich Anplag, published annually 

 by C. L. Kruger-Dortland, price 3 marks. This volume covers the operations of the soft-coal mines in 

the districts of the lower Rhine and Westphalia, of Aix-la-Chapelle, of the Saar, and of Alsace-Lorraine; also of the operations of the brown-coal mines of the Rhine -district. It presents a catalogue of 

mining companies and of their offices; it gives statistics covering the production of coal, coke, and 

briquets for each operation; and where briquets are produced, it gives the number of presses and the 

size, shape, weight, and trade-mark of the briquets. It shows that the fuel production of the whole 

Empire for the year 1906 was as follows: Soft coal, 130,479,885 tons; brown coal, 5(5,241,353 tons; coke, 

20,265,372 tons; briquets, 14,500,851 tons.
8 TESTS OF RUN-OF-MINE AND BRIQUETTED COAL.

Output of the Rheinisch-Westfalisches Kohlen-Syndiketfor 1906, in short tons.

Plant or company.

Arenberg'sche Aktiengesellschaft fur Bergbau und Huttenbetrieb.

Bochumer Verein fiir Bergbau und Gusstahlfabrikation einschl.

Deutsch-Luxemburglsche Bergwerks- und Hiitten-AktiengesellFricdrich Ernestine, Gewerkschaft. ...................:...........

Frohliche Morgensonne, Gewcrkschaf t . . .........................

Gelsenkirchener Bergwerks- Aktien-Gesellschaft. ..................

General, Gewerkschaft. ............................'...............

Georgs-Marien-Bergwerks- und Hiitten- Verein, Aktien-Gesellschaft.......................... .. .................... ........

Gottessegen, Gewerkschaft des Steinkohlen-Bergwerks. ...........

Gutehoffnungshiitte, Aktien-Verein fur Bergbau und Huttenbetrieb .................................................. ........

Harpener Bergbau-Aktien-Gesellschaft. ...........................

Heinrich, Gewerkschaft der Zeche. ................................

Hibernia, Bergwerks-Gesellschaft ........................ .......

Horder Bergwerks- und Hiitten- Verein ................... . . . .

Konig Ludwig, Gewerkschaft ....... .... .............. . . , .

Kohig Wilhelm, Essener Bergwerks- Verein ......................

Konigin Elisabeth, Gewerkschaft ............

Konigsborn, .Aktien-Gesellschaft fiir Bergbau. Salinen- und 

Soolbad-Betrieb..

Langenbrahm, Gewerkschaft des Steinkohlen-Bergwerks. . ......

Lothringen, Gewerkschaft des Steinkohlen-Bergwerks.. .

Louis Tiefbau, Dortmunder Steinkohlen-Bergwerk. .... ....

Magdeburger Bergwerks-Aktien-Gesellschaft, Zeche Konigsgrube. 

Mansfeld'sche Kupferschiefer bauende Gewerkschaft. . ..;.......

Mark, Bergbau-Aktien-Gesellschaft ..................... ..... . Massen, Bergbau-Aktien-Gesellschaft ... ... . Mathias Stinnes, Gewerkschaft der Zeche .... . . Minister Achenbach, Gewerkschaft. . ... ...^ ......................

Mont Cenis, Gewerkschaft der Steinkohlenzeche. ............. . Miilheimer Bergwerks- Verein......... ......

Neu-Essen, Bergbau-Gesellschaft. ."..............................

Neu-Scholerpad und Hobeisen, Gewerkschaften... ..... . ... .

Nordstern, Aktiengesellschaft, Steinkohlenbergwerk.. ... .

Phonix, Aktiengesellschaft fiir Bergbau und Huttenbetrieb. ......

Rheinische Stahlwerke .......................

Rheinpreussen, Gewerkschaft des Steinkohlen-Bergwerks. . .....

Siebenplanten, Gewerkschaft ...................

Schalker Gruben und Hiitten- Verein, Aktiengesellschaft. .........

Schnabel ins Osten, Gewerkschaft. ................................

Schiirbank und Charlottenburg, Gewerkschaft .... ..... ........

Trappe, Gewerkschaft des Steinkohlen-Bergwerks ................ 

Tremonia, Gewerkschaft ............. .....

Union, Aktiengesellschaft fur Bergbau, Eisen- und Stahl Industrie. 

Unser Fritz, Gewerkschaft.................... .. ..... ..... .

Victor, Gewerkschaft.................. ......

Victoria, Gewerkschaft . . ............ . .

Victoria Mathias, Gewerkschaft des Steinkohlen-Bergwerks ......

Coal.

240,000 

300,000 

1,872,702 

155,000

405,900

364,000 

 194. 7CO 

150,000 

300,000 

120,000 

1,526,376 

1,740,000 

1,384,500 

204,000 

1,210,000 

1,500,000

1,785,000 

325,500 

840,000 

582,000 

550,000 

1,355,000 

1,993,000 

120,000 

700,000 

721,500 

360,000 

570,000 

7,698,000 

100,000

158,750 

180,000 

434,971 

1,754,700 

468, 400

1,900,000 

7,240,000 

169,000 

920,000 

5, 416, 500 

150,000 

240,000 

240,000 

904,438 

1,312,000 

1,040,000 

780,000

1,124,770 

360,000 

660,000 

503,089 

550,000 

210,000 

150,000 

000,000 

968,000 

400,000 

995,000 

1,380,000 

770,000 

1,650,000 

210,000 

2,740,000 

300,000 

630,000 

3,000,000 

300,000 

1,000,000 

240,000 

180,000 

150,000 

294,981 

500,000 

820,000 

770,000 

135,000 

373,300

Coke.

287,250

 136,000

4,000 

.71,000

75,000

326,800 

396,000 

520,000 

40,000 

183,000 

12,000

428,000 

100,000 

186, 580 

79,000 

120,000

95,6o6

202,900 

86,560 

142,000 

1,404,658 

40,000

"""65,"666"

138,000

40,000 

1,650,000

175,900 

812,800

90,000 

238,040 

340, 160 

313,000 

187,000

355,600

288, 400 

192,500

105,000 

148,195 

8,100 

100,000 

95,000

363,000

542,640

190,000 

590,000 

61,200 

222, 150

"""43,"266" 

100,000

291,940

123.660

Briquets.

72,600 

90,450

100,000

153,000

36,300

246,600

163,350

460,900 

54, 450

180,000 

72,000

54,450

47,520

54, 450

108,900

54,000

325,200

71,280

132,360

72,600

54 450
THE BRIQUET INDUSTRY IN GERMANY. 9

Output of the Rheinisch-Weslfalisches Kohlen-Syndiket for 1906, in short tons Cont'd.

Plant or company. Coal.

125, 4G3

1,755,507

70,521,107

Coke.

240,666

13,100,893

Briquets.

54,450

180,000

2,839,910

GERMAN PROGRESS IN REDUCING THE SMOKE-PRODUCING QUALITIES OF BRIQUETS.

So far as can be learned, little has been accomplished in Germany in the matter of producing smokeless briquets. The fact 

that the coal entering into the composition of the briquet is fine 

does not make it less smoky, and the addition of a binding material 

in the form of pitch, itself a smoky fuel, really makes the briquet, 

so far as its composition is concerned, more smoky than the original 

fuel. But the difference in this respect is not great, as the weight of 

the binder is only 4 or 5 per cent of that of the coal. Moreover, as a 

practical matter, the disadvantage which may arise from the presence 

of the pitch may be neutralized by making the briquets of regular and 

uniform size, a condition which favors satisfactory action in the furnace. On the whole, therefore, as regards its smoke-producing 

qualities, the German bituminous-coal briquet is no more objectionable than the raw coal.

An attempt to employ a nonsmoking material (quicklime) as-a 

binder has been described by the Deutscher Ingenieur (1903). The 

fine coal was first dried, and then mixed with milk of lime in such 

proportions as to make the amount of lime in the mixture from 4 to 6 

per cent. This mixture was then pressed into molds under very 

heavy pressure, after which the briquets were placed in a chamber 

where they were subjected alternately to the gases of the fire and to a 

jet of steam, a process which served to change the quicklime in the 

briquet to carbonate of lime. Briquets thus made became very hard, 

resisted exposure to air or water, and held together well in the fire; 

but though several years have passed since the introduction of the 

process, nothing could be learned concerning the extent of its manufacture or use. Still more recently it has been reported that experiments are now in progress at Stettin involving the use, as a binder, of 

naphthalene, a by-product resulting from the manufacture of wood 

alcohol, with a view of keeping down the smoke-producing content of 

the briquet. Naphthalene costs more than the breeze from the coke 

ovens, but only one-fourth as much is required, so that the expense 

per briquet is not increased.

BRIQUETS FROM THE CONSUMER'S POINT OF VIEW.

Large consumers of fuel in Germany find it to their advantage to 

take a certain small percentage of their total supply in the form of 

bituminous-coal briquets. This is done not because the briquets are
10 TESTS OF RUN-OF-MINE AND BRIQUETTED COAL.

especially preferred, but because there are some uses about manufacturing establishments to which this form of fuel is well adapted, and 

because by taking them the stock of the seller is evened up. The 

form and size of the briquets thus taken are within wide limits, subject to choice. By far the largest consumers of briquets in Germany 

are the railroads. The briquets for use in locomotive service have the 

form of a rectangular parallelepiped, the corners, perpendicular to 

the large faces, being rounded. They weigh either 3 or 5 kilograms 

(6.6 or 11 pounds). Other facts concerning their form and composition will be found concisely stated in the specifications of the 

Prussian State Railroad presented elsewhere in this paper. Much of 

the surplus stock of locomotive fuel is carried in this form. The 

briquets in store are laid up in compact regular courses to form piles 

from 6 to 8 feet in height along one or both sides of a fuel-storage 

track. If of good quality, they are but little affected by exposure to 

the weather, even though they remain untouched for several years. 

In the piles examined the upper courses, which are most exposed, 

showed no marked indication of deterioration. In a single locality 

in southern Germany piles of rather poorly fabricated briquets, which 

could be easily broken, were found; but it was said that even these 

briquets would withstand storage exposure for a period of one year.

Concerning the thermal quality of briquets used in German locomotive service, facts are difficult to obtain. The specifications of the 

Prussian State Railroad contain no requirement with reference to 

this matter; they are drawn merely to cover ordering, delivery, and 

payment. In Saxony and Bavaria, so far as could be ascertained, no 

formal specifications are in use by the Government railways. The 

briquets are sold under trade names, such as "Sunshine" and "Golden 

Glow." To speak in very general terms, it is the opinion of German 

motive-power officials that the best briquets do not equal the best 

coal, and, aside from all qualifications as to quality, it is not regarded 

as good practice to supply locomotives entirely with briquetted fuel, 

except when they are employed in inferior service. A mixture of 

half briquets and half coal is commonly used and was most heartily 

commended by a considerable number of motive-power officials as 

constituting a fuel for locomotives that was entirely satisfactory.

In fast passenger service out of Berlin the use of briquets is avoided 

as much as possible. In such service the briquets are dumped on top 

of the load of coal, the quantity being not more than one-fourth of the 

total fuel supply on the tender. By loading in this way the briquets 

constitute the first fuel to be used. They serve in starting the fire, 

and are for the most part gone or at least in the fire box when the 

engine leaves its terminal. In using this form of fuel the fire box is 

kept well filled, the fire being a foot or more in thickness. Deep fire 

boxes are not infrequently filled to the level of the fire door.
U. S. GEOLOGICAL SURVEY 

A. TENDER OF A COMBINATION LOCOMOTIVE, SHOWING FINE COAL IN 

FRONT.

li. LOCOMOT
SPECIFICATION'S FOR BRIQUETS. 1 It

The conclusion to be drawn from a rather careful inquiry among 

German users of briquets, chiefly in locomotive service, is to the effect 

that the process of briquetting gives a fuel which can be handled and 

stored with greater facility and with less loss than natural coals, 

which is of satisfactory thermal value, and the use of which conserves 

the country's resources.

THE BRIQUET INDUSTRY IN BELGIUM AND FRANCE.

In Belgium, and to a lesser degree in France, the bituminous-fuel 

briquet is of greater importance than in Germany. All the Belgian 

coals are fine, nothing approaching the lump coals of Germany, of 

England, or of the United States being obtainable, except through 

importation. In Belgium, therefore, the briquet is a more serviceable 

form of fuel than native coal in its natural state. On the Belgian 

State railways natural coal is used more or less in freight service, but 

briquets are used exclusively in passenger service. As they are 

manufactured by a process which delivers continuously, and as they 

are not always cut off at the marking, the fragments fired are of all 

sizes up to one and one-half times the size of the normal briquet. A 

single normal Belgian briquet weighs 11 pounds. No scoop is necessary in firing these briquets. The fireman picks up the blocks singly, 

or piles two or three on his hand and wrist, and tosses them into the 

fire box. The process appears simple and clean, but it is a fact that 

locomotives thus fired, in spite of the usual precautions taken, are 

dirty beyond description. The use of a fuel composed of fine coal 

and pitch is probably responsible for an atmosphere in the cab 

which, though not visibly objectionable, produces local discoloration 

upon everything it touches. ...

