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Dear everyone, I'm not an expert, but I have read a short book on oil burners and volunteer on an oil burner, so I'll share what I know for certain: 1.) The floor of the firebox on an oil buner is solid, there is no gap between the sides and bottom (in practice, small gaps of sunlight can be seen, but it's not a big deal. 2.) As best I know, Bunker C = No. 5, but I've also heard No. 6 was used. Really, anything flamable and liquid can be used, as long as it doesn't burn so hot as to cause problems. For example, because of logistical problems, we usually burn diesel fuel instead of fuel oil (it's harder to fire, but works okay). Gasoline, on the other hand, burns too hot. 3.) Before heating, No. 5 is like jello in consitency. In cold whether it can be one step removed from asphalt. 4.) It is made more fluid by heating it with steam put into the tender (it condenses, and at the end of the day the tank is drained of water). The oil then is gravity fed to the burner at the front of the firebox. On the way, it passes through a larger pipe filled with steam, which increases its fluidity. This is called the oil heater or "superheater" (not to be confused with the superheater in the boiler for steam). "Oil heater" is the more common term by far. Locomotives generally had one burner at the front of the firebox, but a few (NOT necesarily larger) ones had two burners, one at the front and one at the rear. Having the burner at the front works best for drafting purposes. 5.) The oil is made into a fine mist by being sprayed with steam in an arcing fan-shape from the burner (also called the atomizer) 6.) The control of air is accomplished with the damper, which can either be at the front of the firebox (the "throat sheet) on horizontally drafted fireboxes, or up from the floor on vertically drafted fireboxes. 7.) The SP extensively used Von Boden-Ingalls burners, while the AT&SF extensively used Booth burners. There were, as always, certainly exceptions. I hope this helps a little. Sincerely, Daniel Parks
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