Locomotive Fuel Economy.

The first comprehensive and thorough study of this subject was made by the “American Engineer” (news journal) and appeared in April, 1908.

On November 20th, 1908, the International Fuel Association (to bring about economy in the use of fuel) was organised at Chicago with a membership of 35. Since the formation of the Association every railway has taken up this most important subject. There are to-day some who think that fuel economy is a new-fangled idea and a fad, but it is time we all woke up to the fact that fuel economy is the most important factor in railway operation costs. When the cost of coal is high it often depends on the amount of coal saved or wasted whether or not there be dividends.

We must bring up the work of the fireman to a higher plane and teach the chemistry of the firebox. To obtain the best, results enginemen must understand the theory which underlies the combustion of coal, and they must combine this theory with practice. It must be remembered that drivers and firemen are, for the greater part of their time, beyond the limits of direct supervision. If rules and regulations for controlling the use of coal are laid down for their guidance the reasons should be thoroughly explained, so that such rules, etc., not only appeal to their intelligence, but inspire interest in carrying them into effect.

The system of imparting instruction by those in charge of locomotives is by means of lectures, by the personal help of the older and more experienced enginemen, and by the inspectors on the footplate.

The function of the supervising officers is to see that the best use is made of the coal. The basis of any efforts directed towards securing greater fuel economy is the recognition that the human element is by far the most important factor.

Lectures and verbal instructions supply the means whereby some men will take full advantage of any knowledge offering.

It will usually be found that those who scoff and jeer in this respect will (when they realise that the “sit still” attitude solves no problems) in the end fall into line and assist the men who are trying to improve methods in this vitally important matter.

I could write many pages illustrating the methods adopted in giving publicity to the fuel economy campaign on many railways in American and Great Britain. Figures, lectures, and pamphlets, photographs and pictures—in fact no system of moden publicity is left untried to keep up the interest in this subject, and I am confident that, were we paying £2 a ton for coal (as some railways do) instead of what we are paying, we should have to step quick and lively along this road of fuel economy. But because our coal is cheap, we should not be careless in its use. In a recent year we used (on the South African Railways) the enormous amount of 2,153,970 tons of coal. It is obvious, therefore, that we have a great oportunity of saving the country a considerable sum of money by the intelligent use of coal.

The man who economises in the use of pins, or who uses an envelope a second time, deserves well of his employer. Likewise in the use of coal, it is within the power of the locomotive section of the railways to make savings in the big things—coal, oil, etc.

Everyone and everything connected with the operation of a locomotive or the movement of a train has some effect, direct or indirect, in the fuel consumption.

Fuel economy and efficient operation, under ordinary conditions, are practically synonymous.

The basis of a successful fuel campaign is the fact that the average man is anxious to do his best and thus to protect his reputation and his home. To secure the best results from the enginemen there requires to be a painstaking page 32 and thorough campaign of education which, will reach each man and inspire him to the proper performance of his duties.