The views given in Pis. II and III illustrate some features of the 

use of briquets by railroads in France. PI. II shows briquets in 

baskets, for quick loading, on a station platform, and a locomotive 

tender with fine coal in front and briquets in the rear. PL III shows 

briquets stored in piles and the tumbling apparatus used for testing 

the coherency of briquets.

FOREIGN SPECIFICATIONS FOR BRIQUETS.

An idea of the significance of the briquetting industry in several 

different countries may be had by reviewing the requirements 

embodied in the specifications governing the purchase of briquets. 

Four such specifications, which may be accepted as typical, are presented in this report (pp. 48-56). They are those of the Prussian 

State Railroad, the Belgian State Railroad, the State Railway of. 

France, and the Paris-Orleans Railway, of France. The facts which are 

set forth by these typical specifications with reference to the composition of briquets and to the mechanical tests employed in determining their value will prove of especial interest to the American reader.
TESTS OF RtTN-OF-MIKE AND BEIQUETTED COAL.

COMPARATIVE TESTS OF LLOYDELL COAL AND

BRIQUETS.

PERSONNEL.

The tests of Lloydell coal and briquets here reported were made 

under the direction of A. W. Gibbs, general superintendent of motive 

power of the Pennsylvania Lines, by E. D. Nelson, engineer of tests, 

at Altoona, Pa. The testing plant was in charge of S. B. Koch, who 

was assisted by G. E. Roads. G. E. Rider and R. Gait were present 

and assisted in the tests on behalf of the United States Geological 

Survey, in cooperation with which these tests were conducted and 

by which the briquets were manufactured. This report is abridged 

by the writer from a more elaborate report of results prepared by 

Mr. Nelson.

PURPOSE OF THE TESTS.

Many low-volatile coals, such as those mined in the vicinity of 

Johnstown, Cambria County, Pa., are semismokeless and therefore 

very desirable for use in locomotives at or near terminals; nevertheless, on account of their low evaporative efficiency, they have not 

been found altogether satisfactory when used as locomotive fuel. 

Their tendency to disintegrate rapidly on the grate during combustion causes large quantities of cinders and sparks of high calorific 

value to be discharged. These cinders accumulate in the smoke box 

of the locomotive, obstruct the draft on the fires, and reduce the 

capacity of the boiler. The investigation here reported, therefore, 

was undertaken to determine in what measure, if any, the process of 

briquetting will serve as a remedy for these defects-and to discover 

the effect of the process on efficiency and capacity.

COAL TESTED.

The coal selected for the tests was taken from a mine working the 

Lower Kittanning coal bed near Lloydell, Cambria County, Pa., on 

the South Fork branch of the Pennsylvania Railroad. This coal was 

practically the same as that mined in the Scalp Level district of 

Pennsylvania, which was used in all the locomotive tests made by the 

Pennsylvania Railroad Company at the Louisiana Purchase Exposition in 1904. Its characteristics as a locomotive fuel were therefore 

well known. The Lloydell coal is a very friable, low-volatile bituminous coal, and the carloads selected for the tests consisted of run of 

mine. They were loaded and shipped under the supervision of J. S. 

Burrows, of the Geological Survey. The coal was exposed to the 

weather for thirty days on the way to the St. Louis testing plant,
U. S. GEOLOGICAL SURVEY 

A. BRIQUETS STORED FOR LOCOMOTIVE USE IN TIMES OF EMERGENCY, 

PARIS, LYON AND MEDITERRANEAN RAILWAY.

Ji. STEEL CYL

FOR THE 
LOCOMOTIVE TESTS. 13

before being briquetted. It showed but little change due to this 

exposure except a decided increase in moisture, which, however, was 

eliminated in the briquetting process.

BRIQUETS TESTED.

The briquets tested were of two sizes, and the amount of binding 

material in them ranged from 5 to 8 per cent. The larger size, called 

in the tests "square," was rectangular in form, about 3 by 4£ by 6f 

inches, with slightly rounded corners, and weighed about 3£ pounds. 

The smaller size,of briquet, called "round," was cylindrical with convex ends, had a diameter of about 3 inches and a length over the 

convex ends of 2 inches, and weighed about one-half pound.

The binding material in all the briquets was water-gas pitch. This 

material was furnished at the briquetting plant of the United States 

Geological Survey, in St. Louis, at $9 per ton, or 0.45 cent per pound. 

The least amount of binding material that would make perfect 

briquets was found to be 5 per cent of the weight of the coal, The 

cost of the binder in one ton of the 5 per cent briquets was therefore 

45 cents.

The cost of briquetting, including all charges, is estimated to be 

about SI per ton of briquets; .that is, the briquetting added approximately $1 per ton to the cost of the coal. The briquets were made, 

however, in an experimental plant, and the price is for this reason 

probably not so low as if they had been made on a much larger scale

The briquets were made by the fuel-testing plant of the United 

States Geological Survey at St. Louis. The coal was shipped from 

the mine at Lloydell under the supervision of an inspector of the 

Survey, who at the same time obtained mine samples. The samples 

were hermetically sealed and sent to the St. Louis laboratories for 

analysis. After the coal was made up into briquets it was returned 

to the locomotive testing plant at Altoona, Pa., for the tests. The 

method of making the briquets is described in detail in previous 

reports of the Geological Survey.® In this process the binding 

material is mixed with the crushed coal, the mass is softened by contact with steam as it passes to the briquetting press, and the briquet 

is finally formed in a compressing machine.

DESCRIPTION OF LOCOMOTIVE.

The locomotive used for all tests was a simple Atlantic (4-4-2) 

type passenger locomotive of the Pennsylvania Railroad Company's 

class E 2a. It is shown in the outline elevation in fig. 1, and its

"Report on the operation of the coal-testing plant of the United States Geological Survey at the 

Louisiana Purchase Exposition, St Louis, Mo., 1904: Prof. Paper No. 48. See also Bulletins 290, 332, 

and 343.
. i._Outline elevation of Pennsylvania.Railroad Company lo
LOCOMOTIVE TESTS. 15

.general appearance in its position at the testing plant is shown in 

PI. I. The principal dimensions, etc., are as follows:

Working pressure.....................................pounds.. 205

Total weight..........................................do.... 184,167

Weight on drivers....................................do.... 110, 001

Valves: 

- Type.................................Double-ported balanced slide.

Type of valve motion.:.'............................ Stephenson.

Maximum travel................................inches .. 7

Outside lap.......................................do.... 1.5

Inside lap.......................................do.... .15

Ports:

. Length..........................................do.... 20

Width of steam port..............................do.... 1.5

Width of exhaust port.............................do.... 3'

Total wheel base......................................feet.. 30.75

Rigid wheel base..................................... -do.... 19.08

Cylinders:

Diameter....................................... .inches.. 20.5

Stroke............................................ do.... " 26

Piston rod diameter..................................do.... 3.5

Drivers, diameter.....................................do.... 80

Boiler:

Type......................................Belpaire, wide fire box.

Diameter of front end................... _,.......inches.. 70

Number of tubes........................................... 315

Length of tubes.....................................inches.. 179.78

Length .of fire box inside.......:.......................do.... 114

Width of fire box inside..............................do.... 68

Heating surface in fire box.......................square feet.. 156.86

Heating surface in tubes, fire side.....................do.... 2,162.40

Total heating surface...................................do.... 2, 319. 26 

Type of grate....................................... Rocking, Singer.'

Grate area......................................square feet.. 55.5 ;

i 

LOCOMOTIVE TESTING PLANT.

The Pennsylvania Railroad Company's locomotive testing plant 

has been fully described elsewhere, a so that it is unnecessary to enter 

into details here. It is sufficient to note that the plant provides for 

the operation of a locomotive held in position with its wheels resting 

on supporting wheels, and is so equipped that uniform conditions of 

running may easily be maintained. The accurate measurements 

which such a laboratory equipment permits make possible the careful work necessary for satisfactory comparative tests. The plant, 

originally erected as an exhibit at the Louisiana Purchase Exposition, 

was later removed to a permanent site at Altoona, Pa., where the 

tests under consideration were made. PI. I shows the interior of the

«' Locomotive tests and exhibits, Louisiana Purchase Exposition, published by the Pennsylvania 

Railroad System; also Locomotive testing plants, by W. F. M. Goss, Trans. Am. Soc. Mech. Eng., 

vol. 25, 1904, p. 827.
16 TESTS OF RUN-OF-MINE AND BRIQUETTED COAL.

laboratory and in some detail the locomotive with its supporting 

machinery and brakes.

TEST CONDITIONS.

In order to obtain results covering all practical rates of evaporation 

up to the limit of the boiler capacity, tests were made with each style 

of briquets and with' the natural coal under the following conditions 

of running: First, a low evaporation test at 80 revolutions per minute 

and 15 per cent cut-off; then a higher evaporation test at 120 revolutions per minute and 20 per cent cut-off; next a still higher evaporation test at 160 revolutions per minute and 25 per cent cut-off; and 

finally a test made at the maximum possible evaporation. With the 

briquetted coal this maximum-capacity test was at 200 revolutions 

per minute and 32 per cent cut-off. Four or at most five tests were 

thus sufficient to cover the range of boiler capacity.

EESULTS OF TESTS.

A summary of the observed and calculated results is presented in 

the subjoined table. The data tabulated represent the performance 

of the boiler and furnace more or less completely; as tests of coal 

concern primarily the boiler, the record of the engine performance 

is much abridged, only a few of the more important results being 

included.

Results of tests of Lloydell coal and briquets at Altoona, Pa., 1907. 

. 1. GENERAL CONDITIONS.

1 No. Test M

1 

2 

3

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20

Laboratory symbol.

2

80-15-F.. ...................

120-20-F..... ................

160-25-F. ....... .............

160-25-F.. ....................

160-30-F......... ............

80-15-F.....................

120-20-F.....................

160-25-F.....................

120-20-F.....................

160-25-F.....................

160-25-F.....................

160-30-F.....................

160-32-F.. ...................

200-32-F.. ...................

80-15-F.....................

120-20-F.....................

160-25-F.....................

160-30-F.....................

200-32-F.....................

200-32-F.....................

Date of 

test.

3

May 2 ... 

March 17. 

March 24. 

May 1 ... 

May 3 ... 

May 6 ... 

May 8 ... 

March 23. 

May 9 ...

March 18. 

March 19. 

March 20. 

March 22. 

May 7 ... 

May 4. .'. 

March 25. 

March 26. . March 29. . March 30. .

of testDuration 

(hours).

4

3.0 

3.0 

2.0 

2.0 

2.0 

3.0 

3.0 

2.0 

3.0 

3.0 

2.5 

.5 

2.5 

1.0 

3.0 

3.0 

'2.5 

1.83 

1.0 

1.0

of Position reverse from (ntches lever 

forward). center 

5

15.5 

15 

14 

14 

13 

15.5 

15 

14 

15 

14 

14 

13 

12.5 

12.5 

15.5 

15 

14 

13 

12.5 

12.5

Barometer pressure (pounds persquare 

inch).

6

14.20 

14.02 

14.06 

14.17 

14.16 

14.11 

14.12 

13.96 

14.05 

14.07 

14.09 

14.01 

14.13 

14.16 

14.03 

14.07 

14.04 

14.08 

14.13 

14.03

Boiler pressure 

(pounds per square 

inch).

CO

gfc >

 <

1

201.4 

203.5 

200.2 

201.1 

193.9 

204.2 

204.8 

202.5 

205.0 

202.8 

203.8 

205.3 

202.3 

189.1 

201.9 

203.9 

201.6 

203.3 

187.6 

173.6

aD 

1

8

205 

206 

204 

205 

205 

206 

206 

205 

206 

205 

205 

206 

205 

197 

204 

206 

205 

206 

201 

192

a 3 s

9

196 

198 

192 

192 

179 

202 

200 

196 

203 

199 

199 

205 

190 

182 

199 

198 

196 

201 

166 

160

of labo-Temperature 

(°F.). ratory 

10

63 

60 

65 

64 

61 

65 

65 

60 

70 

65 

58 

61 

61 

52 

70 

64 

71 

65 

67 

72

NOTE. Throttle opening full in all tests.
LOCOMOTIVE TESTS. 17

Results of tests ofLloydell coal and briquets at Altoona, Pa., 1907 Continued..

2. SPEED, WATER, AND STEAM.

| No. Test *- 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20

Laboratory 

symbol.

