File:Railway master mechanic (microform) (1895) (14575013408).jpg

Identifier: railwaymastermec33newy (find matches)
Title: Railway master mechanic (microform)
Year: 1895 (1890s)
Authors:
Subjects: Railroads Railroads
Publisher: New York : (Simmons-Boardman Pub. Corp.)
Contributing Library: MIT Libraries
Digitizing Sponsor: Boston Library Consortium Member Libraries

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go into details, as rubber has been the standard for many years, even before our experience in locomotive service. Iwill say, however, that the use of rubber steam hose betweenthe engine and tender is open to serious objection, due tothe rapid vulcanization from the heat of the steam, espe-cially where high pressures are conveyed. The life of rub-ber hose, when subjected to high pressures, is limited onaccount of the constant expansion and contraction, whichtends to work rapid deterioration. Rubber will vulcanize and become worthless at about250 degrees of heat. With 50 pounds of steam the temperature is 280 degrees. With 70 pounds of steam the temperature is 302 degrees. With 100 pounds of steam the temperature is 327 degrees. With 125 pounds of steam the temperature is 344 degrees. With 135 pounds of steam the aemperature is 350 degrees. With 150 pounds of steam the temperature is 358 degrees. *From a report by L. B. Hart read before the TravelingEngineers Convention, Sept. 7, 1908.
Text Appearing After Image:
September, 1909 RAILWAY MASTER MECHANIC 355 Added to the effect of steam pressures, which frequently run to 140 or 150 pounds or occasionally to 210 pounds, this brings a strain upon the hose which it cannot long sus-tain. The alternative, then, is metallic flexible hose or pip-ing. It is a well-known fact that engine failures are not onlyannoying to all concerned, but are also very expensive, andmore so on account of the sharp competition and the densityof traffic of late years upon the trunk lines of the country,which makes it desirable that they should be eliminated, ifpossible. There are also many more important functionsperformed by conveying steam,, air, oil and water throughthe arteries between the engine and tender of locomotives,such as supplying steam for running dynamos to light thetrains, as well as steam for heating them, which requirehigh pressures, and the air pressures which formerly were60 to 70 pounds, are now 90 to 110 pounds, all of which re-quires something that w

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