1000 Sentences With "firebox" | Random Sentence Generator

When the embers glow red, dump them into the firebox.

Damn, Firebox, back at it again with the creepy personalized gifts.

Funded by a successful Kickstarter campaign, the product is available at Firebox.

The candle is $24.79 on Firebox and comes with two extra horns.

"The product took several months to develop," Firebox rep Cara Davies tells Creators.

Firebox describes it as a "beautifully hefty ceramic ornament," which may possess psychokinetic abilities.

Little do they know you're just trying to make the festivities more tolerable.[Firebox]

Packs of six condoms are available for pre-order at Firebox for £12.99 ($15.70).

You can get your hands on the single-use teapot for £24.99 ($35.38) from Firebox.

Joe & Seph's Marmite Popcorn is available at Selfridges and Harvey Nichols or via Ocado, Lakeland, Firebox.

She snuggled up near the fire, which boasts a sizable mantel, brick firebox and stone hearth.

Firebox is selling a Pennywise Balloon Lamp that mimics the red balloon in the movie 'It.

If you're not working, maybe try another long run at the firebox, for some pulled lamb.

The folks at Firebox say that buyers of the lamp are "pennywise" because of its low price.

But the Minton tiles around the firebox opening in what is now the dining room were intact.

The Firebox, as it's called, contains two 1.75 liter pouches, so the party can go on and on.

" Under the "product features" section of the website, Firebox encourages customers to "Stick it on and get shimmying.

But inside the firebox, it's important to use a special high-temperature paint that can withstand the heat.

Pick up your own Kitchen Multi Tool for $40.59 Check out the Kitchen Multi Tool at Firebox See Details

Some oil seeped behind the drip plate that guards the firebox and caused a fire out of my reach.

Delft tiles reappear around the firebox of the dining room, where they represent biblical themes, including David and Goliath.

Combustible materials — like a wood mantel — must be at least six inches back from the sides of a wood-burning firebox, he said, and "the horizontal piece that runs across the top of the firebox should be around 12 inches" above the opening, depending on how far the mantel projects off the wall.

Firebox — a London-based online retailer that specializes in unique gadgets — is selling the stretchable cases that fit over suitcases.

Our British counterparts at Gizmodo UK report that you can order one of these terrifying Nudee models from Firebox right now.

The living area has an imposing floor-to-ceiling fireplace clad in dark copper, with built-in shelves flanking the firebox.

As if that weren't enough, Firebox has a line of personalized items that are just as weird — and we're thoroughly enjoying it.

In essence, the Firebox takes all of the classiness of boxed wine and pumps it with 120 ounces of fire breathing testosterone.

On the heels of Friends' 25th Anniversary pandemonium, the sitcom's iconic Thanksgiving turkey scene is now a Halloween costume, available on firebox.

A chef with a reputation for thoughtfulness and flair, Mr. Farrell left Firebox two years ago, and his fans eagerly hoped he'd resurface.

EST/EDT: Firebox has reached out to let us know this vape is currently not a real product, but could be one day.

Firebox is the perfect site for the undecided, with masses of different products like homewares, lifestyle accessories, unique technology products, and unusual alcohol gifts.

But "the existing brick was left intentionally exposed around the firebox and on the hearth for character and a sense of history," she said.

The resulting gap between the firebox and mantel creates another design opportunity, he noted, and can be finished with distinctive ceramic tile or stone.

It's tutti-frutti only, when in reality I think my face would taste more like a mix of wintergreen and day-old Hawaiian pizza. [Firebox]

While the "Firebox" was released in October, it is just starting to gain steam on social media, with drinkers making full use of the double spouts.

Firebox' managing director Kristian Bromley actually came up with the idea after another passenger accidentally took his luggage when he was on vacation, according to Lonely Planet.

The third menu reflects the hiring of a new chef, Sean Farrell, who for years ran the kitchen at Firebox, a bastion of the Hartford fine-dining scene.

The living area has a wood stove divided into three parts, stacked vertically: wood storage on the bottom, a firebox in the center and an oven on top.

Simply send the company a high-resolution photo of yourself — or your dog, or your favorite vacation destination — and Firebox will print it on both sides of the cover.

Distributed by London-based gift purveyors Firebox, the Crying Unicorn Candle is one part of an ongoing campaign to mainline internet culture directly into the bloodstream (or, apartment complex).

The tiled-floor vestibule leads straight into a living room that has a wood-burning fireplace with a tiled firebox trim and hearth, followed by a formal dining room.

Officially licensed by Nintendo and available from Firebox for $36, the seven-inch lamp is powered by batteries so you can place it anywhere without having to deal with unsightly cables.

Make your own star map illustration — starting at $237.95 See Details If you've seen our coverage of Firebox at all, you'll know it's a manufacturer in England known for hilarious, personalizable gifts.

Next to the dining room is a formal living room with an Adam-style fireplace mantel restored with its original Spanish brown-and-gold-painted finish and delft tiles surrounding the firebox.

Periodically somebody would reach into a firebox whose interior looked like a medieval painting of hell and fill a scuttle with coals to set under one of the three stainless-steel grills.

Be forewarned, you might find yourself endlessly turning it on and off just to hear its incredibly satisfying sound effect, so hopefully everyone you live and work with are Mario fans too.[Firebox]

Brought to you by Firebox, a London-based online retailer known for their wacky yet hilarious items, Head Case is a travel case that literally plasters a giant face all over your luggage.

British online retailer Firebox, which has also blessed us with definitely-not-terrifying face cushions, is now selling The Face Licker, a custom lollipop modeled after whoever's lucky visage you decide to submit.

There's trouble with the firebox on the smoker that you use with split maple, and trouble with the augur that runs fuel through to the smoker that burns pelletized sawdust: mesquite, hickory, apple.

The $40 lamp also includes 60 reusable letter stickers that can be applied, and re-applied, to the tiles to expand your glowing vocabulary, even beyond what the official Scrabble dictionary approves of.[Firebox]

Yes, this is a real thing: Firebox, a London-based online retailer known for their wacky yet hilarious items, is making it possible for you to have a real, tangible, toy version of yourself.

U.K.-based gifts-and-gadgets company Firebox has come up with a solution that goes beyond ribbons and stickers: Just slap a giant image of your mug onto your luggage, and you're good to go.

The Hybrid Fire Grill (starting at $12,995) has a solid fuel drawer under the grate; the Gaucho (starting at $20,795) has an open firebox crowned with a rotisserie and adjustable height grate on a flywheel.

I don't doubt that it will get there: The owners — Dan Meiser, formerly of Hartford's Firebox, and James Wayman, longtime chef at River Tavern in Chester — have ambitious plans and recently bought a farm in nearby Stonington.

Now, in what might be the simplest but most effective Halloween costume ever, Firebox is giving Friends fans a chance to recreate the memorable scene with this "Giant Turkey Mask" (fez hat and see-through mesh sunglasses attached).