2

80-15-F........

120-20-F........

160-25-F......:.

160-25-F........

160-30-F........

80-15-F........

160-25-F........

120-20-F........

160-25-F........

160-30-F........

160-32-F........

'200-32-F........

80-15-F.........

120-20-F........

160-25-F........

160-30-F ........

200-32-F........

200-32-F........

Speed.

0> -M§

a 

aft

M

§ 

+3

3

t>

0)

tf

11

80 

120 

160 

160 

160 

80 

120 

160 

120 

160 

160 

160 

160 

200 

80 

120 

160 

160 

200 

200

^

§ 

a

* ft

£ 

1

12

18. 89 

28.34 

37.78 

37.78 

37.78 

18.89 

28.34 

37.78 

38.34 

37.78 

37.78 

37.78 

37.78 

47.23 

18.89 

28.34 

37.78 

37.78 

47.23 

47.23

! §5

o

io 

ft 

-p

0)

a> 

ft

13

173.1 

259.6 

346.2 

346.2 

346.2 

173.1 

259.6 

346.2 

259.6 

346.2 

346.2 

346.2 

346.2 

432.8 

173.1 

259.6 

346.2 

346.2 

432.8 

432.8

Water.

t

-o

<B<a

o£ 

8S, i*g+j

0>I1

u> t<

14

54.8 

46.7 

47.9 

50.4 

49.9 

53.8 

51.7 

45.9 

53.0 

47.4 

49.9 

46.0 

43.8 

45.0 

54.1 

51.8 

47.7 

46.1 

50.4 

49.4

i

j?

S|

T3 a

SI > 3 

Ig

r

£

15

43,940 

58, 736 

51, 510 

51.920 

61,316 

45,201 

60,852 

52, 323 

61,098 

78,000 

66,039 

16, 173 

87,261 

36, 716 

46,088 

60,536 

63,953 

.58,753 

36,875 

34, 473

1

a

a <" "l

«H 3

o

+J ft °»

sS-t-3 

C3

£

16

670 

399 

0 

0 

0 

30 

78 

0 

150 

0 

42 

0 

0 

0 

1,300 

0 

0 

0 

0 

0

feft

s <s o t>

£l <O s&i o-S'S <y w P

(H fl 3

lla

315 1*4 +-> I'gg

 2 d °

t£

17

43, 270 

58, 337 

51,510 

51,920 

61,316 

45,171 

60, 774 

52,323 

60,948 

78,000 

65,997 

16, 173 

87, 261 

36,716 

44, 788 

60, 536 

63,953 

58,753 

36,875 

34.473

Steam.

ffi tH

* oS

£*

iscop, _

Isf

log,

0) ft."

M

18

14,423 

19, 446 

25, 755 

25,960 

30,658 

15,057 

20,258 

26, 162 

20, 316 

26,000 

26,399 

32, 346 

34, 904 

36, 716 

14,929 

20> 179 

25, 581 

32,105 

36,875 

34, 473

b a

£

<3 w .

CO +}

vnS 

^0

£ "3 

3

19

98.47 

98.60 

98.28 

98.45 

98.40 

98.46 

98.42 

98.42 

98.47 

98.45 

98.48 

98.52 

98.46 

98.31 

98.49 

98.49 

98. 33 

98.34 

98.54 

98.58

%* ' 

 ° 3

 oo

S*

o>>* 3*

 O ft

a t-'s?

d OS'S

£°! t~f> 0

20

'14,266 

19,253 

25, 441 

25,674 

30,308 

14,891 

20,031 

25,869 

20,095 

25, 714 

26,117 

32,006 

34, 524 

36,275 

14,768 

19,963 

25, 279 

31, 729 

36, 492 

34, 121

3. FUEL.

No. Test 

1

1

2

3

4

5

6

7

8

9

10

11

n

13

14 

15 

16

17

18

19

20

Laboratory symbol.

2

80-15-F . . 

120-20-F . .

160-25-F . .

160-25-F . .

160-30-F . .

80-15-F . . 

120-20-F . .

160-25-F . .

120-20-F . .

160-25-F . .

160-25-F . .

160-30-F . .

160-32-F..

200-32-F.. 

80-15-F.. 

120-20-F . .

160-25-F..

160-30-F . .

200-32-F . .

200-32- P..

Kind of fuel.

21

Coal............ 

.....do..........

.....do..........

.....do..........

.....do..........

Square briquets.

.....do.....:....

.....do..........

.....do..........

.....do..........

.....do..........

.....do..........

.....do.......... 

Round briquets.

..:.. do. .........

.....do..........

.....do..........

.....do..........

(w 

O 

ft

+s

Si

o4 . '^G*

^d 8

3° 

u,

0) -3

g

«

22

 5< 

5

5

6

6

7

7

7

7 

8 

8

8

8

8

8

Fuel fired(pounds) as .

23

5,370 

8,430

8,201

8,354

11,334

5,291 

7,198

6,766

7,016

10,559

8,570

2,345

13,388

6,257 

5,290 

7,396

7,955

7,653

7,030

6,673

Dry firedul (pounds).

24

5,303 

8,325

8,099

8,250

11,193

5,258 

7,153

6,723

6,970

10, 490

8,520

2,331

13, 310

6,221 

5,256 

7,348

7,903

7,603

6,984

6,630

Dry ash bynaly sis 

(pounds).

25

395 

620

604

615

834

437 

595

559

591

889

708

194

1,106

517 

473 

662

712

685

629

597

Combustible analysis b

(pounds).

26

4,908 

7,705

7,496

7,636

10, 359

4,821 

6,558

6,165

6,380

9,610

7,812

2,138

12,205

5,704 

4,782 

0,686

7 191

6,918

6,355

6,032

t<

. §

a

fe . 

 O'O ^

£

a

,r* 3 

<H 0

_. » O^ 5

t*>

ft

27

1,768 

2,775

4,050

4,125

5,597

1,753 

2,384

3,362

2,323

3,497

3,408

4,662

5,324

6,221 

1,752 

2,449

3,161

4,155

6,982

6,630

Dry fueloot per squaeof grate sufce per 

hour (pounds).

28

31.86 

50.00

72.97

74.32

100:85

31.59 

42.95

60.58

41.86

63.01

61.41

84.00

95.93

112.09 

31.57 

44.13

56.95

74.86

125. 84

119. 46

Cinders collected insmoke hour box(pounds). per 

29

 28 

112

205

214

373

28 

70

199

52

212

126

246

419

1,021 

23 

58

' 61

132

292

776

Sparks discharged from hour (pounds). stack per 

30

39 

37

140

347

385

13 

29

25

25

26

26

56

60

118 

22 

95

18

49

149

126

57499 Bull. 363 08 2
18 TESTS OF KUN-OF-MINE AND BEIQUETTED COAL.

Results of tests of Lloydell coal and briquets at Altoona, Pa., 1907 Continued.

4. FUEL ANALYSIS.

6 

£ +j

&H 

1

1

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20

Laboratory symbol.

2

80-15-F ...............

120-20-F ...............

160-25-F ...............

160-25-F. ..............

160-30-F ...............

80-15-F...............

120-20-F ...............

160-25-F...............

120-20-F...............

160-25-F...............

160-25-F...............

160-30-F ...............

160-32-F. .........'.....

200-32-F. ..............

80-15-F ............... 120-20-F ........:......

160-25-F...............

160-30-F...............

200-32-F...............

200-32-T. ..............

Proximate analysis (per cent) .

Fixed 

carbon.

31

72. 03

69.95 

I 69. 43

1 69.88 

68.19

Volatile 

.matter.

32

19.37

21.16 

21.50

21. 28 ' 

22.21

Moisture.

33

1.24

.63

.65

.58

.65

Ash.

34

7.36

8.26 

8.42

8.26 

8.95

Sulphur (separately determined) .

35

1.20

1.35 

1.58

1.28 

1.81

Calorific value (B. t. u. per 

pound).

Dry 

coal.

36

14,918

14, 745 

14,612

14, 777 

14, 708

Combustible.

37

16,119

16,082 

15,955

16, 116 

16,164

Cinders.

38

12, 216 

11, 167 

10,385 

12,685 

11,019 

10, 593 

10,080 

11,618 

JIO, 023 

111,713 

' 9, 157 

7,370 

11,523 

8,434 

11,003 

10,208 

10,022 

11,761 

11,378 

11,378

Sparks.

39

8,453 

11,167 

12,097 

11,618 

11,737 

9,912 

8,524 

9,462 

9,741 

8,091 

9,781 

9,899 

11,048 

8,838 

9,178 

8,574 

9,782 

8,816 

 9,941 

10, 022

5. DRAFT AND SMOKE-BOX GASES.

6

£

w <D

H 

1

1

2

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20

Laboratory symbol.

2

80-15-F...............

120-20-F...............

160-25-F...............

160-25-F... .............

160-30-F...............

80-15-F...............

120-20-F...............

120-20-F...............

160-25-F...............

160-25-F...............

160-30-F...............

160-32-F...............

200-32-F1..............

80-15-F........... ; ...

120-20-F...............

160-25-F...............

160-30-F...............

200-32-F...............

200-32-F...............

Draft (inches of water).

& p,

_, cS £g

40

2.1 

3.4

4.7 

5.0 

6.3 

2.1 

3.4 

5.2 

3.2 

5.2 

4.5 

6.3 

8.7 

10.2 

2.1 

3.1 

4.7 

6.2 

9.0 

10.0

.h

 Sj §1, w

41

.1.9 

3.0 

4.3 

4.4 

5.5 

1.9 

3.1 

4.5 

2.8 

4.5 

4.1 

5.6 

7.9 

8.6 

1.9 

2.7 

4.4 

5.5 

7.9 

9.0

 X

0 

,0

£

<o

£

42

1.1 

.8 

1.4 

3.0 

2.7 

.5 

1.1 

1.2 

1.1 

1 3 

.9 

1.-4 

2.3 

3.4 

.5 

.8 

1.3 

1.5 

2.2 

4.5

§ ft 

ft 

§ 

a

M

43

0.1 

.2 

.2 

.2 

.3 

.1 

.1 

.2 

.1 

.2 

.1 

.1 

.3 

.3 

.1 

.1 

.3 

.3 

.4 

.3

Temperature 

PF.).

o>

^

fig5.0

c

M

44

567

578 

672 

C63 

735 

545 

. 609 

646 

602 

678 

638 

671 

7<6

%

591 

625 

695 

740 

753

K

o 

a

o

<c2

c

i 1

45

1,429

1,694 

2,226 

2,044 

1,967 

1,585 

1,842 

1,893 

1,862 

1,977 

1,999 

2,199 

2,248 

2,299 

' 1,640 

1,856 

1,802 

2,067 

2,316 

2,298

Analysis of smoke-box gases 

(percent).

^0

 flS. i*o3 X 

O 0

46

9.6

8.7 

11.4 

11.1 

11.7 

9.3 

9.3 

11.0 

9.7 

11.2 

11.0 

11.0 

12.8 

13.3 

10.0 

9.9 

10.7 

10.5 

11.2 

10.4

R 

o>

bo^

t»0 X^

o

47

9.1

9.1 

7.0 

6.5 

5.9 

9.7 

9.5 

' 7.4 

9.0 

6.8 

7.1 

7.6 

3.5 

.9 

9.0 

9.1 

7.7 

5.4 

2.6 

.9

«« 

°2 

 °oO 

t« ao "ir o q

48

0 

0 

0.2 

.1 

.2 

0 

0 

Tr. 

0 

.07 

0 

Tr. 

1.2 

5.1 

0 

0 

Tr. 

.2 

6.6 

7.3

s 

2? +z^-' 

ft

49

81.3 

82.1 

81.4 

82.3 

82.2 

81.0 

81.2 

81.6 

81.3 

81.9 

81.9 

81.4 

82.5 

80.7 

81.0 

81.0 

81.6 

81.4 

79.6 

81.5
LOCOMOTIVE TESTS. 19

Results of tests of Lloydell coal and briquets at Altoona, Pa., 1907 Continued. 

6. BOILER PERFORMANCE.

Test No.

1

1 

2 

3

4 

5 

6

7 

8

9

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20

Laboratory 

symbol.

2

80-15-F.......

120-20-F.......

160-25-F.......

160-25-F.......

160-30-F.......

80-15-F.......

120-20-F.......

160-25-F.......

120-20-F.......

160-25-F....... 

160-25-F.......

160-30-F.......

160-32-F.......

200-32-F.......

80-15-F.......

120-20-F.......

160-25-F.......

160-30-F.......

200-32-F....... 

200-32-F.......

Water evaporated (pounds).

O O

§! <H m .

