Worcester daily spy. [volume] (Worcester [Mass.]) 1850-1888, 1854-11-18
WOls CEsTER DAILY SPY.

ANTHRACITE Coal FOR LOCOMOTIVES
Those not Immediately connected with the
great railroad interests OF the country are not,
probably, aware Of the difficulty and expense
of procuring wood fuel for locomotives. I'm
der the pressure OF constantly increasing de-
mand oui pine woods are rapidly thinning,
and the cost has become proportionably high.
Since 1887, the price Of pine wood suitable
for locomotives has been trebled, and at this
time the disbursements of the Hudson River
Railroad are $250,00O annually, for wood
alone. Indeed, there has been no little diff
Guilty i'll obtaining wood at any price, and very
large quantities are now imported into New
England from Virginia. The necessity of a
substitute is therefore apparent, and certainly
nothing presents itself more prominently than
anthracite coal, which our country furnishes
in quantities seemingly inexhaustible.
We have for some time noticed fine loco
motive, called the ''.4nthracite," which has
been successfully running upon the New Bed
ford and Taunton, and the Taunton Branch
Railroad, which burned anthracite coal only.
AS We were informed, however, that it was
merely an experiment, we have refrained from
noticing it, until the present time, when its
success seems to be beyond doubt, This To-
ccmotive was built for VIM A. Croker, Esq,
President of the Taunton Branch Company,
and for s. NJ. FELTON,, Esq, President of the
Philadelphia and Baltimore Railroad. Both
these gentlemen have been superintendants of
railroads, and are practically and fully ac-
quainted with their wants and operation.-
They determined to build first class locomO-
tive, upon the patent plan of F. p. Demphill,
Esq, a gentleman of great mechanical skill,
residing in Philadelphia. This plan has never
before been thoroughly tested, although three
locomotives of this construction have been
running on the Little Schuylkil Road for
ONE years.
The " Anthracite" was built by the Taun-
ton Locomotive Manufacturing Company, in
the most thorough manner. disappearance is
that of an ordinary wood locomotive, with the
exception that it has the small smoke stack of
the English engine. 1t weighs twenty-three
tons, and is as compact as the old machine,
the position of the engineer and fireman being
the same as in wood engines. The Anthra-
cite was put upon the road about two months
ago, and has been running since without los
ing minute, on a road distinguished for its
speed and punctuality of trains. After full
trial upon this road ii was taken to the Wor-
cester and Western Railroads for further ex-
pertinent. On the first trial on the Worcester
road, towards the conclusion Of the trip, ow-
ing to the want of skill in the fireman, the
engine was behind time at Worcester but
then rallied, and went over the Western road
to Springfield, losing only nine minutes. The
engine then ran for several days between
Springfield and Worcester, taking the usual
heavy freight trains. On the 18th of October
it ran from Springfield to Worcester, taking
the accommodation train, and arriving in good
time, making an average of 2S.6 miles per
hour. On the same day, returning it took
the Albany express train to Springfield. mo-
hour and is ga minutes, averaging forty-two
miles per hour. Subsequently, in order to re"
trieye the character accidentally lost upon her
first trial, it took the Albany express train
from Boston to Worcester. This was an I'M
usually heavy train, having a party Of Kan
zas emigrants upon it, with extra baggage
cars. Upon this occasion the Anth lite ran
from Boston to Worcester and back ag in on
time. AS a specimen of its performances, we
may mention that the new locomotive ran
over a heavy continuous grade of eleven miles
on the Western railroad, taking it i'll IL min
utes, and having 100 lbs. of steam upon the
summit.
The popularity of this locomotive consists
in the construction of the boiler. To state
this plainly, we may say that the water comes
to the fire instead of the fire going to the wa
ter. This passes through the tubes, instead
of the fire, as in locomotives of the old con-
struction, and is continually circulating about
the fire rox. In this way, a moderate com
bustion generates the necessary amount Of
steam, and the fire box not being subjected to
that violent heat which has been the real diff.
fculty with other engines for burning anthra-
cite, is preserved, while it has been burned
out in all other engines in a few weeks.
The economy of anthracite engines is now
in process of proof by parties interested, and
the result will, doubtless, be given to the pub
lie. Mr.. Cummings, the engineer of the An
thracite, informs us, that for its days work,
of eighty four miles, it requires $500 pounds
of coal, being kept standing upon its fire, two
hours and half i'll New Bedford.
Besides economy, there are several other
considerations, which should recommend the
coal engines. Smoke, dust, and cinders, are
all avoided. This not only adds greatly to the
comfort of the passengers, but wood standing
upon land adjacent to the road is not in dan
ger of fire. which in dry weather is often
communicated by sparks from the ordinary
engine.
The trial of this locomotive has thus far,
been perfectly successful, and we hope the
experiments of the enterprising projectors
will be equally satisfactory. The question
which they have undertaken to solve is a
highly important one. The coal north of the
Alleghanies does not yield a coke which can
be used for locomotives, and the English COKE
if imported, soon spoils by age. But, while
wood grows dearer, with increased consump-
ton, the reverse is true of anthracite coal. the
supply of which is inexhaustible. Its sue
cessful introduction will be a benefit to the
public, in lower fares, and to the corporations,
in increased profts.-Neso Bedford Mercury.