He got a raise when he was promoted to fireman, which meant working in the locomotive next to the engineer, shovelling coal into a firebox—as much as two tons an hour, sixteen hours a day, six days a week.

Loaded in a hopper on the side of the grill, they're gravity-fed into an auger that methodically pulls the pellets to a small firebox on the bottom of the grill where they're burned, providing the right temperature and amount of smoke.

When wood grilling in a fixed-grate grill, like a kettle grill, build a tiered fire with embers piled thicker to one side or at the back of the firebox and spread more sparsely in the center, with an ember-free safety zone away from the coals.

Photo: FireboxThere's no rubbing involved either, just a simple button press that releases a cloud of blue vapor that Firebox claims will come in three tailored flavors to complement the movie: Jasmine (light and floral), Sultan (sweet and full bodied), and Jafar (with notes of citrus and chocolate).

Photo: FireboxFirebox's new "Face Licker" service (yep, that's what it's calling it) simply requires you to submit a photo and a short description of the person you want sugarized, plus $55 to cover all those carbs, and enough patience to wait at least a couple of weeks if you're ordering one from anywhere outside the UK.It doesn't necessarily have to be your own face, either: Firebox will happily make a lollipop version of a friend or even a celebrity if, let's say, you've always harbored a secret fantasy about licking Mark Zuckerberg's face (don't judge me).

4-6-0 camelback locomotive, complete with Wootten firebox. The Wootten firebox is a type of firebox used on steam locomotives. The firebox was very wide to allow combustion of anthracite waste, known as "culm". Its size necessitated unusual placement of the crew, examples being camelback locomotives.

It was the second of a two album deal with Firebox Records. The album was released on Roihu Record a subsidiary of Firebox. A video was made for the title track. Filmed in black and white, it is a dark tale of suicide and is available on the Firebox compilation Firebox Video Collection (2007).

Pacific-type flat-topped inner firebox The Belpaire firebox is a type of firebox used on steam locomotives. It was invented by Alfred Belpaire of Belgium in 1864. Today it generally refers to the shape of the outer shell of the firebox which is approximately flat at the top and square in cross-section, indicated by the longitudinal ridges on the top sides. However, it is the similar square cross-section inner firebox which provides the main advantages of this design i.e.

The complexity of this rod staying was what drove Alfred Belpaire to develop his Belpaire firebox. This used a more complicated squared-off outer firebox, which was more difficult to manufacture, but could now use simple short rod stays throughout, as for the firebox sides.

Of the 13 firebox collapses, four were due to broken stays, one to scale buildup on the firebox, and the rest were due to low water level.

Even a well-maintained firebox will fail explosively if the water level in the boiler is allowed to fall far enough to leave the top plate of the firebox uncovered. This can occur when crossing the summit of the hill, as the water flows to the front part of the boiler and can expose the firebox crown sheet. The majority of locomotive explosions are firebox explosions caused by such crown sheet uncovering.

The regulator handle was fitted to the side of the steam dome and controlled from that position, while the firebox door was also arranged on the side of the firebox.

Note the sloping firebox. In 1853 Ross Winans, who had designed the "muddiggers", built the first of a series of 0-8-0 camel locomotives. These had long cabs that ran from the back of the smokebox to the front of the firebox. The firebox itself sloped back on the earliest models.

A Nicholson syphon, before installation in the firebox Bulleid's Leader class. They are particularly visible in the Leader boiler, as the firebox is dry- walled, rather than water-jacketed. Thermic siphons (alt. thermic syphons) are heat-exchanging elements in the firebox or combustion chamber of some steam boiler and steam locomotive designs.

The force on the ends of the girder stays is supported by the ends or sides of the inner firebox. The upper part of the boiler barrel is unconnected to the firebox. This has the advantage that a large hole may be cut in the boiler directly above the firebox, to mount the steam dome.

The design of the direct vent fireplace allows for such a high level of efficiency because of the sealed firebox. The sealed firebox only allows combustion gasses to leave the system and exit the building. Since it is sealed, no warm air from the room is able to be drawn into the firebox and expelled out of the building.

In the extreme case, this gave rise to the haycock boiler, where the firebox was raised into a vaulted dome. In most cases though, the firebox was merely larger by the width of the internal iron framing section. Around 1850, at the instigation of Crampton, the firebox adopted the flush-topped firebox casing, where it was of the same diameter as the boiler barrel and joined to it by riveted lap strips. The early boiler fireboxes had flat parallel sides (see figure 1).

No. 114 built at Horwich with a cylindrical firebox, longer than the original type footplate view of cylindrical firebox Twenty of the class, built in 1903, were fitted with Henry Hoy's corrugated cylindrical steel firebox. This was not a great success (the internal flue deformed under steam pressure and water circulation was poor) and they were later rebuilt with conventional boilers.

The streamlining was later removed as it restricted maintenance work. The rear facing cylinders were also problematic, partially due to the inconvenient placement of being directly below the engine's firebox. Furthermore, the large drivers and smaller than adequate firebox grate area may have contributed to further problems as well. The limited firebox size was also a direct effect of the backwards facing cylinders.

The fire-tube boiler was standard practice for steam locomotive. Although other types of boiler were evaluated they were not widely used, except for some 1,000 locomotives in Hungary which used the water-tube Brotan boiler. A steam locomotive with the boiler and firebox exposed (firebox on the left) A boiler consists of a firebox where the fuel is burned, a barrel where water is turned into steam and a smokebox which is kept at a slightly lower pressure than outside the firebox. Solid fuel, such as wood, coal or coke, is thrown into the firebox through a door by a fireman, onto a set of grates which hold the fuel in a bed as it burns.

As locomotives grew in power their boilers expanded in diameter, but the width of the firebox grate was still constrained by the need to fit between the locomotive frames, which were themselves constrained by the gauge between the wheels. This led to the development of the "waisted" form (see figure 2), where a narrow firebox flared upwards and outwards to meet the boiler barrel. Staying of these firebox side walls could still use simple short rod stays, although these were progressively tilted in the middle of the firebox, so as to remain perpendicular to the sheets. Because the shape of the firebox follows the shape of the boiler barrel, they are used for saddle tank locomotives.

The front portion of the firebox formed a combustion chamber, which reduced spark throwing and thereby reduced wear on the tube ends. The inside of the firebox was of copper and the plates were thick throughout, except for the tube plate, which was thick at the tube ends. This firebox design was uncomplicated and allowed for liberal water spaces. The result was a firebox which was virtually a copy of the one which was used on the Hendrie B locomotive which had been placed in service on the Natal Government Railways (NGR) in 1904.

The firebox was at positive pressure, and hot gases and cinders could be blown out the firebox doors if they were opened while the blower was operating. This potentially dangerous arrangement was eventually replaced with a smokebox fan.

In the United States, the 0-6-4 locomotive was largely built only for use in railyards, essentially as an adaptation of an 0-6-0 switch engine with an extended firebox, or a 4-6-0 reconstructed with a larger firebox which necessitated the relocation of the leading wheels to the rear to support the firebox. Some Mason Bogie locomotives used this wheel arrangement.