IMS 

§98 StH?8S 

g-o ft

PH

50

6.15 

8.30 

10.97 

11.07 

13.07 

6.42 

8.64 

. 11.15 

8.66 

11.09 

11.26 

13.80 

14.89 

15.64 

6.37 

8.61 

10.90 

13.68 

15. 73 

14.71

£MH 

O

Pft 

&

PH

61

8.07 

6.94 

6.28 

6.22 

5.42 

8.49 

8.40 

7.69 

8.65 

7.35 

7.66 

6.87 

6.48 

5.83 

8.43 

8.15 

8.00 

7.64 

5.23 

5.15

Equivalent evaporation (pounds).

g 

o A

& 

PH

52

17,392 

23, 637 

31, 193 

31, 415 

37,073 

18, 174 

24, 492 

31,780 

24,544 

31, 551 

32, 116 

39, 326 

42,485 

44, 535 

18, 015 

24, 405 

31, 005 

38, 976 

44, 590 

41, 662

 H <u

0 o

+j =a

II,

h MS 

3.92 tf-g-f 

"3& 

fefl ft 

PH

53

7.50 

10.19 

13.45 

13.55 

15.98 

7.84 

10.56 

13.70 

10.58 

13.60 

13.85 

16.96 

18.32 

19.20 

7.77 

10.52 

13.37 

16.81 

19. 23 

17.96

 3

3

«t-4 

 H . .

o-a

^M

g£ 

ft*

(H 

&

PH

51

9.72 

8.41 

7.61 

7.52 

6.54 

10.30 

10.21 

9.39 

10.49 

8.96 

9.37 

8.39 

7.93 

7.12 

10.22 

9.90 

9.74 

9.32 

6.34 

6.24

>>

 B H

"3

"O-H 

H Q)

o"1"1

ft

£PH

55

9.84 

.8.52 

7.70 

7.62 

6.62 

10.37 

10.27 

9.45 

10.57 

9.02 

9.42 

8.44 

7.98 

7.16 

10.28 

9.97 

9.81 

9.38 

6.34 

6.28

E 

o o

 S| 

 o-S i«

P<u 

PH

56

10.63 

9.20 

8.32 

8.23 

7.16 

11.31 

11.20 

10.31 

11.54 

9.85 

10.28 

9.20 

8.70 

7.76 

11. 30 . 

10.95 

10.78 

10.31 

7.02 

6.91

Boiler horsepower.

57

504.1 

685.1 

904.2 

910.6 

1, 074. 6 

526.8 

709.9 

921.2 

711.4 

914.7 

930.9 

1, 140. 0 

1,231.5 

1, 290. 9 

522.2 

707.4 

898.7 

1, 129. 8 

1, 292. 5 

1,207.6

of Efficiency boiler 

fuel based dry (peron 

cent).

58

63.7 

55,16 

49.85 

49.33 

42.86 

67.92 

67.27 

61.90 

69.86 

59.62 

61.57 

55.16 

52.11 

46.80 

67.50 

65.47 

64.42 

61.59 

41.91 

41.24

lost dueHeat cinders toand sparks (percent) .

59

2.55 

4.02 

6.32 

10.97 

10.30 

1.24 2.71- 

5.15 

2.26 

5.27 

3.55 

4.37 

 6.97 

10.50 

1.76 

3.90 

2.70 

3.25 

4.67 

10.34

7. LOCOMOTIVE PEEFORMANCE.

1 Test No.

1

1

2

3

4

5

fi

7

8

g

10

19

13

14

15

16

17

18

19

20

Laboratory symbol.

2

80-15-F............................

120-20-F............................

160-25-F..'..........................

160-25-F............................

160-30-F............................

80-15-F............................

120-20-F ............................

160-25-F............................

120-20-F............................

160-25-F ............................

160-25-F............................

160-30-F............................

160-32-F............................

200-32-F............................

80-15-F............................

120-20-F............................

160-25-F............................

160-30-F............................

200-32-F............................

200-32-F.........:..................

Drawbar- pull 

(pounds) .

60

7,464

7,607

8,975

8,854

10, 459

7,310

8, 066

8, 955

7, 951

8,961

'9, 012

10, 842

12, 068

10, 101

7,217

7,792

8,590

11,095

9,986

9,248

Drawbar horsepower.

61

376.0

574.8

904.2

892.0

1, 053. 7

. 368. 3

609.5

902.2

600.8

902.8

908.0

1, 092. 3

1,215.9

1, 272. 1

363.6

588.8

865.4

1, 117. 8

1,257.6

1, 164. 7

0

^ 

 3

£3

|!Lf

C3 O ft «,aa

m

62

290

93

330

212

193

756

243

200

215

298

319

273

226

188

329

330

199

254

186

173

o ^ 

0*3

 §sl

,00 tC-9 21& i * n 

§£.§ 

PR

63

35.9

13.4

52.6

34.1

35.6

 89.1

28.9

26.0

24.9

40.6

 41.6

39.7

34.9

. 32.3

39.0

40.5

24.9

33.3

35.6

33.6

Dry steam per drawbar horse-hour powerer 

(pounds).

61

37.18

33.34

27.78

28.55

28.58

' 38. 40

32.47

28.45

33.09

28.16

28.42

29.06

28.21

28.37

39.72

33. 35

28.98

28.16

28.87

29.15

coal Dry per

drawbar horse-hour power per

(pounds).

65

4.70

4.83

4.48

4.62

5.31

4.76

3.91

3.73

3.87

3.87

3.75

4.27

4.38

4.89

4.82

4.16

3.65

3.72

5. 55

5.69

Thermal efficiency of locomotive based fuelon

(percent).

66

3.63

3.53

3.81

3.69

3.21

3.63

4.41

4.63

4.50

4.50

4.59

4.03

3.93

3.52

3:59

4.16

4.74

4.65

3.12

3.04

Graphic logs for each test are shown in figs. 15 to 34. These are presented to explain some apparent irregularities in the plotted results. 

For example, in test 1 (fig. 15) the constant slope of the water and 

coal lines and the absence of abrupt fluctuations in the steam-
20 TESTS OF BTJN-OF-MINE AND BEIQUETTED COAL.

pressure line show at once the accuracy of the results. In test 4 

(fig. 18) tlie change of slope in the coal line at the beginning and the 

end of the test make the reliability of observations during these 

periods seem more or less doubtful.

ANALYSES OF COAL AND BRIQUETS.

The proximate analyses 'and calorific values of the fuel are given 

as columns 31 to 36 in the table. These analyses were made on 

carefully selected samples from carload lots of the coal, and on 

briquets of several qualities. They show that the coal contains 

more fixed carbon and moisture and less volatile matter and ash

2600 

2400

2200

j^

Ij2000

UJ

|l800

LL.

21600

UJ

oc 

§1400

2=1200

i 

iiboo Q.

S

£ 800 

600 

,400 

200

0

^

=5*, '

^

=^^"^

X

A 

D

o

&

*^\

 Sr 

r&=

i 

Briquets, square,5% binder

Briquets, square,6% binder 

Briquets, square,7% binder 

Briquets, round, 8% binder 

Raw Lloydell coal

^o*

>okert

, 

vfflV

oxte

__ . 

-TJS/S="

^p

upera 

-^t

^ - 

^

ures

^-'

4

« 

 

^

o

 ^

<

^~

 -t 

\

^^**

-a 

^

U 

9 10 11 12 .13 14 15 16 17 18 

EQUIVALENT EVAPORATION, POUNDS PER HOUR PER 

SQUARE FOOT OF HEATING SURFACE

19 20

FIG. 2. Values of smoke-box and fire-box temperatures plotted against rate of combustion.

than the briquets from the same coal. The calorific value per pound 

of dry fuel seems to be greater for the natural coal than for the 

briquets, notwithstanding the fact that the binder used in the latter 

has a higher heating value than the coal itself.

TEMPEEATUEES.

The smoke-box and fire-box temperatures are given as columns 

44 and 45 in the table. These values plotted against rate of combustion are shown in fig. 2. The results indicate that for both coal 

and briquets, with various percentages of binding material, the tern-
LOCOMOTIVE TESTS. 21

peratures in the fire-box and smokestack increase with increased 

rate of evaporation.

There is, however, as would be expected, no apparent difference 

in either the fire-box or the smoke-box temperature due to the use 

of briquets.

OFJ)RY_COAL_ POUND JUIVALENT EVAPORATION, PER A C/i OO to -^ w-<f> >J ro o 

^

ir--

\

X

A

O

A

pW

^^ 

i

II

Briquets, square,5% binder 

Briquets, square,6°X binder 

Briquets, square, 7% binder 

Briquets, round, 8% binder 

Raw Lloydell coal

*>N.°

 ***

k^

%/ 

°*

^

''a,, -

*3y

\

:ia^;

 \

^v

»

Q-.

c o

^ 0 10 20 30 40 50 60'_70 80 90 100 110 120 130 140 150 

DRY COAL FIRED PER HOUR, POUJiP-S PER SQUARE FOOT OF GRATE

FIG. 3. Equivalent evaporation per pound of dry coal plotted against rate of combustion.

80 

t 

UJ

u

570 

o. ee~

UJ _l 

O

"60

UJ

o

0

I50

U. 

U. 

UJ.

40

X,

6\

x Briquets, square, 5% binder 

A Briquets, square, 6% binder 

a Briquets, square,? % binder

0

X

>>.

\

irique 

iawL

\°,

N^

ts, ro 

loyde

«l

k,

^

und, 1 

1 coal

0

\

*»^v

}% bi

\33^

\

nder

9

^^.

\

"V

&\

0

0*

I0_20 30 40 50 60 70 80 90 100 110 120 130 140 150 

r DRY_COAL FIRED PER HOUR, POUNDS PER SQUARE FOOT OF GRATE

FIG. 4. Per cent evaporation efficiency of dry coal plotted against rate of combustion.

EVAPORATIVE EFFICIENCY.

Values representing the evaporative efficiency are presented as 

columns 50 to 59 in the table. In fig. 3 is shown the equivalent 

evaporation per pound of dry coal plotted against the rate of com-
22 TESTS OP BTJN-OF-MINE AND BRIQUETTED COAL.

bustion. The figure represents a comparison under the same test 

conditions between the natural Lloydell coal and the same coal briquetted. It shows that a well-defined improvement in the evaporation per pound of fuel is obtained by briquetting. Fig/4 shows the 

same relation as fig. 3, expressed in per cent.

In fig. 5, where the comparison is made on the basis of evaporation per square foot of heating surface, the better results for briquetting are further emphasized. It will be noted that the maximum evaporation possible with the natural Lloydell coal is 16 pounds 

per square foot of heating surface per hour, but with the same coal 

briquetted the evaporation is more than 19 pounds.

COAL PEROUND_OF DRY EVAPORATION, UIVALENT f-3 £5J>. OO ,tO~-J OS 

<#

^«

" 

^

 --,

^^

X

£

C

C

A ~~X^

i"^. 

 2

I .1 

Briquets, .square.5%, binder

Briquets, square,6% binder 

Briquets, square,7% binder 

Briquets, round, 8%.. binder 

Raw Lloydell coal

>/

^

)»eis

r^

0

~-*3

-V,

"** 

"^

o

""- £

L_

c

a

o

9 10 11 12 13 14 15 16 17 18 19 20 

EQUIVALENT EVAPORATION, POUNDS. PER HOUR PER 

.SQUARE FOOT OF HEATING SURFACE

FIG. 5. Evaporation per square foot of heating surface.

The following table, derived from fig. 5, gives a comparison of the 

different fuels at equal rates of evaporation:

Comparison of coal and briquets at equal rates of evaporation.

Evaporation per 

square foot 

of heating 

surface 

per hour.

Pounds. 

8 

10 

12 

14 

16

Equivalent evaporation per pound of 

fuel.

Natural 

Lloydell 

coal.

Pounds. 

9.5 

8.8 

8.0 

7.3 

C.6

Briquetted 

Lloydell 

coal.

 Pounds. 

10.7 

10.2 

9.7 

9.2 

8.7

The ultimate measure of locomotive efficiency is expressed, of 

course, in terms of coal per dynamometer horsepower hour. This 

value plotted against dynamometer horsepower is given in fig. 6, which
LOCOMOTIVE TESTS. 23

shows that whatever may be the power developed the briquets give 

the greater efficiency, but that when the power is extremely low or 

extremely high .the difference is small. At the point of maximum 

efficiency the difference amounts to nearly 35 per cent. It should 

be remembered, however, .in dealing with dynamometer horsepower 

that several variable factors, such as machine friction and engine 

efficiency, are introduced into the equation; and that the only true 

comparison to disclose the relative values of different fuels is that 

which is based on boiler performance alone.

