Drawbar efficiency can be seen as the sum of the efficiencies of a locomotive’s various components. Wardale provides examples of these in his book “The Red Devil and Other Tales from the Age of Steam” where (in Table 78, page 457) he quotes figures for standard and (proposed) modified Chinese Class QJ locomotives, and where (on page 501) he suggests what might be achieved from the further development to the level of “Third Generation Steam” traction.
The figures from these pages are combined in a single table below, however it is recommended that the qualifying texts from both Table 78 (page 457) and page 501 of Wardale’s book be read in association with them.
|Item||Standard QJ||Modified QJ||Third Generation Steam|
|Boiler combustion efficiency||78%||87%||95%|
|Boiler absorption efficiency||78.2%||80%||90%|
|Auxiliary efficiency factor||93.1%||94%||96%|
|Overall drawbar thermal efficiency
= product of all the above
Maximum drawbar thermal efficiency is usually reached at modest speed and power outputs such that increasing rolling resistance and increasing fuel carry-over (in the case of coal firing) are offset by increasing cylinder efficiency.
* Note: Wardale’s estimate for TGS drawbar efficiency differs significantly from the figure of 25% that he quotes as being Porta’s estimate for condensing third generation steam locomotives – see Second Generation Steam page of this website. However Wardale makes it clear (on page 501 of his book) that his figure applies to non-condensing locomotives and that “higher efficiency could only be obtained by expanding the steam to sub-atmospheric pressure and low temperature by means of condensing to counter the negative effect on the cycle efficiency of the restricted inlet steam temperature as done in stationary steam plant”.