The square-topped section continued ahead of the firebox proper, revealing the presence of a combustion chamber - an extended firebox, giving more room for complete combustion of burning gases. The standard M1/M1a boiler used a working pressure of .

The pacific though, with the same boiler, required its higher axles to be placed ahead of the firebox. This required a carrying axle below the firebox and also placed the four cylinders ahead of the smokebox, beneath a prominent flat platform.

Early examples soon used girder stays to support the inner firebox crown. These are iron girders spanning the length or width, on the outside of the inner firebox (i.e. in the water space). The crown sheet is bolted to these.

The long furnace model had a firebox more than long, requiring lever-operated chutes for the fireman to feed the front of the fire. The fireman worked in the tender, as the firebox was behind the drivers. This design required that the drawbar passed beneath the firebox, and it typically heated to a cherry red color. Even after rebuilds with a more conventional cab design, the fireman worked in the tender.

It was the first design for a British railway to use the Belpaire firebox.

However, the last two locomotives, built in the 1880s, had a conventional single firebox.

The flat-topped Belpaire firebox had the advantage of an increased area of the water-line at the hottest part of the boiler, together with increased steam space over the firebox. In order to accomplish this, Hendrie raised the boiler's pitch by and cut away the frame under the firebox to accommodate the wider grates. The wider firebox required that the water tanks also had to be moved out and the opportunity was taken to enlarge the tanks. The cabs were also improved to offer the engine crew better protection, and new brass-capped chimneys replaced the original straight flared chimneys.

When other engineers later produced cheaper solutions, Cudworth preferred to stick with his own design rather than change. Few other railways adopted this firebox; but the South Eastern's close neighbour, the London, Chatham & Dover Railway (LCDR), used it between 1861 and 1869 for 68 of their engines, whilst it was also used by their other neighbour, the London, Brighton & South Coast Railway. The LCDR also found the firebox expensive: some locomotives ordered in July 1860 were costed at £150 extra (equivalent to £ in ) for the Cudworth firebox with grate; and when a revised order was prepared in February 1861, with a grate, the firebox was costed at £20 less (equivalent to £ in ) than the 1860 order. In February 1868, the LCDR's Locomotive Superintendent, William Martley, replaced the Cudworth firebox of one locomotive with a different design of coal-burning firebox (one with a brick arch and deflector plate, which had been developed by the Midland Railway), which had fewer complicated joints.

The E7s-class was created by replacing the slide valves above the cylinders on the E2a, E2b, and E2c-classes with piston valves. Unlike the E2, the E2a, b, c and subsequent E7s class used Belpaire firebox instead of a "radial stay" firebox.

They differed in having the Premiers haycock firebox replaced by Gooch's stronger round-topped firebox with its wrapper raised above the boiler barrel. From about 1865, Bacchus became part of the Fury Class, while the remaining locomotives became part of the Caesar Class.

The size of the firebox was reported to have been 4.5 feet by 3 feet.

The cylinders were arranged outside the thick bar frames, while the piston valves, arranged above the cylinders, were actuated by Walschaerts valve gear. Reversing was effected by means of a screw gear. The locomotive had a Belpaire firebox and, instead of the usual deep bridle casting, was built with a shallow casting and frame under the firebox. This permitted all firebox stays to be removed without lifting the boiler from the frame.

Several alterations to the engine frames were necessary to accommodate the no. 2B boiler. Bearing brackets had to be provided on the bridle casting to suit the firebox support sliding shoes fitted at the front of the firebox foundation ring. The frame had to be altered to suit the new wider Watson cab with its slanted front to allow access to the lagging which covered the flexible stays and stay caps on the firebox sides.

These locomotives were virtually identical to the Hawthorn Leslie Side Tanks, except for their boiler and firebox design. The boiler pitch had been raised from to to make a larger firebox possible. They had outside plate frames, Belpaire fireboxes and used Walschaerts valve gear. The most obvious visual differences from the Hawthorn Leslie locomotives were the higher side tanks, the less ornate sand boxes on top of the boiler and the Belpaire firebox hump.

The wheel arrangement's disadvantages included the firebox size restriction caused by the lack of trailing wheel. This meant the firebox was fitted in between the wheels (common on earlier locomotives) and was long and narrow, or if mounted above the driving wheels, was wide and long but shallow. Many locomotives chose the latter option. A firebox mounted over the drivers also restricted the diameter of the driving wheels, which in turn limited speed.

In operation, particularly its circulation paths, the boiler had more in common with other three-drum designs such as the Woolnough. It has also been described as an evolution of the Brotan-Deffner water-tube firebox, with the firebox extended to become the entire boiler.

At the same time, the removal of the exhaust gasses through the inner flue allows for relatively cold air to be drawn into the firebox through the outer flue. As the firebox heats up due to the operation of the burners, it radiates heat into the room through the porous glass face that separates the firebox from the inside of the room. At the same time, it transfers heat through the surrounding metal walls into the empty space in between itself and the outer housing. This heat transfer creates a convection process inside of the empty space that is very similar to the one that takes place inside of the firebox.

A 4-6-0 camelback built for the Central Railroad of New Jersey by the Baldwin Locomotive Works John E. Wootten developed the Wootten firebox to effectively burn anthracite waste, which was a plentiful, cheap source of fuel. Wootten determined that a large, wide firebox would work best. As the successful trailing truck used to support large fireboxes had not yet been developed, Wootten instead mounted his huge firebox above the locomotive's driving wheels. The problem now arose that with a cab floor at the then standard tender deck height, it would be impossible for the locomotive's engineer to see forwards around the firebox shoulders.

Like the W class 2-8-0 "Consolidation" type, there was no cab deck behind the backhead, the fireman shoveled coal from the tender deck and, along with the engineer, sat beside the firebox because the firebox came right to the back of the cab. The throttle lever hung down over the shoulder of the firebox, the reverser lever was in front of the engineer against the side of the firebox, with the water glass just above. The injector controls (A water valve, the overflow valve, and the operating lever.) were in front of him against the outer wall of the cab. Although slightly cramped, visibility to the front was superb.

In steam boilers, the firebox is encased in a water jacket on five sides, (front, back, left, right and top) to ensure maximum heat transfer to the water. Stays are used to support the surfaces against the high pressure between the outside wall and the interior firebox wall, and partially to conduct heat into the boiler interior. In many boiler designs, the top of the boiler is cylindrical above the firebox, matching the contour of the rest of the boiler and naturally resisting boiler pressure more easily. In the Belpaire design, the outer upper boiler wall sheets are roughly parallel with the flat upper firebox sheets giving it a squarer shape.

Firebox Records was a Finnish record label based in Seinäjoki, Southern Ostrobothnia. The label is well known in the underground heavy metal scene. They specialize in doom metal. Firedoom Music was a subsidiary label of Firebox Records specializing in more extreme doom metal and other obscure genres.