DRYYNAMOMETER COAL, POUNDSER HORSE PWERHOUR 

-t> ' jjc/> air-^ jienw1 01 

f

\ X\

V

\ o 

\ 

\,

x Briquets, 

a Briquets, 

3 Briquets, 

5 Briquets, 

 Raw Lloy

^"- ^

* %fr

square, 5Xt 

square,6%t 

square, 7% I 

round 8% 

lell coal

 .,

e^,'

 » 

o

inder 

inder 

jinder 

jinder

o

^

D / /

/ /

sf

O

0

p1

1 

1 

1

1

1

Lj

400 600 800 1000 1200 1400 1600 

DYNAMOMETER HORSE.PJDWER

FIG. 0. Coal per dynamometer horsepower.

CINDERS.

In fig. 7 the weight of cinders collected in the smoke box is shown 

for different rates of combustion. There appears to be little or no 

difference in the results obtained from the natural coal and the briquetted coal. The sparks from the stack, when the locomotive was 

fired with briquets, were in the form of flakes of a size considerably 

larger than those discharged when coal was fired.

The calorific value of the cinders collected in the smoke box and 

the sparks discharged from the stack is, in general, higher for the 

natural coal than for the briquetted coal. That is, the heat loss due
24 TESTS OF EUN-OF-MINE AND BKIQUETTED COAL.

to the sparks and cinders is greater for the natural coal, though the 

quantities in pounds of cinders may be the same.

The amount of heat lost in the form of cinders and sparks, 

expressed as a percentage of the total heat supplied, is shown graphically by fig. 8, in which the solid- line represents the average cinder 

and spark loss for raw Lloydell coal at varying rates of combustion, 

and the broken line the same loss for the briquetted Lloydell coal. 

The points representing the former lie extremely close to the average 

line, but those representing the latter do not fall in such close alignment. It is a fact worthy of note, however, that those points which 

represent tests with briquets having the larger percentage of binder 

generally fall below the average line, whereas those for the smaller

1200

: 1000

800

600

400

S 200

x Briquets, square,5% binder 

A Briquets, square,6% binder 

a Briquets, square,? % binder 

o Briquets, round,8 % binder 

 Raw Lloydell coal

10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 

DRY COAL FIRED PER HOUR, POUNDS PER SQUARE FOOT OF GRATE

FIG. 7. Weight of cinders collected in the smoke box.

percentage of binder generally fall above the average line. The 

curve therefore shows that (a) the loss due to cinders and sparks is 

greater when raw coal is used than when briquets are used, and the 

difference increases as the rate of evaporation increases; (Z>) the loss 

due to cinders and sparks decreases slightly as the percentage of 

binder used in the briquets is increased.

SMOKE.

The density of the smoke from the locomotive was compared with 

the Ringelmann charts. These charts 0 are usually designated as fola A more complete description of Professor Ringelmann's method of smoke comparison may be found 

in Engineering News, November 11, 1897; or hi "The prevention of smoke," by C. Popplewell. See 

also Bull. Eng. Exper. Sta., Univ. Illinois.
LOCOMOTIVE TESTS.

lows: No. 0, no smoke; No. 1, light gray; No. 2, darker gray; No. 3, 

very dark gray; No. 4, black; No. 5, very black. The gradations in 

shade corresponding to the above scale of densities are given in PL IV. 

Smoke records were made at ten-minute intervals, 20 observations, approximately three seconds apart, being made the basis for

1 1 1 1 1 x Briquets, square,5% binder

 A Briquets, square,6% binder 

a Briquets, square,? % binder 

o Briquets, round; 8% binder 

 Raw Lloydell coal

^

/

''''

,

/s

/

X

7

X ,'

/

/

s

s

0

7

/

S

^

/\

,

''

o

/.

/

D

/

/

>

/

Q c

,

/ 

o

10 20 30 40 50 60 70 80 90 100 110 120 130 140 

DRY COAL FIRED PER HOUR, POUNDS PER SQUARE FOOT OF GRATE SURFACE

FIG. 8. Amount of heat lost in the form of cinders and sparks.

each record. It was assumed that observations made for one minute 

at the beginning of each ten-minute interval would represent the 

average conditions for the whole interval. To reduce the number 

of observations to ten for each ten minutes every other reading was 

taken and the results have been plotted on figs. 9 to 13.
CHARTS SMOKE OF READING 

en -1^ GJ ro O U> £> Co ro o row-t^cn O cn 

ciaxxarLtnaa
U. S. GEOLOGICAL SURVEY

x B

B

B

o B

R

SMOKE CHART AND DIAGRAM OF DRAWBAR P
CHARTS SMOKE OF READING 

ro o t/i -^ u> i\> o rocj-^yi O 
20 _ 30 __40 

MINUTES AND~HOURS

FIG. 11. Smoke density.
to ro o 

CHARTS SMOKE OF READING 

'to ro o GJ ro O tVJCJ-^tn O 

'SXSHEX
co *>'. '. ' 

CHARTS SMOKE OF READING 

CO, M W *» CO INJ O 

08 sxsai TVOO
LOCOMOTIVE TESTS. 31

In order to present these smoke indications in better form for comparison, average values have been calculated, and the results are 

given in the subjoined table.

Results of smoke observations.

Test 

No.

1

6

IS

?,

7

9

Ifi

3

4

8

in11

17

5

10

13

14

19

20

Laboratory symbol.

80-15-F.... ..........

80-15-F...............

80-15-F...............

120-20-F...............

120-20-F...............

120-20-F...............

120-20-F...............

160-25-F...............

160-25-F...............

160-25-F...............

160-25-F...............

160-25-F...............

160-25-F...............

160-3G-F.. ..............

KiO-36-F. ..............

160-32-F...............

200-32-F...............

200-32-F...............

200-32-F...............

Percentage 

of capacity 

of boiler, a

43.5

45.4

45.0

59.1

61.2

61.4

61.0

78.0

78.5

79.5

78.9

80.3

. 77.5

92.7

97.3

106.2

111.3

111.5

104.0

Density of 

smoke. &

' 1.1

.3

.5

1.2

.4

.3

.8

1.8

1.6

.4

1.0

.4

.7

2.1

1.8

1.4

3.3

4.1

4.2

Kind of fuel.

Coal.

Coal.

Round briquets, 8 per cent binder.

Coal.

Do.

Round briquets, 8 per cent binder.

Coal.

Round briquets, 8 percent binder.

Square briquets, 7 per cent binder.

Do.

Do.

a Based on 40,000 pounds equivalent evaporation per hour. 

, . 6 Average number Ringelmann scale.

A careful examination of this table shows that for a given boiler 

capacity more smoke is made when raw coal is fired than when 

briquets are fired. Thus, on comparing tests 3 and 4 with tests 8,10, 

11, and 17, we find the average density of smoke for raw coal to be 

1.7, whereas for briquets it is but 0.62.

Test 20 with briquets shows very black smoke, but in this test the 

boiler was forced to an evaporation far beyond that found possible 

with natural coal. The smoke-box gases show over 7 per cent of 

carbon monoxide and less than 1 per cent of oxygen, indicating very' 

incomplete combustion.

In fig. 14 the smoke density is plotted against boiler capacity, and 

average lines are drawn through points representing tests with raw 

coal and briquets with 8, 7, and 5 per cent of binder. As there are but 

two points representing tests with briquets having 7 per cent binder, 

and as their.position seems to be contradicted by the position of the 

other points, no line has been drawn through them. The curves show 

that the smoke density is nearly constant for all capacities under 90 

per cent of full load, but that for capacities beyond this point the 

density increases rapidly. It appears that for all tests with briquets 

the density of the smoke is less than for corresponding tests with raw 

coal, but more smoke is produced with briquets having 8 per. cent 

binder than with those having 5, 6, or 7 per cent. Whether this fact 

is to be explained by the varying amounts of binder used or by the 

difference in size and shape is a question. However, as the binding 

material employed consists largely of volatile matter, it is reasonable
32 TESTS OF RUN-OF-MINE AND BRIQUETTED COAL.

to suppose that the varying amounts used in the several briquets 

cause the varying density of the smoke shown in fig. 14.

SMOKE DENSITY IN INTERMITTENT RUNNING.

At the end of test 13, with the locomotive standing, the blower 

was put on, and after two minutes the smoke cleared. Immediately 

after the close of test 14, with a very heavy fire, the engine was 

again started at a glow speed and .with partly open throttle. With 

these conditions of running, the smoke cleared entirely after eighteen 

minutes. These conditions are not dissimilar to the intermittent 

operation to which a locomotive is subjected as it enters a terminal,

 -

 

 9

1 1 x Briquets, square,5% binder

A Briquets, square.6% binder 

a Briquets, square,7% binder 

o Briquets, round, 8%' binder 

 Raw Lloydell coal

Ka*J<

_!_--

x W

JO>___ 

 

binde *r

^

 -cr-

-X

^

'

^

.'

/

/

/

/

,/

/

 <

*

/

/

/

0*.

/

*i

7

&

/

^

/

1

#Y

D

 o

N

/

50 60 70 80 90 

BOILER CAPACITY, PER CENT

100 110

FIG. 14. Smoke density plotted against boiler capacity.

and the results show the degree of smoke control which the use of 

briquets makes possible under such adverse conditions.

BEHAVIOR OF COAL AND BRIQUETS DURING COMBUSTION.

Briquets of both small and large size were fired with the ordinary 

shovel and were handled in much the same manner as coal. In all 

tests they were fired alone without mixing with coal. It was not 

necessary to break the briquets in order to handle them readily with 

the ordinary scoop shovel, and the unbroken briquets burned freely and 

completely. They disintegrated slowly from the heat of the flame 

and became more or less porous as they swelled and opened under the 

action of the heat.
LOCOMOTIVE TESTS. 33

In the process of starting a fire with briquets no difficulty was 

experienced, the ordinary blower arrangements at the engine house 

being sufficient. The natural coal was finely divided when fired and 

did not form so open a mass in the fire box as the briquets. Much 

of the finer portion was drawn, unburned, through the tubes by the 

force .of the draft.

EFFECT OF HANDLING AND WEATHERING ON BRIQUETS.

To observe the effect on briquets of exposure to the weather, 

a number of the round and square briquets were placed on the roof 

of the testing plant. After four months of exposure for the round 

and three months for the square briquets, no change whatever from 

their original condition was noticed. They appeared to be entirely 

impervious to moisture and were still firm and hard.

The briquets were little affected by handling. They were loaded 

at St. Louis in open gondola cars and shipped to Altoona, where they

were unloaded by hand and stacked. They were handled a third 

time in taking them to the firing platform of the test locomotive. 

After these three handlings they were still in good condition, very 

few were broken, and the amount of dust and small particles was 

practically negligible.

CONCLUSIONS.

The results of the tests justify the following conclusions: 

(a) The evaporation per pound of fuel is greater for the briquetted 

Lloydell coal than for the same coal in its natural state. This advantage is maintained at all rates of .evaporation.

(6) The capacity of the boiler is considerably increased by the use 

of briquetted 'coal.

(c) Briquetting appears to have little effect in reducing the quantity of cinders and sparks; the calorific value of these, however, is 

not so high in the briquetted as in the natural fuel.

(d) The density of the smoke with the briquetted coal is much less 

than with the natural coal.

(e) The percentage of binder in .the briquet has little influence on 

smoke density.

(/) The percentage of binder for the range tested appears to have 

little or no influence on the evaporative efficiency.

(g) The expense of briquetting under the conditions of the experiments adds about $1 per ton to the price of the fuel, an amount which 

does not seem to be warranted by the resulting increase in evaporative efficiency.

(Ji) With careful firing, briquets can be used at terminals with a 

considerable decrease in smoke.

(i) The briquets appear to withstand well exposure to the weather, 

and suffer little deterioration from handling. 

57499 Bull. 363 08 3'

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44 TESTS OF RUN-OF-MINE AND BRIQUETTED COAL,

LOCOMOTIVE ROAD TESTS OF BRIQUETS.

In cooperation with the Missouri Pacific, the Lake Shore and 

Michigan Central, the Chicago, Rock Island and Pacific, the Chicago, 

Burlington and Quincy, and the Chicago and Eastern Illinois railroads, 100 locomotive tests have been made by the United States 

Geological Survey to determine the value, as a locomotive fuel, of 

briquets made from a large number of western coals. All tests were 

made on locomotives in actual service on the road. In some tests 

there was small opportunity for procuring elaborate data, but in 

others, where dynamometer cars were employed, it was possible to 

obtain more detailed results. The purpose which these tests were 

intended to serve was not so much to determine the evaporative efficiency of briquets as to investigate their behavior in practical use.

