Oklahoma: Atchison, Topeka & Santa Fe Railway System.
Kansas City Southern Railway Co.
Oregon: Great Northern Railway Co.
Northern Pacific Railway Co.
Oregon Trunk Railway.
Oregon-Washington Railroad & Navigation Co.
Southern Pacific Co.
Spokane, Portland & Seattle Railway Co.
South Dakota: Chicago, Burlington & Quincy Railroad Co.
Chicago & Northwestern Railway Co.
Texas: Atchison, Topeka & Santa Fe Railway System.
Beaumont, Sour Lake & Western Railway.
Fort Worth & Denver City Railway Co.
Galveston, Harrisburg & San Antonio Railway Co.
Galveston, Houston & Henderson Railroad Co.
Houston, East & West Texas Railway Co, Houston & Texas Central Railroad Co.
International & Great Northern Railway Co.
Orange & Northwestern Railroad.
St. Louis, Brownsville & Mexico Railway.
San Antonio & Aransas Pass Railway Co.
Texarkana & Fort Smith Railway Co.
Texas & New Orleans Railroad Co.
Texas & Pacific Railway.
Trinity & Brazos Valley Railway Co.
Utah: Los Angeles & Salt Lake Railroad Co.
Southern Pacific Co.
Washington: Bellingham & Northern Railway Co.
Chicago, Milwaukee & St. Paul Railway Co.
Great Northern Railway Co.
Northern Pacific Railway Co.
Oregon Trunk Railway.
Oregon-Washington Railroad & Navigation Co. Spokane, Portland & Seattle Railway Co. Washington, Idaho & Montana Railway Co.
Wyoming: Chicago, Burlington & Quincy Railroad Co. Chicago & Northwestern Railway Co...+ The quantity of fuel oil consumed by all railroad companies that operated oil-burning locomotives in the United States in 1917 was 45,707,082 barrels, a gain of 3,580,665 barrels, or 8.5 per cent over 1916, and a larger consumption than in any other year.
o .
The total distance covered by oil-burning engines was 146,997,144 miles, and the average distance covered per barrel of fuel oil consumed was 3.2 miles. Oil-burning locomotives were operated in 1917 over 32,431 miles of track in 31 states.
The Santa Fe Railway System has at the present time ( 1920) approximately 3,160 locomotives, of which two-thirds use coal and one-third use oil. The arrangements of oil burning equipment representing present practice on the Santa Fe Railway is shown in figs. 63 and 64. Fig. 65 shows the Booth
oil• burner used as standard on the Santa Fe. Mr. Bohnstengel gives the following data on Santa Fe locomotives : ''The burner is made and tested in the Santa Fe shops. Good results are ob tained from 1,TX-inch burners on small locomotives, while the larger power is provided with 2 and burners. For the Mid-Continent oil, a 1-inch pipe is used to convey the oil from the tank to the firebox, while with California and Mexican oil, 2 inch piping is used to the firing valve. Both the oil and steam connections between engine and tender must be flexible to follow the curves and variations ; the older types were rubber hose and are still used to some extent, but as rubber is not durable for either oil or steam, it has been largely replaced by flexible metal lic joints." • The number of barrels of oil required to produce a locomo tive boiler evaporation equivalent to one ton of coal for various conditions is shown by Table 16.
Locomotive Furnace Efficiency—Oil Burner, 75 per cent. Coal, hand fired, 60 per cent. Coal, stoker fired, 52 per cent. , California Oil—Heat values, 18,550 B. t. u. per lb. Weight, 8.0 lb. per gal.
Mid Continent Oil—Heat value, 19,000 B. t. u. per lb. Weight, 7.5 lb. per gal.
2i1-42 gal. per bbl. Coal, 2,000 lbs. per ton.
The figures in Table 16 hold only for the relations stated. The average cost of coal •and oil for locomotive use from 1909 to 1919 inclusive, are shown in Table 17.
The gross ton mileage figures on which the fuel consumption is based are arrived at by multiplying the miles run by locomotives by the total gross weight of the trains hauled. The weight of the locomotive is not included.
The oil is usually brought to the division and to intermediate storage tanks in tank cars, from which the oil is drained into sumps by pits or, pipes and is thereafter pumped by means of centrifugal, rotary or reciprocating pumps into storage or service tanks.