The successful design of a trailing truck with the firebox mounted behind the driving wheels had not yet been developed. Wootten instead mounted his huge firebox above the locomotive's driving wheels. The problem now arose that with a cab floor at the then standard tender deck height, it would be impossible for the locomotive's engineer (driver) to see forwards around the firebox shoulders. Instead, a cab for the engineer was placed above and astride the boiler.

Figure 1 – Early flat-sided girder- stayed boiler The upper crown sheet of the inner firebox is, as with most locomotive boilers, approximately flat and horizontal, so as to maintain a constant depth of water over this hottest part of the firebox. This flat surface, with steam pressure on its upper side, requires stays to support it. As it is not a constant distance from the boiler barrel, unlike the firebox sides, this staying is difficult to arrange.

London & Birmingham Railway 2-2-0 Bury locomotive The prominently raised firebox first appeared in 1830, in Bury's 0-4-0 locomotive Liverpool. This was the progenitor of his bar-frame locomotives and shared their distinctive boiler design. The inner firebox was D-shaped in plan, with a flat tubeplate. Fireboxes of this time did not yet have a brick arch and so the Bury firebox was relatively short in length but tall, to give an adequate length of combustion path.

The L&Y; did though make it a policy to provide a waterspace of 4 inches after this, even at the cost of a reduction in grate area. Hoy sought to avoid the problems of the stayed firebox altogether and so developed an alternative boiler and firebox for the Class 30. This used a corrugated tubular furnace and cylindrical outer firebox, as for the Lentz boiler. The furnace was also of steel, rather than the copper used for fireboxes at this time.

There can be many different causes, such as failure of the safety valve, corrosion of critical parts of the boiler, or low water level. Corrosion along the edges of lap joints was a common cause of early boiler explosions. The second kind is a fuel/air explosion in the furnace, which would more properly be termed a firebox explosion. Firebox explosions in solid-fuel-fired boilers are rare, but firebox explosions in gas or oil-fired boilers are still a potential hazard.

Outdoor fireplace at Rapidan Camp Outdoor fireplace Outdoor fireplace Outdoor fireplace An outdoor fireplace is a place for building fires outside of the home. Similar in construction to an indoor fireplace, an outdoor fireplace is usually added to a stone, brick, or concrete patio. It often consists of a firebox and a chimney. The firebox is typically constructed with a smoke shelve incorporated although straight firebox designs are not uncommon since chimney draft is not always a concern for an outdoor fireplace.

They use the early form of firebox, where the outer wrapper of the firebox is a semi-circular continuation of the cylindrical boiler barrel. They are relatively simple in shape and manufacture, but their design and service is complicated by the difference in shape between the outer and the flat- topped inner wrapper of the firebox. This requires complex staying to support it. The first boilers of this form had raised fireboxes that were considerably larger, particularly higher, than the boiler barrel.

None of the firebox or ashpan needs to protrude below footplate level, avoiding interference with the rear bogie.

There is a heavy hand-hewn stone sink and a copper caldron with its own firebox and ashpit.

L&YR; 0-8-0 with cylindrical furnace The Lancashire & Yorkshire Railway suffered problems with firebox stays, leading to a boiler explosion with an 0-8-0 'Class 30' near Knottingley in 1901 Their Chief Mechanical Engineer Henry Hoy, sought to avoid the problems of the stayed firebox altogether and so developed an alternative boiler and firebox. This used a corrugated tubular furnace and cylindrical outer firebox, as for the Lentz. Such corrugated furnaces were already in widespread use locally, with the Lancashire and Galloway stationary boilers of the Lancashire cotton mills and local makers already had several designs available. The furnace was also of steel, rather than the copper used for fireboxes at this time.

Vale of Rheidol Railway 2-6-2T No. 7 Owain Glyndŵr at AberystwythThe 2-6-2T layout was popular for large narrow gauge engines, but the design was modified to allow the use of a firebox much wider than the track gauge. A standard gauge 2-6-2T normally has inside frames and the firebox is placed between the second and third coupled axles. A narrow gauge one, on the other hand, has outside frames and the firebox is placed behind the third coupled axle and clear of the wheels. To minimise the rear overhang, the fuel is therefore carried in side-bunkers alongside the firebox, instead of in a rear bunker.

Figure 2 – Section through "waisted" round-topped boiler firebox with long rod stays Larger boilers could not support their firebox crowns entirely on the inner firebox and required a means to support it from the boiler barrel. As this is also forced outwards by the steam pressure, the total force could be shared between many small stays. Each stay carried enough force on each end to balance itself, avoiding the large bending forces at the ends of the girder stays Thermal expansion was a problem for these long rod stays, both in their expansion tending to elongate them and reduce their staying effect . Also as the inner firebox expanded in length, this would bend the stays forwards.

The original Meyer locomotive used two articulated bogies beneath a tank locomotive frame carrying the boiler and water tanks. This limited the space available for the firebox, a disadvantage which could be avoided, for small locos, by the use of Bagnall's boiler with a circular firebox entirely above the frames.

The train hit the damaged track at full speed. Bower was thrown through the cab window and died. The fireman, George Hendershot, was poised at the open door of the firebox with shovel in hand ready to throw in more coal. He was thrown inside the firebox and burnt to death.

During the 1950s the Orange Express was worked almost exclusively by wide firebox Class 16DA and Class 16E locomotives between Bloemfontein and Kimberley. When the Class 15F replaced them, they were relegated to suburban and local passenger train work. The wide firebox Class 16DA were withdrawn from service in 1973.

None of the locomotives built there survive into preservation although an M&GN; C class (Belpaire firebox) boiler survives.

The firebox was specially designed to Tilney's specifications to cope with the high percentage of clinker and ash content of Colonial coal from the Stormberg Range. A large drop-grate which occupied approximately half of the firebox area, with specially-designed sawtooth-shaped firebars, was arranged at the front end of the firebox. The firebars could be vibrated by a hand- operated lever in the cab, while the drop grate was controlled by two chains, fitted at each end and also manipulated from the cab.

Because of this, the gas burners (either natural gas or propane) are located inside of the firebox. To provide a more realistic look, imitation logs and ember material are placed on top of the burners. The ember material, which will not burn, is designed so that it will glow like real embers when heated. The firebox is designed to be smaller than the outer housing so that there is an empty space between the outermost walls of outer housing and the outer walls of the firebox.

This design proved so effective on American railroads that many of the early were rebuilt as . The excelled in its ability to stay on the track, especially those with the single driving axles behind the firebox, whose main virtue was stability. However, with only one driving axle behind the firebox, the locomotive's weight was spread over a small proportion of powered wheels, which substantially reduced its adhesive weight. On locomotives which had the driving axle in front of the firebox, adhesive weight was increased.

Its top speed is . 60000 was very innovative, carrying unusual technology, including a water-tube firebox. This was intended to improve efficiency but the tubes were prone to burst inside the firebox. It is also a compound, expanding the steam once in the inside cylinder and then again in the two outside cylinders.