Briquets made from Arkansas semianthracite, two qualities of 

Indian Territory slack, Indian Territory screenings, Missouri slack, 

Indiana Brazil block slack, coke breeze, and a mixture of coke 

breeze and washed Illinois coal were tested, and comparisons were 

drawn either with the same coal that was used in the briquet or with 

coal similar to it. In nearly every test the results reported show 

that the coal when burned in the form of briquets gives a higher 

evaporative efficiency than when burned in the natural state. For 

example, Indian Territory screenings give a boiler efficiency of 59 per 

cent, whereas briquets made from the same coal give an efficiency 

of 65 to 67 per cent. Decrease in smoke density, the elimination of 

objectionable clinkers, and an apparent decrease in the quantity of 

cinders and sparks are named as the chief reasons for this increased 

efficiency.

COMPARATIVE ROAD TESTS OF COAL AND BRIQUETS.

ATLANTIC COAST LINE RAILEOAD.

In the following table are presented the results of comparative 

tests of run-of-mine New River coal and of briquets of the same fuel, 

made in December, 1907, on a locomotive in the regular passenger 

service of the Atlantic Coast Line Railroad. These tests were conducted under the supervision of R. E. Smith, general superintendent 

of motive power of the railroad, in cooperation with the United States 

Geological Survey. Sixteen complete test trips were run between 

Rocky Mount and Wilmington, N. C., with the same engine, crew, 

and trains. An equal number of tests were made with run-of-mine 

coal furnished by the railroad company and with round and rectangular briquets made at the Geological Survey fuel-testing plant at 

Norfolk, Va., from the same coal, with 6 per cent of water-gas pitch 

binder.
LOCOMOTIVE TESTS. 45 

Tests of run-of-mine New River coal and briquets.

Number of test trips. ..........................................................

Coal.

16

172, 700

10 794

5.397

1,984

10, 912

15.8

5.5

Briquets.

16

161, 980

10, 124

5. 062

1,984

12, 896

12.5

6.5

It is reported that from a practical standpoint the briquets thus 

tested were very satisfactory. Their use was found to eliminate 

"all black smoke. No objectionable clinker was formed and the fuel 

seemed to burn completely.

CHESAPEAKE AND OHIO RAILWAY.

In December, 1907, the United States Geological Survey COOpei'- 

ated with the Chesapeake and Ohio Railway in making a series of 

comparative road tests of the performance of run-of-mine coal and 

briquets of the same coal on locomotives in regular service. These 

tests were conducted under the supervision of J. F. Walsh, superintendent of motive power of the railway. One car of fuel was used 

in tests run on a passenger locomotive between Old Point and Richmond, Va., and four cars on through express locomotives between 

Washington, D. C., and Charlottesville, Va. The briquets were made 

at the fuel-testing plant of the Geological Survey at Norfolk, Va., 

from run-of-mine coal furnished by the railroad company, with 6 per 

cent of water-gas pitch used as a binder.

The coal for these tests came from a mine working the Fire Creek 

coal bed at Minden, in the New River district of West Virginia. This 

coal was shipped without being inspected. The sample consisted of 

run-of-mine coal and reached the testing plant after a maximum 

exposure to the. weather of sixteen days, the first car of coal to arrive 

being exposed for only eight days. This was a typical example of the 

low-volatile or semibituminous friable coals of the New River district.

No attempt was made in these tests to make careful measurements 

of fuel and water; however, during the tests the following facts were 

developed. The briquets ignited freely, made an intensely hot fire, 

and when the engine was working emitted very little smoke. It was 

found that a comparatively heavy fire could be carried without 

danger of clinkering. Few ashes were left in the fire box or ash pan, 

and the cinder deposit in the front end was small. The results do 

not show that any apparent improvement in evaporative efficiency 

was obtained by the use of briquets, as compared with that obtainable from the natural fuel.
46 TESTS OF KUN-OF-MINE AND BKIQUETTED COAL.

COMPARATIVE TESTS OF COAL AND BRIQUETS ON U. S. 

TORPEDO BOAT BIDDLE.

In the accompanying table are given the results of 20 comparative 

tests, made on board the U. S. torpedo boat Biddle, of run-of-mine 

New River coal and briquets, both round and rectangular, of the 

same coal. These tests were made in cooperation between the United 

States Geological Survey and the Bureau of Steam Engineering and 

the Bureau of Navigation of the Navy Department. The conduct 

of the tests was under the immediate supervision, on behalf of the 

Navy, of Lieut. Commander Kenneth McAlpin, assisted by Lieuttenant Richardson, in command of the Biddle. The Geological Suivey was represented by Walter T. Ray and Henry W. Kreisinger, of 

the steam-engineering section. The coal was briquetted with 6 per 

cent of water-gas pitch binder at the fuel-testing plant of the Survey 

at Norfolk, Va., one-half on the English or Johnson machine and 

one-half on the Renfrew or American machine.

The coals used iri the tests on the Biddle were taken from two 

mines in the New River district of West Virginia one working the 

Sewell bed at Red Star, on the Chesapeake and Ohio Railway, and 

the other working the Beckley bed at West Raleigh, on the same 

railway. Both of these samples consisted of run-of-mine coal and 

were loaded and shipped to the Jamestown Exposition testing plant 

under the supervision of Inspector K. M. Way, of the Survey. These 

coals are low-volatile bituminous or semibituminous in character and 

are very friable. The Sewell coal was exposed to the weather for 

forty days on the way to Norfolk, and the Beckley coal reached the 

testing plant after an exposure of twenty-three days.

Evaporative efficiency from tests on U. S. torpedo boat Biddle.

Coal.

Sewell coal ........

Do............

Tests on run-of-mine 

coal.

Rate of combustion per 

square foot 

of grate 

per hour.

Pounds.

< 20.0 

\ 29.9 

1 41.9

f 20.9

30. 7

1 46.6

f 21.7

30.7 

53.7

1

Actual 

water 

evaporated 

per pound 

of coal.

Pounds.

7.83 

7.58 

7.3

7.98

7.06

6.93

7.61

7.13 

6.60

Tests on briquets.

Rate of combustion per 

square foot 

of grate 

per hour.

Pounds.

21.7 

29.34 

46.15

20.75

32.1

46.0 

66.0

24.3

37.9 

53.0

69.4

Actual 

water 

evaporated 

per pound 

of briquets.

Pounds.

7.61 

6.63 

6.36

8.22

7.54

I . £t

6.36

7.35 7.09' 

6.97

6.19

Kei uarks.

[Large square briquets made on 

1 Johnson machine.

Small round briquets made on

Do.
TORPEDO-BOAT TESTS. 47

The results are also shown graphically in fig. 35. In all except 

the first tests the evaporative efficiency seems to have been improved

EQUIVALENT EVAPORATION PER POUND OF COAL 

 OR BRIQUETS AS FIRED, POUNDS OF WATER

FIG. 35. Graphic chart showing relative evaporative efficiency of briquets and coal.
48 TESTS OF KUN-OF-MINE AND BRIQUETTED COAL.

by briquetting. Observations during the tests revealed little difference in the density of smoke resulting from the coal and the briquets. 

It is reported that on account of their uniformity of size the briquets required more than 20 per cent more storage space than that 

required by an equal weight of lump or run-of-mine coal.

FOREIGN SPECIFICATIONS GOVERNING THE PRODUCTION OF BRIQUETTED FUEL.

The specifications employed by some foreign railroads that have 

long been heavy consumers of briquets describe the essential facts 

with reference to the composition and the physical and chemical 

qualities of such fuel. As examples of such specifications those 

used by the Prussian State Railroad, the Belgian State Railroad, 

and the State Railway of France are presented herewith. A fourth 

specification, that of the Paris-Orleans Railway, is added as an 

example of a French specification which is more flexible in its requirements than that of the State railroads.

SPECIFICATIONS OF THE PRUSSIAN STATE RAILROAD.

1. Quality. Coal briquets must be made from selected washed coal of small size 

and as free as possible from impurities. They must have high mechanical strength. 

The slag deposit must be easily removable.

2. Weight and measure. The German system of weights and measures is to be used. 

In this connection attention is called to the fact that all briquets delivered are to be 

measured and paid for exclusively by weight.

3. Orders and delivery. Delivery of briquets is made according to the demands of 

the service, on the basis of unfilled orders the fifth day before the month of delivery. 

Orders are made through the business office of the division making the contract. The 

monthly order is proportioned according to the number of working days in the month. 

In this way delivery is so distributed as to make the daily delivery, exclusive of Sundays and holidays, as nearly uniform as possible. If the contractor is delinquent, the 

management may procure the amount of the delinquency on. the open market, at any 

price, at the expense of the contractor. In case of mobilization of the army and during the progress of war, the railroad may cause the suspension of delivery of briquets 

ordered, entirely or in part, until further notice. In such a case the contractor is not 

entitled to damages, nor can he withdraw from his contract. The division office will 

inform the contractor of the suspension or limitation of delivery in case of mobilization of the army and during a war, as well as of the resumption of the deliveries concerned, and the amount needed.

4. Acceptance. Acceptance tests for quality and weight will be made at the place 

of consumption. Briquets which do not satisfy the specifications are placed at the 

disposal of the contractor. He must remove them within five days after receiving 

notice, otherwise charges will be made for demurrage or storage subject to the regulations of the railroad management. The management reserves the right to exercise 

its judgment in unloading briquets which have been rejected, the expense incurred 

to be borne by the contractor. Whenever such briquets are carried at the expense 

of the railroad, or as material for use in its service, the contractor must refund the full 

scheduled freight charges.

5. Interruption of mine operations and delayed deliveries. Interruptions of operations 

at the mines or the briquet factory will not affect the obligations of the contractor
FOREIGN SPECIFICATIONS. 49

unless they are sufficient to limit the production of briquets to at least one-fourth the 

amount concerned. In such a case the contractor must immediately inform the 

division management of the interruption, give the reason for it, and state its possible 

extent. In default of such a notice the delinquency will not be excused. If an 

interruption coming under these rules lasts longer than four weeks, the contractor will 

be relieved of the responsibility of delivery in proportion to the magnitude and 

extent of the interruption. If the interruption lasts longer than the limit of delivery 

stated in the contract, due allowance for the entire period will be made. If the interruption lasts four weeks or less; the contractor must deliver the amount specified in 

the contract. He is relieved, however, of his obligation in regard to time of delivery 

during the interruption, and in proportion to its extent. In such a case after notifying the division management the contractor may make up the deficiency with briquets from any.other factory whose product is of equal quality. Delayed deliveries 

jnust be made within the time specified in the contract. Strikes are treated as any 

other interruptions of operations.

6. Payments. Payment on account is made on the basis of the contractor's statement giving a list of the cars delivered and the weight of the briquets during the 

month. Any amounts to be deducted are retained. The rules of paragraph 15 of the 

general specifications will apply in the case of all final payments.

7. Arbitrations. The referee (paragraph 20, section 6, of the general specification) 

is named by the president of the Royal Eailway management who-is located nearest 

to the management concerned and who is not concerned in the controversy.

8. Form. Briquets made from hard coal (briquets of the first and second classes) 

must be delivered in the form of prisms with rectangular bases. The following forms 

are allowed: Form a, length 280 mm., width 150 mm., height 110 mm., weight 5 kg.; 

form b, length 220 mm., width 110 mm., height 105 mm., weight 3 kg.

Briquets made from bituminous coal (briquets of the third class) must be delivered, in the form of prisms with square bases and of the following dimensions: Form 

c, length 160 mm., width 160 mm., height 105 mm., weight 3 kg.

Briquets intended for the city and belt railroad of Berlin (anthracite briquets) 

must be delivered in the form of prisms of rectangular bases and of the following 

dimensions: Form d, length 150 mm., width 75 mm., height 95 mrn., weight 1.5 kg.

Dimensions other than those mentioned as forms a, b c, and d are not allowable. 

Dimensions exceeding the normal length and width not more than 10 mm. and the 

normal height not more than 3 mm. will be accepted.

SPECIFICATIONS OF THE BELGIAN STATE RAILROAD.

The specifications issued by the Belgian State Railroad relate to 

the "special conditions for the furnishing and reception of combustibles." General conditions dealing with contracts, right of 

inspection, method of shipment, delay in furnishing, acceptance, 

necessary tests, manner of payment, etc., are first specified. Under 

the heading " Special conditions" various kinols of coals are discussed. 

Briquets are treated as follows:

CONDITIONS COMMON TO THE TWO TYPES O.P BRIQUETS.

1. Nature of the pitch and quantity to be used. The pitch should be dry or "halffat" and be the product of tar from pit coal exclusively. The amount of water should 

not be greater than 1 per cent, and distillation in a closed vessel, in a reductive atmosphere, should give as residue an inflated coke the weight of which should not be iSiS 

57499 Bull. 363 08 4
50 TESTS OF RUN-OF-MINE AND BEIQUETTED COAL.

than 30 per cent of the total quantity tested. The proportion of pitch entering into 

the briquets shall not exceed 10 per cent.

