590 Forestry Quarterly. 



tablished by the legislature. The setting aside of reserves be- 

 gan in 1903, with some 40,000 acres. By 1910, the reservations 

 aggregated 340,000 acres. However, there is much room for 

 development in the matters of fire prevention, proper land classi- 

 fication, and in methods of timber land taxation. 



Geographical Influences in the Develc^pment of Wisconsin, V. The Lum- 

 ber Industry. Bulletin American Geographical Society. October, 1913, 

 Pp. 736-749" 



Among the many interesting bits of in- 

 Oil for formation brought out at the 1912 meet- 



Logging ing of the Southern Logging Association 



Locomotives. was a paper on oil as a locomotive fuel. 



The Baldwin Locomotive Works, Phila- 

 delphia, has a special pamphlet on fuel oil for locomotives. Ex- 

 periments made b}^ the Pennsylvania R. R. resulted in the follow- 

 ing conclusions, according to Dr. Charles B. Dudley in a paper 

 presented to the Franklin Institute, Philadelphia, which, as it 

 covers the subject fully, we quote almost verbatim. 



(i) Less waste of fuel. In a coal-burning locomotive unburned fuel 

 escapes from the stack in the form of smoke, unburned gases and cinders, 

 and it also falls through the grates. In a well-designed and properly 

 handled oil-burning locomotive, however, there should be no losses due to 

 these causes. 



(2) Economy in handling fuel. 



(3) Economy in handling ashes. 



(4) Diminished repairs to locomotives. (Recent experience hardly 

 justifies this claim, as firebox repairs on oil burning locomotives are greater 

 than on coal burners.) 



(5) Economy in cleaning engines, due to the absence of cinders, ashes, 

 etc. 



(6) Less waste of steam at the safety valves, as the fire can be more 

 easily controlled, to suit the demand for steam, than in a coal burning loco- 

 motive. 



(7) Economy in cleaning ballast. This is particularly true of stone 

 ballasted roads, where the ballast must be cleaned of cinders to prevent in- 

 terference with the drainage. 



(8) Economy of space in carrying and stowing fuel, due to the fact 

 that a pound of oil does not occupy as much space as a pound of coal, while 

 it is capable of generating more steam. 



(9) No fires from sparks. 



(10) Absence of smoke and cinders, a special advantage in passenger 

 train service. 



(11) Possibility of utilizing more of the heat, since tubes are not choked 

 up with cinders. On this account there is no reason why smaller tubes 

 should not be used on oil burners than on coal burners, and more heat- 

 ing surface thus provided. In practice, however, it is custornary to use 

 tubes of the same size for both coal and oil burning locomotives, as the 

 same engine can then be easily equipped for burning either kind of fuel 

 and the problem of repairs is simplified. 