The modifications in India to this class was implemented in LMS Railway in UK. Copper firebox had combustion chamber extension.

The boiler was designed for a maximum working pressure of and the boiler barrel plates and firebox outer shell were of nickel steel. The boiler and the firebox were entirely clothed with Alfol insulation. At above rail level, the Class 16E boiler centre-line was the highest-pitched on the SAR at the time.

The Q class's design stems from the requirement for a locomotive similar to the UB class with the inclusion of a wide firebox to burn poor quality lignite coal from the South Island and the Waikato. Originally plans to equip the new locomotives with a Wootten Firebox would have seen the "Camelback" configuration adopted.

He was first director of the railway workshops at Mechelen and then from 1850 put in charge of all materials and based in Brussels. He first developed a firebox to burn poor quality coals and then around 1860 generalised his invention into a robust thermally efficient design which bears his name. His firebox was used in locomotives in his native Belgium and also then extensively in Britain, North America and around the world. The Belpaire firebox had an improved transfer of heat and steam production due to its greater surface area at the top.

Firebox construction is also simpler, thus cheaper, than for the locomotive firebox. As the circular furnace is largely self-supporting against boiler pressure, it did not require the extensive and costly stays of the locomotive boiler. This also allowed the boiler to be made with a bolted joint in the outer shell and so the whole furnace and tube nest could be withdrawn for inspection and maintenance. The firebox is of limited size though, and unlike the locomotive boiler cannot expand beyond the size of the boiler shell.

The work included one major alteration: converting the coal-burning locomotive to run on No. 5 fuel oil. This was done by replacing the firebox grates with a fire pan and an oil burner. This made No. 4014 the first Big Boy to undergo a coal-to-oil conversion since No. 4005, which ran on oil from 1946 until it was converted back to coal in 1948 due to uneven heating in its large, single-burner firebox. No. 4014's old firebox grates were saved and sent for the restoration of Milwaukee Road No. 261.

To begin the operation of the fireplace unit, the user must turn on the gas supply and ignite the burners. Once this is done, the unit will operate completely autonomously until the gas supply to the burners is shut off. While in operation, convection will cause the hot air in the firebox to rise to the top of the firebox. As the amount of hot exhaust gasses increases from the combustion process, the hot gas at the top of the firebox is eventually pushed out through the inner flue.

7 Albion, which resulted in boiler-and-firebox assemblies which were about a foot longer than those of the earlier locomotives.

1 boiler and reclassified to Class 5BR. While the original boiler was fitted with Ramsbottom safety valves, the Watson Standard boiler was fitted with Pop safety valves. The reboilering required extensive modifications to the frame under the firebox. The Beatty-designed bridle casting was removed and the bar frames extended backwards under the firebox to the rear drag box.

Diagramatic cross section of the Belpaire fire box showing the increased area for evaporation and larger volume of water contained in the square section above the box. The hatched circles show the outline of the barrel to which the firebox was attached. A Round-topped firebox cross section shown for comparison. Note the angling of the stays.

The Belpaire outer firebox is, nevertheless, more complicated and expensive to manufacture than a round-top version. Due to the increased expense involved in manufacturing this boiler shell, just two major US railroads adopted the Belpaire firebox, the Pennsylvania and the Great Northern.William D. Middleton; Rick Morgan; Roberta L. Diehl. 2007. Encyclopedia of North American Railroads.

These boilers had a long life and required little expense in repairs. Five cross-stays were fitted in the steam space above the firebox. The safety valves were arranged above the firebox inside the cab, while a steam escape pipe was fitted above the valves and passed through the roof. The exhaust had an Adams' Vortex pattern annular nozzle.

The X class was, however, not considered to be a true Mountain type, since its trailing truck served to spread the axle load rather than to allow a larger and wider firebox. The trailing wheels were positioned well behind a narrow firebox, which itself sat above the coupled wheels, necessitating the same design compromise between coupled wheel diameter and grate size as on a Consolidation or Mastodon. A true design was a progression of the classic 4-6-2 Pacific layout, which featured a wide firebox positioned above the trailing truck and behind the coupled wheels, allowing for a wide and deep firebox as well as large coupled wheels. In 1909, the NGR placed the world's first true Mountain type locomotive in service when five Class Hendrie D tender locomotives were commissioned.

On 2 February 1850, the firebox of a locomotive collapsed whilst it was hauling a freight train near Darlington. Two people were killed.

The eccentrics and motion were actuated from the driving (centre) axle instead of the trailing axle. The firebox had an inside width of .

Considering the definition of combustion chamber used for internal combustion engines, the equivalent part of a steam engine would be the firebox, since this is where the fuel is burned. However, in the context of a steam engine, the term "combustion chamber" has also been used for a specific area between the firebox and the boiler. This extension of the firebox is designed to allow a more complete combustion of the fuel, improving fuel efficiency and reducing build-up of soot and scale. The use of this type of combustion chamber is large steam locomotive engines, allows the use of shorter firetubes.

In the United States of America, the 2-8-4 wheel arrangement was a further development of the enormously successful United States Railroad Administration (USRA) 2-8-2 Mikado. It resulted from the requirement for a locomotive with even greater steam heating capacity. To produce more steam, a solution was to increase the size of the locomotive's firebox, but the 2-8-2 wheel arrangement with its single axle trailing truck limited the permissible increased axle loading from a larger firebox. The most practical solution was to add a second trailing axle to spread the increased weight of a larger firebox.

Section through the boiler, firebox to the right The boiler used on Novelty was designed by John Ericsson. The design was very scientific for the era but proved to be very hard to build and maintain compared with the boiler design adopted for Rocket and most steam locomotives since. The most prominent feature for the boiler is the vertical copper firebox (the large vessel to the right in the illustration here). Within the vertical vessel was the inner firebox and the space between the two was filled with water (to a level just about the same as the driver’s ankle).

The locomotives were an enlarged version of the class R. While both classes had diameter driving wheels and a cylinder stroke of , the R-1 had larger diameter cylinders – , a higher boiler pressure , and a larger firebox. They also had piston stead of slide valves, which made subsequent conversion to superheating easier. The biggest change was in the firebox: the class R locomotives' firebox had been between the frames and only wide. On the R-1 locomotives it was above the rear drivers and was not restricted by the gap between the frames (which was constrained by the track gauge).

Boiler explosions had been noted in locomotive- type fire tube boilers when the top of the firebox (called the crown sheet) failed. This had to be covered with a significant layer of water at all times or the heat of the fire would weaken it to the point of failure, even at normal working pressures. Low water levels in the boiler when traversing a significant grade could expose parts of the crown sheet. Even a well- maintained firebox could fail explosively if the water level in the boiler was allowed to fall far enough to leave the top plate of the firebox uncovered.

Col F.R. Collins DSO After the twelve Class 15C Big Bill Mountain type locomotives which were delivered by Baldwin Locomotive Works in 1925 had been in service a short while, it was discovered that the frames under the front of the firebox had a tendency to crack, necessitating heavy repairs. To overcome this, a new modified design was prepared by Col F.R. Collins DSO, the Chief Mechanical Engineer (CME) of the South African Railways (SAR), for an almost identical locomotive but with the frames shortened to the front of the firebox and widened under the firebox by means of a bridle casting.