2. Physical properties of the briquets. The briquets shall be well agglomerated, 

sonorous, entire, and sharp-edged, and shall be of about equal weight. They should 

be hard and should retain all their hardness at 50° C. Their degree of cohesion should 

be at least 55 per cent. The fracture shall be clean cut, brilliant, and homogeneous.

3. Behavior in the furnace. The briquets should light easily without disintegrating 

or causing dense black smoke; they should burn with a quick, bright flame without 

emitting sulphurous fumes. Briquets giving slag or fused ashes which adhere to the 

grates will not be accepted.

CONDITIONS PECULIAR TO BRIQUETS, TYPE I.

4. Quality of the coal. The coal used in making briquets of Type I should be semianthracite having for a minimum 12 per cent of volatile matter. It should be of 

recent extraction.

5. Composition of briquets. The amount of water in the briquets shall not exceed 

4 per cent. The amount of ash shall not exceed 8 per cent. Nevertheless briquets 

manufactured from semianthracite coal shall admit of an allowance for each 1 per cent 

volatile matter above 12 per cent, so that, for example, briquets made from coal containing 14 per cent of volatile matter may contain 10 per cent of ash. In any case 

coal containing more than 11 per cent ash shall not be accepted.

6. Uses of briquets and tests. The briquets should be suitable for firing in the 

deep or moderately deep fire box of the State Railroad's locomotives other than 

types 17 and 18. In the trip from Termonde to Anvers, G. C., and return, including 

stops, by an ordinary train of the type of 415 and 418, making the trip in an hour and 

15 minutes and an hour and 51 minutes respectively, the evaporation in a deep fire 

box of one locomotive, type 15, drawing a minimum load of 40 units and a maximum 

of 45 units, shall not be less than 8 kilograms of water per kilogram of briquets.

CONDITIONS PECULIAR TO BRIQUETS, TYPE H.

7. Quality of the coal. The coal used in the manufacture of briquets Type II 

should embody the same properties as semianthracite coal, Type IV, of the State/* 

It should be of recent extraction.

8. Composition of the briquets. The amount of water in the briquets shall not 

exceed 4 per cent, that of ash shall not exceed 8 per cent, and the volatile matter

shall not be less than 15.5 nor greater than 18 per cent.

^ 9. Uses of briquets and tests. The briquets should be suitable for firing State 

Railroad locomotives of types 17 and 18. In making the trip from BruxellesNord to Veriers by a locomotive, type 17, drawing a maximum load of 55 units 

and a minimum load of 45 units, or by a locomotive of type 18, drawing a maximum 

load of 65 units and a minimum load of 55 units, with a train of type 624 making the 

run, including stops, in 2 hours and 50 minutes, the evaporation shall not be less than 

9 kilograms of water per kilogram of briquets.

SPECIFICATIONS OF THE STATE RAILWAY OF FRANCE.

1. Object of the specifications. The present specification has for its object the furnishing to the State Railway briquets of agglomerated coal for firing locomotives.

2. Tonnage to be furnished. The tonnage to be furnished is indicated in the contract. Through derogation of the provisions of article 20 of the clauses and general 

conditions relating to shipment of supplies of the State Railway, dated February 1, 

1904, the State Railway can neither increase nor diminish the amount furnished.

o Type IV should evaporate a minimum of 7.5 liters of water per kilogram of coal.
FOBEIGN SPECIFICATIONS. 51

3. Description of the briquets. The briquets shall be composed of small agglomerated coal and dry pitch. They shall have the form of a rectangular parallelepiped 

and shall bear a trade-mark showing their origin. They shall be reasonably uniform 

in weight and have a constant mean weight; this mean weight shall be indicated by 

the contractor in his contract.

4. Quality of the first material. The small coal entering into the composition of briquets shall be of the quality called "demi-gras" (semianthracite) giving at its calcination, in a closed vessel, a hard cake partially blended. It shall be of recent 

extraction, free from sulphur, pyrites, and all foreign matter.

5. Quality of the briquets. (1) General conditions: The briquets shall be hard, 

sonorous, homogeneous, and almost without odor. (2) Cohesion: The briquets shall 

have normally a degree of cohesion of 0.55 at the minimum. (3) Ash: The briquets 

should not leave, normally, after complete incineration, a proportion of ash greater 

than 10 per cent. (4) Volatile matter: Briquets should not lose through distillation 

in a closed vessel a proportion of volatile material less than 16 per cent nor greater 

than 22 per cent. (5) Humidity: They shall be, as far as possible, free from moisture, 

and shall not be weighed or delivered until five days after their manufacture. (6) 

Conditions of combustion of briquets in the furnaces of locomotives: The briquets 

should light easily, burn with a bright, clear flame, and produce only a light-gray 

smoke; they should neither agglomerate in masses, nor disintegrate before combus- 

. tion is complete; they should not produce slag which adheres to the grates; the ash 

should pass easily between the bars without adhering to them.

6. Inspection of the manufacture. Conforming to article 24 of the clauses and general conditions, the State Railways can inspect, in the establishments of the contractor, all the operations which make up the manufacture of briquets, through one 

or several agents authorized by them. These agents shall have free access to the 

mines, depots and storehouses, ships, etc., containing the materials which enter into 

the composition of briquets furnished to the State Railways in the establishments 

where the briquets are made. They shall have the right to take out all the samples 

which they judge necessary to assure themselves of the good quality of the materials 

entering into the manufacture of briquets, before they are used. To this effect the 

contractor is obliged, at all the demands of the agent of the State Railway, to show 

the material in the warehouse intended for the manufacture of briquets. A "precisverbal" of the transaction is always drawn up. This "proces-verbal" is submitted 

as evidence of the facts recorded therein and bears the signature of the contractor.

7. Examination of briquets at the factory, talcing of samples, and authorization for 

shipment. The contractor shall be obliged to deliver the briquets loaded on cars. 

He should consult, at least forty-eight hours in advance, with the agent of the State 

Railway in order to fix the day and the hour at which each car can undergo examination before its departure from the factory to the weighing machine. On the day and 

hour fixed by common consent, the agent of the State Railway shall examine the 

loaded briquets and assure himself, to the extent of the means at his disposal, that 

they conform to the conditions fixed by paragraph 1 of article 5, above. He shall 

proceed immediately to collect samples from various parts of the several cars, the 

number of briquets taken being at least equal to the number of cars. After accomplishing this, the agent of the State Railway shall give the contractor authority to 

send the shipment immediately to the place indicated in his order, with the understanding that this authorization does not constitute an acceptance [of the briquets]; 

this can be given only after the formalities described in paragraph 9 have been accomplished. The cars whose shipment has been authorized, shall be limed and weighed 

in the presence of the State Railway's agent, who shall notice the weight of each of 

them. He shall make note of the delay caused during manufacture." If, at the time 

of weighing, the briquets have been manufactured less than five days, the receiving 

agent shall deduct 2 per cent of the weight delivered, to take account of the humidity.
52 TESTS OF EUN-OF-MINE; AND BHIQUETTED COAL.

i

8. Number of tests and preparation of specimens. Complete tests shall be made for 

each 400 tons of briquets. To this end, whenever the total reaches 400 tons, the 

briquets taken out on various shipments shall be collected at the time of the last shipment and shall be prepared for the various (tests as if they had been taken from one 

shipment. From the briquets thus collected enough shall be sawed up into small 

parts weighing about 500 grams each, to make a total weight of 60 kilograms. There 

should be at least 1,000 fragments. These shall be used for the cohesion test under 

the conditions explained in paragraph 9. The fragments and residue from the cohesion test, together with the remaining part of the briquet sample, shall be gaged for 

laboratory test by means of the so-called cone and cylinder method, to obtain 500 or 

600 grams of powdered briquets, fine enough to pass entirely through a No. 60 screen. 

From this sample three receivers each of about 50 grams capacity shall be filled. 

They shall be numbered and closed with the seal of the State Kailway and that of the 

contractor. One shall be addressed to the central laboratory of the State Railway at 

Paris, another shall be retained by the contractor, and the third shall be kept by the 

State Railway's agent to serve in case of damage to the first sample. The State Railway may also, after mixing the fragments, proceed to pulverize the entire amount by 

means of a mechanical grinder. The powder thus obtained should be fine enough to 

pass through a No. 60 screen. A detailed "proces-verbal" of all the operations 

described in this paragraph shall be drawn up as evidence of the facts stated and of 

the weights delivered, with the signature of the contractor, who shall receive a shipment" of it on demand. The contractor shall furnish free of charge the. material and 

the labor required to carry-on the operations discussed in this paragraph. The work 

shall be done under the direction of the agent of the State Railway. The receivers 

for holding the samples will be furnished by the State Railway.

9. Tests of briquets. The samples taken from each shipment shall be submitted to 

the following tests:

(1) Cohesion test: The fragments to be tested for cohesion will be tested in a grinding apparatus (navy type) described as follows: The apparatus consists of a cylinder 

100 centimeters long and 90 centimeters in diameter and is made of sheet iron 10 millimeters thick. Its ends are closed by disks of the same thickness. An axle fastened 

in the interior follows the axis of the cylinder. This rests horizontally on two supports. In the interior of the cylinder are placed three floating boards, or vanes, of 

sheet iron fastened along planes inclined 120° to each other. These vanes are of the 

same length as the cylinder and are 20 centimeters high. An opening by means of a 

sliding panel provides for the introduction of the sample to be tested. In preparation 

for a test 50 kilograms of briquets sawed up into pieces of about 500 grams weight and 

prepared as described in the preceding paragraph are placed in the cylinder. The 

cylinder is caused to revolve for two minutes at the rate of 25 revolutions per minute. 

The contents are then emptied on a bar screen made of round bars (not square) so 

spaced as to leave 40 millimeters between them. The degree of cohesion is determined by the ratio of the weight remaining on the screen to the total weight tested. 

This value will be applied to all shipments from which the fragments tested were 

. taken.«

(2) Laboratory tests: The sample directed to the central laboratory at Paris shall be 

tested by the usual method; after drying the sample at a temperature of 100° C., the 

percentages of volatile matter and of ash shall be determined. The values obtained 

shall apply to all shipments from which the samples were taken. The contractor may 

not contest the results of this analysis. He may be represented and may assist in the 

test, but neither his absence nor the absence of his representative shall be permitted to 

delay operations.

« PI. Ill, B, is reproduced from a photograph of the machine used in making this test.
FOREIGN SPECIFICATIONS. 53

10. Acceptance of briquets. If for each lot of 400 tons all the conditions previously 

noted have been met, the lot will be accepted. If the amount of ash established by a 

test is less than 9 per cent and the volatile matter equal to 16 per cent at least, the price 

per ton of the corresponding shipment shall be increased 4 millimes for each hundredth 

of 1 per cent of ash less than 9 per cent. If the degree of cohesion determined by test 

is less than 0.55, the price per ton of the corresponding lot shall be reduced 15 centimes 

for each hundredth less than 0.55 up to 0.45 inclusive; for each hundredth less than 

0.45 the rate of reduction will be from 15 to 25 centimes. If the amount of ash established by test is greater than 10 per cent, the price per ton of the corresponding shipment shall be diminished by 5 millimes for each hundredth of 1 per cent in excess of 

10 per cent. If the degree of cohesion of a lot is less than 0.40, or if the ash exceeds 12 

per cent, or if the volatile matter exceeds 22 per cent or is less than 16 per cent, the lot 

can be refused; if it is accepted, it will be only with a reduction and according to the 

conditions set forth in paragraph 27 of the clauses and general conditions.

11. Loading, shipment, and transportation of supplies. The briquets shall be loaded 

on cars in such a manner as to prevent displacement during shipment. The shipments 

which the agent of the State Railwayshall order sentout shall be delivered to therailway station designated by the contractor in his contract. The contractor shall assure 

himself that the shipment conforms to the orders of the State Railway. Contrary to 

article 16 of the clauses and general conditions, the State Rail way assumes the expense 

of transportation between the station where shipment is loaded and its destination.

12. Importance of penalties for delay. The penalty stated by article 21 of clauses and 

general conditions is fixed, for each week of delay, at 0.2 per cent of the price of the 

delayed shipment after having, if there is cause, reduced this price as stated in paragraph 10 above.

13. Conditions for furnishing. The total quantity furnished is to be distributed 

among the different depots of the State Railway in the'proportion indicated by the 

table attached to the back of the contract. Each competitor shall indicate in his contract (1) the station at which he intends to deliver the briquets (this station can be any 

station on the French system); (2) the price offered per ton of briquets delivered free 

of charge to the designated station; (3) the total tonnage offered by the contractor.

