Omaha daily bee. (Omaha [Neb.]) 187?-1922, 1910-05-23
Things You Want to Know

The International Railway Fuel associa-
ton, which meets in Chicago today, is COM
posed OF practical experts who arc seeking
to solve the problem presented by the ris-
ing price OF coal and tho increased de-
mands upon the carrying facilities OF the
railroad. The $4,000 railway locomotive en-
gines of the United States use one-fourth
OF all the coal mined in the country each
year, consumption of 1Oo.OOO,OOO tons. The
price OF coal is rising, and last year tho
railroads paid an average Of 50 ton for
all the fuel they used.
The Importance Of economy In the matter
OF locomotive fuel supply may be illustrated
by the fact that the total expense amounts
essentially to a tax OF one cent per day
for each man, woman and child In the
United States The railroad must assess
the charges for fuel upon the traffic, and
every person who uses anything which
has paid freight contributes his Share
toward paying this enormous coal bill.
1t is recognized by the experts that the
locomotive engine, on account OF it's ply
steal restrictions, always must use more
fuel in proportion to the power generated
than stationary engines. At tho same time
1t is recognized that large part Of the
process Of burning, but in the preliminary
process Of storing and handling. Govern
ment experts, basing their conclusions upon
a long series of practical tests Of loco
motive engines engaged in actual railway
service, declare that 20 per cent OF the
total fuel supplied to locomotive performs
no function in moving trains forward. 1t is
lost in the Incidental leaks occasloned by
~
sure while the locomotive is standing still,
the fire remaining in the fire-box at the
end Of the run, etc. 1t is probable that
large part Of this character Of waste
cannot be saved so long as the fuel is
used to generate direct steam power in
locomotive engines. Only the eleetrifica-
tor Of the railways would save this loss.
But tho more serious and practical loss
in fuel is occasioned by the manner Of
loading 1t at the mine, transferring to
storage, and loading 1t into the locomotive
tenders 1t is said, on the authority of
expert engineers. that the average cost of
loading fuel on locomotives is 10 cents
per ton. on the same high authority,
backed by the results of actual expert
ments. it has been proved possible by the
use OF modern methods and machinery to
reduce this cost TO two cents a ton. II
this reduction could be applied to all the
railroads 1t would represent an annual saw
ing Of ss,0OO.OOO
The railroads, especially those systems
which endeavor to apply the best modern
thought to their problems of practical
economy, are engaged in installing new
systems OF fuel supply. It has been de-
monstrated that a vast money saving can
be made by organizing the fuel depart
ment Of a railway system under q respon-
sible head, provided with an efficient staff
of inspectors and backed by an accurate
system of accounts. The association at
Chicago will hear -epo Is Of such systems,
those actually In operation, such as that
of the Sante Fe system. and others pro-
posed by experts.
While IL is manifestly to the interest OF
the railroads to save money by DECREASING
their coal bill, it is also manifestly to the
interest Of the whole people Of the country
that the coal Itself shall be saved. Every
pound of coal saved by a system OF econ
ouny which does not curtail the power gem
Grated, is that much energy conserved for
the use of future generations. On account
of this feature all of the agencies OF the
government Interested In the work of con-
servation of natural resources are assisting
the railway engineers to solve the fuel
supply problems.
Practically every device invented for the
Improvement of locomotives bases its claim
for recognition and consideration upon Its
direct or indirect ability to save fuel.
Every one recognizes that small saving
In the fuel supply OF one locomotive
amounts in the aggregate to an enormous
sum- When any device can show that It
will save a ton of coal day 1t has made
It's best argument for recognition by the
practical railway man. 1t is 10 this end
that all of the compromising systems and
steam super-heating devices are being in
stalled.
While the inventors have done much.
and will do more. in saving fuel after 1t
has reached the engine, II remains for the
railroads to devise more adequate systems
Of saving coal between the mine and the
tender. Railways usually purchase run