The boiler had a Belpaire firebox, typical of Saxon locomotives, and was located between the frame plates in the area of the firebox. The boiler was fed by two feedwater pumps made by Schäfer & Buddenberg. The locomotive had a two-cylinder compound engine with a Walschaerts valve gear and Lindner starting system (Anfahrvorrichtung). The engine drove the first coupled axle.

The new firebox had a different shape and this reduced the boiler pressure from 245 psi to 215 psi. It was decided to weld the new firebox and some conservative engineers were sceptical as to whether this would work. Repairs and reconditioning of many other components were also carried out. The tender tank was so rusted, it needed to be replaced.

A brick chimney extends out of the firebox and through the roof at the southwest corner. The firebox is accessed through a metal hatch on the external south wall. The hatch bears the maker's nameplate - Harvey & Son Engineers Brisbane. Each boiler is fitted with a tall copper cylinder standing perpendicularly over it, the whole crowned by a horizontal chamber just below the ceiling.

The flue system is composed of two flues, the inner flue and the outer flue. The outer flue draws air into the bottom of the sealed firebox to allow for combustion. The inner flue draws hot exhaust gasses from the top of the sealed firebox and vents them directly to the outside of the structure through either an adjacent wall or the roof.

The boiler was rivetted from several sections. The outer firebox was furnished with a dome that projected a long way forward over the boiler barrel and acted as the steam collection space. The two spring balance safety valves were located on the outer firebox. Two piston pumps provided boiler feedwater; they were driven via an eccentric cam from one of the axles.

The boiler was of rivetted construction and comprised several sections. The outer firebox was topped with a semi-circular dome that extended forward over the boiler barrel and acted as a steam collection space. In addition there was a steam dome on the front section of the boiler. The two spring balance safety valves were located on the outer firebox.

The boiler was rivetted from several sections. The outer firebox was equipped with a semi-circular dome that extended forward over the boiler barrel and acted as a steam collection space. In addition there was a steam dome on the front section of the boiler. The two spring balance safety valves were located on the steam dome and dome of the outer firebox.

The cylinders were also probably re-bored. A controversial copper cover was fitted over the high-crowned wagon-top firebox to simulate an arc de cloitre firebox of the 1840s period. Lion took part in the LMR centenary celebrations in 1930 and the London and Birmingham Railway centenary in 1938. Before World War II, Lion was displayed at Lime Street station.

It was even a candidate for the well known Fifteen Guinea Special which ran on 11 August 1968, but on the night before the trip it was failed with a collapsed firebox brick arch and had to be replaced by engine 45110. 45305 was withdrawn from service at Lostock Hall shed as a result of the firebox brick arch failure.

The Kitson- Meyer was a development of the Meyer locomotive. On a Meyer locomotive, the two engine units were mounted close together, and usually with the cylinder ends of the engine units facing each other at the centre of the locomotive. One disadvantage of this design was that the rear power unit was directly beneath the firebox, thereby limiting the firebox in size.

Those included double ovens, and ones featuring a "destructor" firebox that was advertised as a safe and hygienic way of disposing of kitchen waste.

Unlike the surface condenser often used on a steam turbine or marine steam engine, the condensing apparatus on a steam locomotive does not normally increase the power output, rather it decreases due to a reduction of airflow to the firebox that heats the steam boiler. In fact it may reduce it considerably. Condensing the steam from a high volume gas to a low volume liquid causes a significant pressure drop at the exhaust, which usually would add additional power in most steam engines. Whilst more power is potentially available by expanding down to a vacuum, the power output is actually greatly reduced compared to a conventional steam locomotive on account of the lower air flow through the firebox, as there is now no waste steam to eject into the firebox exhaust in order to pull more air into the firebox air intake.

Other potential causes are unused mining explosives in the coal used to fuel the engine, and unburnt gases collecting in the firebox and then igniting.

Some makers retained the Bury pattern of a hemispherical firebox. The American-built 4-2-0 Norris locomotives for the Birmingham and Gloucester Railway resembled a Bury design with outside cylinders, and retained the small D-shaped inner firebox.Ahrons, British Steam Railway Locomotive, p. 42 Kitson also built a number of long-boiler 0-6-0s around 1845, also using the hemispherical haystack firebox.

The boiler was not the usual Yarrow design. In operation, particularly its circulation paths, the boiler had more in common with other three-drum designs such as the Woolnough. It has also been described as an evolution of the Brotan-Deffner water-tube firebox, with the firebox extended to become the entire boiler. The boiler resembled two elongated marine Yarrow boilers, joined end to end.

Because the single driving axle was behind the firebox, Crampton locomotives usually had outside cylinders. However, some inside cylinder versions were built using indirect drive, then known as a jackshaft. The inside cylinders drove a crankshaft located in front of the firebox and the crankshaft was connected to the driving wheels by outside rods. Some long-wheelbase s were also built using this crankshaft system.

As demand for more powerful locomotives increased, trailing wheels began to be used to support the crew cab and rear firebox area. Trailing wheels first appeared on American locomotives between 1890 and 1895, but their axle worked in rigid pedestals. It enabled boilers to be lowered, since the top of the main frames was dropped down behind the driving wheels and under the firebox.

All examples of this type are cab forwards. Normally, the leading truck sits under the smokebox and the trailing truck under the firebox. On a cab-forward, the leading truck supports the firebox and the trailing truck and smokebox are at the rear next to the tender. A 4-8-8-2 is effectively a 2-8-8-4 that always runs in reverse.

Others working on the design of the boiler include Trust members Gary Bensman, Dave Griner, Scott McGill and Jason Johnson. The team is re-engineering the T1 boiler and firebox design to exceed current ASME standards and codes. In December of 2019, the Trust officially launched a campaign to raise the necessary $150,000 to build the firebox. In 2020, the full boiler was completed and welded together.

The locomotives had an inside frame and the boiler had three shells, the rear one being crowned by the steam dome. The outer firebox had a Belpaire cover, a deep firebox that extended below the axles and a large smokebox. The locomotive had an outside, twin-cylinder wet steam engine and an inside Allan valve gear. The connecting rod drove the second coupled axle.

Fireplace in the Colonel McNeal House showing coal grated firebox and mirror above A firebox or firepit is the part of the fireplace where fuel is combusted, in distinction from the hearth, chimney, mantel, overdoor and flue elements of the total fireplace system. The firebox normally sits on a masonry base at the floor level of the room. Some fireboxes are large in proportion so that a person could actually walk inside, or in extreme cases have a small meeting using built-in benches inside. An example of the latter oversize construction can be found in the great hall of Muchalls Castle in Scotland.