The order of preference accorded to the different contracts, for the supply of the several depots, shall be established according to the following rules. For each depot 

there shall be added to the price demanded (1) the expense incurred by the State 

Railway for transporting the briquets on systems other than that belonging to the State 

Railway; (2) the price of transportation from the station of entry on the State system 

to the depot of destination, determined at the rate of 1 centime per ton and per kilometer. A table, giving for each depot the net cost resulting from the offers of each contractor, shall be drawn up. By means of this table the supply for the different depots 

shall be distributed to the various contractors according to the order of the lowest price 

and to the extent of the quantities offered.

14. Payment of installments. Through derogation of the provisions of article 30 of 

clauses and general conditions, the payment of installments is effective to the extent of 

four-fifths of the price of the whole amount of briquets received during, the monthaccountable to the depots of destination indicated by the orders. The notices of payment of these installments are delivered during the fortnight following the end of the 

month. They can be retained if they come during an interval of delay in the delivery 

by the contractor or the refusal of the briquets by the State Railway. The payment of 

an installment does not alter the right of the State Railway to refuse or to accept with 

reduction briquets which have not fulfilled the conditions of quality specified by these 

specifications. The amount is paid, after the cost of lading (article 30 of clauses and 

general conditions) is deducted, all under the conditions of article 34 of the same 

clauses and general conditions drawn up and proposed.
54 TESTS OF KUN-OF-MINE AND BBIQUETTED COAL.

SPECIFICATIONS OF THE PARIS-ORLEANS RAILWAY COMPANY OF FRANCE.

1. Object of the specifications. The present specifications have for their object the 

determining of the conditions for furnishing the briquets used by the Paris-Orleans 

Railway Company.

2. Quantity. The contract shall determine the quantity to be delivered yearly or 

monthly. The company reserves the right to increase-or diminish this according to its 

needs, by one-sixth the quantity fixed in the contract. In case of increasing or diminishing the amount, the company should notify the contractor at least a month in 

advance.

3. Manner and places of delivery. The briquets shall be delivered in cars at a point 

fixed in the contract. They shall be loaded, as far as possible, in cars belonging to the 

company, under the direction and at the expense of the contractor. The cars shall be 

weighed before and after loading, on the weighing machine of the station if the factory 

is on the company's system. The top layer of briquets in each car should be whitewashed under the direction of the contractor.

4. Inspection of the manufacture. The company reserves the right to inspect the 

manufacture of briquets and the production of coal and pitch used. The contractor 

should give the company entire freedom in his establishments, ships, and boats. The 

provisional acceptance made at the factory by an agent of the company shall by no 

means restrict the right of the company to refuse briquets which, when they arrive at 

the destination, shall be found not to conform to the conditions of the specifications nor 

the contract. The final acceptance shall take place only at the designated stations, 

and after, tests have been made in the laboratory of the company in Paris.

5. Tests. Tests will be made, when the company thinks fit, to determine the quality of the briquets and their evaporative efficiency. . The samples for tests of all kinds 

shall be collected by the agents of the company, either at the departure or at the 

arrival of the consignment at its destination, at the discretion of the company. The 

tests shall be made at Paris, in the laboratory of the company. The contractor shall 

have the right to assist or to be represented, but his absence or that of his representative can not delay operations. The results obtained by these tests shall be accepted 

by the contractor without recourse to other tests. The results shall be communicated 

to the contractor.

6. Delay in delivery. In case of a delay arising, either from insufficient deliveries 

or from the refusal of delivered briquets through the fact that the time fixed by contract has expired through letters of order, and without which there would be need of 

entering a suit, the contractor shall incur, for each month of delay, a penalty of 2 per 

cent of the value of the delivery not effected. When the delayed quantity is equal 

to or greater than the supply for a month, the company shall have the right eight 

days after entering a suit by registered letter, this remaining without effect unless a 

case of superior force be duly established of suing for the amount due. If the company sees fit to refuse the deliveries when they are not produced within the fixed 

period of delay, it may annul the contract, and this througn full right, without recourse 

to law.

7. Quality of the materials. The small coal to be used for the manufacture of briquets 

shall be provided exclusively from the mines of ..................... It shall be

of recent extraction and free, so far as possible, from sulphur, pyrites, and all foreign 

matter. It should not produce slag of a nature to impair the gratings or affect 

the production of steam. Coal coming from parts of the mine affected by fire 

shall be excluded. The agglomerated material shall be dry pitch that is to say, 

the residue from the tar mineral from which 40 per cent of the volatile matter has 

been removed, and which in this state should be altogether solid and almost 

without odor. The pitch, submitted for test in a closed vessel, should leave in the
FOREIGN SPECIFICATIONS. 55

crucible an inflated cake, the weight of which should be less than 42 per cent of the 

quantity of pitch tested. There shall be at least 8 per cent of pitch in the briquets.

8. Form of briquets. The briquets shall have the form, of a rectangular parallelepiped and should have practically the same weight, which shall be kilograms. 

They must be of recent manufacture. The briquets shall be hard, sonorous, homogeneous, a little hygrometrical, and almost without odor. They should light easily 

and bum with a light, clear flame without disintegrating. After being placed in an 

oven for six hours at a temperature of 60° C. they should show neither softening nor 

sensible loss of weight. Their density shall be between 1.13 and 1.21.

9. Humidity of briquets.- If the briquets have been manufactured less than five 

days, 2 per cent of the weight delivered shall be deducted in order to take into account 

the moisture of manufacture. The company can, moreover, refuse to receive briquets 

which have been manufactured less than three days.

10. Tests of cohesion. The briquets shall be made under pressure sufficient to give 

them perfect cohesion. This cohesion, tested by means of a grinding apparatus 

adopted by the navy and the State roads, should not be less than 50 per cent. This 

apparatus consists of a sheet-iron cylinder, closed at both ends and provided with a 

horizontal axis which can turn freely on two supports. On the inside there are 

three equidistant plates of sheet iron, 20 centimeters in height and of a length, equal 

to that of the cylinder. The dimensions of the cylinder are: Length, 100 centimeters; 

diameter, 90 centimeters. A door closing by means of a sliding panel provides for 

the introduction of the material to be tested. The test shall be made of 50 kilograms 

of agglomerated material and the fragments put into the cylinder should each weigh 

about 500 grams. The door being well closed, the apparatus is caused to rotate fifty 

times in two minutes with a uniform speed. Then the debris of the agglomerated 

matter is removed, and all the fragments which will not pass through a sheet of metal 

perforated with square holes, 3 centimeters on a side, are weighed. These fragments 

should weigh at least 50 per cent of the weight tested, or 25 kilograms. When the 

briquets have a cohesion less than 0.50, a reduction of 15 centimes for each hundredth 

less than 0.50 shall be made on the price per ton. The briquets which have less than 

0.40 cohesion can be refused. In case the company does not exercise its right of 

refusal, a reserve of 30 centimes will be applied for each hundredth less than 0.50.

11. Amount of ash. The proportion of ash should not exceed .... per cent. If the

average during the month exceeds this proportion, the price per ton of briquets will 

be diminished by ...... for each unit in advance of the figure fixed. If the mean

figure given for the ash is greater than .... per cent of the figure fixed, or .... per

cent, the reduction in price shall be doubled, and it shall be applied per unit for the 

least amount of ash that is to say, .... per cent. The reserve shall be, for order,

applied according to the following schedule:

[Schedule follows.]

If it is greater than ...... units, the company can, at will, apply the reduction in

price or refuse the supply.

12. Manner of shipment. The briquets, shall be loaded on cars, unbroken and without any small pieces or dust. They shall be placed flat and pressed one against the 

other in a way to avoid displacement on the road. In case they arrive at their destination broken or damaged, a settlement will not be made with the contractor except 

for the weight of those known to be acceptable. The remainder will be held at the 

disposal of the contractor, who should have them removed at his expense within 

fifteen days after notice has been given to him.

13. The contractor will be, unless by contrary stipulations, responsible for the 

shipment of the briquets, conforming to. information given him by the company. 

The quantity furnished for each depot shall be so far as possible delivered in equal 

amounts each day. The contractor shall send each day to the chief engineer of mate-
56 TESTS OF RUN-OF-MINE AND BRIQUETTED COAL.

rial and traction, at Paris, a statement indicating the number of cars included in 

each shipment, the weight and nature of their contents, the names of the depots for 

which they are destined, and the date of the shipment. During the three days following the 24th of each month, he shall send to the chief engineer an invoice, agreed 

upon in the clauses and general conditions, of the deliveries which he has made during the month.

BIBLIOGRAPHY.

SURVEY PUBLICATIONS ON BRIQUETTING.

The following are the more important publications of the United 

States Geological Survey on briquets. Orders for those to which a 

price is affixed should be addressed to the Superintendent of Documents, Government Printing Office, Washington, D. C. The others 

may be obtained free by applying to the Director of the Geological 

Survey.

BULLETIN No. 261. Preliminary report on the operations of the coal-testing plant of

the United States Geological Survey at the Louisiana Purchase Exposition, St.

Louis, Mo., 1904; E. W. Parker, J. A. Holmes, M. R. Campbell, committee in

charge. 1905. 172 pp. 10 cents. 

PROFESSIONAL PAPER No. 48. Report on the operations of the coal-testing plant of

the United States Geological Survey at the Louisiana Purchase Exposition, St.

Louis, Mo., 1904; E. W. Parker, J. A. Holmes, M. R. Campbell, committee in

chage. 1906. (In three parts.) 1492 pp., 13 pis. $1.50. 

BULLETIN No. 290. Preliminary report on the operations of the fuel-testing plant of

the United States Geological Survey at St. Louis, Mo., 1905, by J. A. Holmes.

1906. 240 pp. 

BULLETIN No. 316. Contributions to economic geology, 1906, Part II: Investigations

relating to coal, lignite, and peat by the United States Geological Survey; M. R.

Campbell, geologist in charge. 1907. 543 pp., 23 pis. ' 

BULLETIN No. 332. Report of the United States fuel-testing plant at St. Louis, Mo.,

January 1, 1906, to June 30, 1907; J. A. Holmes, in charge. 1908. 299 pp. 

 BULLETIN No. 343. Binders for coal briquets, by J. E. Mills. 1908. 56 pp. 

Coal briquetting in 1907, by E. W. Parker: Mineral Resources of the United States,

1907. 7pp.

MISCELLANEOUS PUBLICATIONS.

The following references supplement the partial bibliography of 

briquetting in Bulletin No. 290, pp. 48-51:

1906.

BARBER, C. M. Some notes on fuel briquetting in America. Sci. Am. Suppl., 

April 7.

KALLER, THEODOR. Artificial fuel. Sci. Am. Suppl., June 16.

MASHEK, G. J. Briquetting of fuels and minerals. Iron Age, April 19.

MUELLENHAFF, K. A. Briquetting of brown coal. Proc. Eng. Soc. Western Pennsylvania, May.

1907.

BLAUVELT, W. S. A brief record of progress in fuel briquetting at Detroit. Am. 

Gas Light Jour., September 23.
BIBLIOGRAPHY. 57

PARKER, E. W. Coal briquetting in the United States. Trans. Am. Inst. Min.

Eng., pp. 581-620.

S AWARD, F. E. Southern coal for briquets. Manufacturers' Record, October 21. 

THAU, A. Fortschritte im Kohlenstampfverfahren. Gliickauf, July 27.

1908.

BOCK, F. Die Brikettierung der Steinkohlen. Gluckauf, January 4.

FRANKENTHAL, L. J. Coal briquets: Their importation and use on Swiss railways. 

Monthly Consular Reports, April.

LATHROP, L. A. Briquets made with tar, Shedlock process. Consular Reports, June.

M.ASHEK, J. G. Briquetting of fuels in British Columbia, Canada. Min. Jour., January 15, February 1.

MASON, F.H. Briquets in Europe. Their use as locomotive fuel in France. Monthly 

Consular Reports, March.

NYSTROM, E. Peat and lignite: "Manufacture and use in Europe. Ottawa, Canada, 

Dept. of Mines, pp. 1.30-170.

PARKER, E. W. The coal-briquet plant at Bankhead, Alberta. Trans. Am. Inst. 

Min. Eng., pp. 354-362, 389-393.

ROSENKRANS, MAX. Briquets from coal dust. Indust. World, April 27.

SCHORR, R. Lignite briquetting in Germany. Eng. and Min. Jour., February 29.

WADLEIGH, P. R. Coal briquets and their use in railroad, marine, and domestic 

service. Engineer, London, June 12.

Briquet making a commercial possibility; details of ROCK" Island Coal Company's 

plant at Hartshorne, Okla. Black Diamond, June 13.

Coal screening, washing, and briquet-making plants at the Alstaden collieries, Germany. Coal and.Iron Trades Rev., April 3.

Tests of Russian coal and briquets. Colliery Guardian, November 22.