LITMIR.BIZ

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air in the proportion of from 12 to 20 pounds of air for every pound of fuel. There are two methods of creating a violent draught through the furnace. The first is—

      The forced draught; very simply exemplified by the ordinary bellows used in every house. On a ship (Fig. 10) the principle is developed as follows:—The boilers are situated in a compartment or compartments having no communication with the outer air, except for the passages down which air is forced by powerful fans at a pressure considerably greater than that of the atmosphere. There is only one "way out"—namely, through the furnace and tubes (or gas-ways) of the boiler, and the funnel. So through these it rushes, raising the fuel to white heat. As may easily be imagined, the temperature of a stokehold, especially in the tropics, is far from pleasant. In the Red Sea the thermometer sometimes rises to 170° Fahrenheit or more, and the poor stokers have a very bad time of it.

       Fig. 10.—Sketch showing how the "forced draught" is produced in a stokehold and how it affects the furnaces.

       SCENE IN THE STOKEHOLD OF A BATTLE-SHIP.

      

      The second system is that of the induced draught. Here air is sucked through the furnace by creating a vacuum in the funnel and in a chamber opening into it. Turning to Fig. 6, we see a pipe through which the exhaust steam from the locomotive's cylinders is shot upwards into the funnel, in which, and in the smoke-box beneath it, a strong vacuum is formed while the engine is running. Now, "nature abhors a vacuum," so air will get into the smoke-box if there be a way open. There is—through the air-doors at the bottom of the furnace, the furnace itself, and the fire-tubes; and on the way oxygen combines with the carbon of the fuel, to form carbon dioxide. The power of the draught is so great that, as one often notices when a train passes during the night, red-hot cinders, plucked from the fire-box, and dragged through the tubes, are hurled far into the air. It might be mentioned in parenthesis that the so-called "smoke" which pours from the funnel of a moving engine is mainly condensing steam. A steamship, on the other hand, belches smoke only from its funnels, as fresh water is far too precious to waste as steam. We shall refer to this later on (p. 72).

      BOILER FITTINGS.

      The most important fittings on a boiler are:—(1) the safety-valve; (2) the water-gauge; (3) the steam-gauge; (4) the mechanisms for feeding it with water.

      THE SAFETY-VALVE.

      Professor Thurston, an eminent authority on the steam-engine, has estimated that a plain cylindrical boiler carrying 100 lbs. pressure to the square inch contains sufficient stored energy to project it into the air a vertical distance of 3½ miles. In the case of a Lancashire boiler at equal pressure the distance would be 2½ miles; of a locomotive boiler, at 125 lbs., 1½ miles; of a steam tubular boiler, at 75 lbs., 1 mile. According to the same writer, a cubic foot of heated water under a pressure of from 60 to 70 lbs. per square inch has about the same energy as one pound of gunpowder.

      Steam is a good servant, but a terrible master. It must be kept under strict control. However strong a boiler may be, it will burst if the steam pressure in it be raised to a certain point; and some device must therefore be fitted on it which will give the steam free egress before that point is reached. A device of this kind is called a safety-valve. It usually blows off at less than half the greatest pressure that the boiler has been proved by experiment to be capable of withstanding.

      In principle the safety-valve denotes an orifice closed by an accurately-fitting plug, which is pressed against its seat on the boiler top by a weighted lever, or by a spring. As soon as the steam pressure on the face of the plug exceeds the counteracting force of the weight or spring, the plug rises, and steam escapes until equilibrium of the opposing forces is restored.

      On stationary engines a lever safety-valve is commonly employed (Fig. 11). The blowing-off point can be varied by shifting the weight along the arm so as to give it a greater or less leverage. On locomotive and marine boilers, where shocks and movements have to be reckoned with, weights are replaced by springs, set to a certain tension, and locked up so that they cannot be tampered with.

       Fig. 11.—A Lever Safety-Valve. V, valve; S, seating; P, pin; L, lever; F, fulcrum; W, weight. The figures indicate the positions at which the weight should be placed for the valve to act when the pressure rises to that number of pounds per square inch.

      Boilers are tested by filling the boilers quite full and (1) by heating the water, which expands slightly, but with great pressure; (2) by forcing in additional water with a powerful pump. In either case a rupture would not be attended by an explosion, as water is very inelastic.

      The days when an engineer could "sit on the valves"—that is, screw them down—to obtain greater pressure, are now past, and with them a considerable proportion of the dangers of high-pressure steam. The Factory Act of 1895, in force throughout the British Isles, provides that every boiler for generating steam in a factory or workshop where the Act applies must have a proper safety-valve, steam-gauge, and water-gauge; and that boilers and fittings must be examined by a competent person at least once in every fourteen months. Neglect of these provisions renders the owner of a boiler liable to heavy penalties if an explosion occurs.

      One of the most disastrous explosions on record took place at the Redcar Iron Works, Yorkshire, in June 1895. In this case, twelve out of fifteen boilers ranged side by side burst, through one proving too weak for its work. The flying fragments of this boiler, striking the sides of other boilers, exploded them, and so the damage was transmitted down the line. Twenty men were killed and injured; while masses of metal, weighing several tons each, were hurled 250 yards, and caused widespread damage.

      

      The following is taken from a journal, dated December 22, 1895: "Providence (Rhode Island).—A recent prophecy that a boiler would explode between December 16 and 24 in a store has seriously affected the Christmas trade. Shoppers are incredibly nervous. One store advertises, 'No boilers are being used; lifts running electrically.' All stores have had their boilers inspected."

      THE WATER-GAUGE.

      No fitting of a boiler is more important than the water-gauge, which shows the level at which the water stands. The engineer must continually consult his gauge, for if the water gets too low, pipes and other surfaces exposed to the furnace flames may burn through, with disastrous results; while, on the other hand, too much water will cause bad steaming. A section of an ordinary gauge is seen in Fig. 12. It consists of two parts, each furnished with a gland, G, to make a steam-tight joint round the glass tube, which is inserted through the hole covered by the plug P¹. The cocks T¹ T² are normally open, allowing the ingress of steam and water respectively to the tube. Cock T³ is kept closed unless for any reason it is necessary to blow steam or water through the gauge. The holes C C can be cleaned out if the plugs P² P³ are removed.

       Fig. 12.—Section of a water-gauge.

      Most gauges on high-pressure boilers have a thick glass screen in front, so that in the event of the tube breaking, the steam and water may not blow directly on to the attendants. A further precaution is to include two ball-valves near the ends of the gauge-glass. Under ordinary conditions the balls lie in depressions clear of the ways; but when a rush of steam or water occurs they are sucked into their seatings and block all egress.

      On many boilers two water-gauges are fitted, since any gauge may work badly at times. The glasses are tested to a pressure of 3,000 lbs. or more to the square inch before use.

      THE STEAM-GAUGE.

      It is of the utmost importance that a person in charge of a

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