However, unlike the Pennsylvania K4, the firebox was not of the flat-topped Belpaire variety, but a round-topped one that was in line with Great Northern tradition. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. Heat transfer and the flow of gases were helped by use of a combustion chamber extending forward from the firebox space into the boiler barrel, along with a boiler tube length limited to , features inherited from the K4 type but not present on the earlier Cole Prototypes. The boiler pressure was rated at .

D.A. Hendrie Commonly known as the Hunslet Side Tanks, the locomotives had outside plate frames and used Walschaerts valve gear. The firebox was long and, to obtain the required grate area, the width was extended to at the foundation ring. To obtain a liberal firebox depth, the frames were opened out for some length at the rear end, with each frame constructed in two pieces which were connected by a cross stretcher in front of the firebox throat plate. The cylinders were arranged horizontally outside the plate frames, while the flat "D" type slide valves were arranged above the cylinders and actuated by Walschaerts valve gear.

The usual cause of firebox collapses is that the boiler water level falls too low and the top of the firebox (crown sheet) becomes uncovered and overheats. This occurs if the fireman has failed to maintain water level or the level indicator (gauge glass) is faulty. A less common reason is breakage of large numbers of stays, due to corrosion or unsuitable material. Throughout the 20th century, two boiler barrel failures and thirteen firebox collapses occurred in the UK. The boiler barrel failures occurred at Cardiff in 1909 and Buxton in 1921; both were caused by misassembly of the safety valves causing the boilers to exceed their design pressures.

John E. Wootten was the Superintendent of Motive Power for the then Philadelphia and Reading Railroad (later simply the Reading Railroad) from 1866, and General Manager of the system from 1876. He saw the vast spoil tips (piles of anthracite waste) in the area as a possible plentiful, cheap source of fuel if he could develop a firebox that could burn it effectively. Through experiments, he determined that a large, wide firebox with a slow firing rate worked best, with a thin layer of the fuel and moderate draft. The typical locomotive firebox of the day was long and narrow, fitting in between the locomotive's frames.

They served in the SAR for seventy years plus several more years in industrial service while retaining the distinctive appearance which comes with a Belpaire firebox.

The outer firebox was a vertical cylinder, formed into a tall hemispherical dome above it. Later Bury designs were flattened on top and became known as "haystacks".

Furness Railway No.3 "Old Coppernob", is a preserved English steam locomotive. It acquired its nickname because of the copper cladding to its dome-shaped "haystack" firebox.

The Consolidations were four-cylinder compound locomotives with Walschaerts valve gear. They were provided with a Belpaire firebox, Adams piston valves, and an Est-type horizontal regulator.

It was fed by two injectors, arranged on the underside of the footplate at the sides, with the combination valves placed on the back of the firebox. The Belpaire firebox was constructed with a forward "rake" of the throat and back plates to keep the distance between the boiler's tube plates reasonably short at . It had a finger bar firegrate which was operated by hand lever from the cab.

The firebox was separate from the boiler and was double walled, with a water jacket between them. Stephenson recognised that the hottest part of the boiler, and thus the most effective for evaporating water, was that surrounding the fire itself. This firebox was heated by radiant heat from the glowing coke, not just convection from the hot exhaust gas. Locomotives of Rockets era were fired by coke rather than coal.

If unloaded, the locomotive has a vertical oscillation, near 50 mph, that can lift the tires above the rails. Its most distinguishing feature was that the cab and firebox were at the front of the locomotive instead of the traditional rear. This was done essentially by running a 2-8-8-4 machine backwards with appropriate modifications. The engineer and fireman swapped sides and faced away from the firebox.

The round-topped firebox had flexible stays fitted in the breaking zones. Three support brackets tied the boiler barrel to the main bar frames. As far as practicable, mountings were fixed to a steam stand on the firebox top and fitted with extensions to the spindles to carry the handles inside the cab, within easy reach of the enginemen. The cylinders drove on the second pair of coupled wheels.

A continuous fire stove, instead of stored heat, is a relatively recent invention. There is a firebox and a smokestack, and stones are placed in a compartment directly above the firebox. It takes shorter time to heat than the heat-storage sauna, about one hour. A fire-heated sauna requires manual labor in the form of maintaining the fire during bathing; the fire can also be seen as a hazard.

Much of the old firebox had begun to develop cracks which required rectifying. Large patches of the outer firebox had to be cut out, along the bottom of each side, and up the corners at the rear. New patches were cut, shaped and welded in. A new smoke box was fitted by the NVR fitters, new boiler cladding and a new cab fabricated from laser-cut parts and hot-riveted together.

It has a whistle, a safety valve, overflow plug and dummy chimney. The boiler is held onto the aluminium firebox with the single brass band typical of Cyldon practice. The copper steam pipe exits from the bottom of the boiler inside the firebox, but does not pass through the flame, so gets no superheat. The steam is fed directly to the back of the port face of the oscillating cylinder.

Due to its uncomfortable and cramped cab, the locomotive was unpopular with the crews. The side-fired central firebox resulted in very cramped workspace for the fireman. Since the driver worked isolated on the other side of the firebox, the men would be unable to reach each other in the event of an emergency. In addition, the fireman could only clean the grate while the engine was stopped.

In operation, particularly its circulation paths, the boiler had more in common with other three-drum designs such as the Woolnough. It has also been described as an evolution of the Brotan-Deffner water-tube firebox, with the firebox extended to become the entire boiler. Working pressure was of as opposed to the of the contemporary Gresley A1 locomotives. The boiler resembled two elongated marine Yarrow boilers, placed end to end.

In the case of the Class 3BR locomotive, an even more obvious visual distinction is the absence of the Belpaire firebox hump between the cab and the boiler.

In February 1904, it was reported that the company was considering converting Bailey Gatzert into an oil-burner. In 1905 a new locomotive-type firebox boiler was installed.

It suffers the same drawback as the wagon boiler: the concave firebox plate is mechanically weak and this either limits the working pressure or requires extra mechanical staying.

This boiler resembled the later Scotch marine boiler in some aspects, in that the boiler had a large single flue from the furnace, then many small-diameter fire-tubes returning to a chimney above the firebox door. Uniquely, Seguin's design also arranged the furnace in a large square water-jacketed firebox beneath the boiler to provide a large grate area and greater heating capacity. Robert Stephenson had also made the same decision with his Rocket, but placed his firebox separately and behind the main boiler shell. Seguin's boiler enabled steam-engine trains to increase power and velocity from 4 miles per hour to 25 miles per hour, making railroad a more viable mode of transportation.

38 locomotives were later converted into class M1b; the differences were all in the boiler, those being the addition of firebox circulators--large tubes carrying water passing through the firebox space, increasing water circulation and heating area, and thus steam generation--and an increase in boiler pressure to . The only externally visible difference was extra cleaning plugs in the firebox sides, for washing out the circulators. The M1b had greater tractive effort, thanks to the greater pressure, and more power at speed. All were fitted with driving wheels, two cylinders, and cast-steel KW pattern trailing trucks, similar to those fitted to K4s Pacifics. M1 and M1a tractive effort was while that of the M1b was .

While initial plans called for a round-top firebox (such as featured on the New Zealand AB class), the P class was eventually designed and delivered with Belpaire fireboxes, which improve steam production over the more traditional round-top types, but are harder to fit. The P class locomotives featured a wide firebox located behind the coupled wheels and supported by a trailing-wheel. The large firebox aided with the use of poor-grade local coal from the Collie coalfields. This low quality coal had frequently resulted in poor steaming in earlier locomotives, but the P class design largely avoided this problem, resulting in a locomotive 30% more economical than the earlier F class engines of similar tractive effort.

The advantage was a greater surface area for evaporation, and less susceptibility to priming (foaming), involving water getting into the cylinders, compared with the narrowing upper space of a classic cylindrical boiler. This allowed G.J. Churchward, the chief mechanical engineer of the Great Western Railway, to dispense with a steam dome to collect steam. Churchward also improved the Belpaire design, maximising the flow of water in a given size of boiler by tapering the firebox and boiler barrel outwards to the area of highest steam production at the front of the firebox. The shape of the Belpaire firebox also allows easier placement of the boiler stays, because they are at right angles to the sheets.

By 1901, it was becoming increasingly apparent that a larger and more powerful version of the successful Cape Government Railways 6th Class locomotives would require fireboxes with appreciably larger grate areas. This was not possible with the existing type of frame on a Cape gauge locomotive, where the firebox was arranged between the rearmost coupled wheels. To overcome this problem, Beatty prepared designs for a new Cape 6th Class locomotive with a wheel arrangement of which the frame terminated in front of the firebox, where it connected to a casting termed the "bridle casting". This casting extended out on either side and had wider spaced frames attached to its rear, which allowed a wider and deeper firebox.

Consequently, the wide firebox gave 60 percent larger grate area – both classes had fireboxes deep. Most locomotives had Stephenson valve gear, except for the 1908 batch, which had Walschaerts.

A gas turbine locomotive was patented in 1861 by Marc Antoine Francois Mennons (British patent no. 1633). The drawings in Mennons' patent show a locomotive of 0-4-2 wheel arrangement with a cylindrical casing resembling a boiler. At the front of the casing is the compressor, which Mennons calls a ventilator. This supplies air to a firebox and the hot gases from the firebox drive a turbine at the back of the casing.

The exhaust from one cylinder was piped to the front articulated engine. The exhaust from the other center engine cylinder was piped to the tender engine. The exhaust from the front engine was piped to the exhaust nozzle inside the firebox to generate draft through the firebox, through the fire tubes and out the exhaust stack. The exhaust from the tender engine went out of a stack at the rear of the tender water tank.

The boiler was rivetted from several sections. The outer firebox was equipped with a semi-circular dome that extended forward over the boiler barrel and acted as a steam collection space. The two spring balance safety valves were located on the dome of the outer firebox. The steam cylinders were located externally, unlike those on English locomotives, which avoided the need for a cranked axle that would have been expensive and difficult to manufacture.

A mechanical stoker is a device which feeds coal into the firebox of a boiler. It is standard equipment on large stationary boilers and was also fitted to large steam locomotives to ease the burden of the fireman. The locomotive type has a screw conveyor (driven by an auxiliary steam engine) which feeds the coal into the firebox. The coal is then distributed across the grate by steam jets, controlled by the fireman.

The three-axle trailing truck supporting the firebox was unusual, carrying over 190,000 lbs, allowing the huge firebox needed for the high power. As it turned out, steam locomotives continued in service for almost another 20 years. Gene Huddleston's book, "C&O; Power", reports tests of the C&O; with a dynamometer car indicating momentary readings of with readings between at about . The state of calibration of the dynamometer car is not known.

There is very little steel used, only the crank shaft, piston / valve rods and a few other minor items. The burner is an unusual four wick design, fixed to the base with the cylindrical tank outside of the firebox, at right angles to the wick holders inside. Lighting the wicks has to be done through a slot in the firebox. Adjusting or replacing the wicks requires detaching the burner from the base.

In the case of the Class 10BR locomotives, an even more obvious difference was the absence of the Belpaire firebox hump between the cab and boiler on the reboilered engines.

Marshall 6nhp single-cylinder portable engine, no. 87866, built 1936. This design has a 'colonial' boiler and a long firebox for burning logs. Preserved Robey 3nhp engine, showing chimney detail.

The lower bricks are modern common brick and above this sandstock bricks have been used. Internally the wall has been finished with a sandy render. The firebox has been cement rendered.

In 1908 they went to Swindon and were fitted with Standard No. 4 Belpaire firebox boilers with modified fireboxes and boiler pressure raised to 200 psi; these modifications improved their reliability.

This can be extremely dangerous if the firebox door is open at the time. For this reason the blower is often turned on in these situations, to counteract the compression effect.

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This can be extremely dangerous if the firebox door is open at the time. For this reason the blower is often turned on in these situations, to counteract the compression effect.

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Further orders for locomotives similar to the Class 16D Pacific type locomotive were placed for the South African Railways (SAR) in 1928. The design of the earlier engines was modified by the Chief Mechanical Engineer (CME), Colonel F.R. Collins DSO, along the same lines as his design of the Class 15CA Mountain type. Col F.R. Collins DSO This consisted of a locomotive bar frame which was shorter to end at the front of the firebox, with a bridle casting to create a widened frame extension below the firebox and the cab to the rear dragbox to gain more ashpan room under the firebox. These redesigned locomotives were designated Class 16DA and were built by two manufacturers in 1928 and 1929.

The main shaft of this engine had adjustable cams which operated three steam cocks that supplied steam jets to the coal delivery orifices. From the central receiver, a cone- shaped tray directed the coal to the right, centre or left sides as required, while the cam-operated steam jets blew the coal into the firebox. When coal was only required at the back end of the firebox, the cams could be projected a short distance, thereby allowing steam jets of just sufficient power to project the coal to the required parts of the firebox. It was a very complicated, cumbersome and extremely noisy arrangement which required the fireman to attend to two auxiliary engines and feed the crusher in addition to his normal duties.

Many changes took place during the long life of these locomotives, which lasted almost to the end of steam traction on the Córas Iompair Éireann (CIÉ). The boiler and firebox arrangement was the largest and most obvious change. As built the locomotives had a McDonnell raised round top firebox but this was replaced over the years by the Belpaire 'U' types, all members of the class being converted by 1950. Chimneys and smokeboxes were also changed.

End- on view of the furnace, showing the small steam space above The cylindrical furnace or firebox fits entirely within the boiler's outer shell. Unlike the locomotive boiler, there is no firebox grate emerging beneath the main boiler. The boiler has similarities with both the locomotive boiler (the multiple small fire-tubes), and the Scotch marine boiler (the short cylindrical furnace). As a fire-tube boiler it has generous heating area and so is an effective steamer.

It also had a total firebox heating surface of and a fire grate of . It was paired with a Class 80-P-83 tender that could carry of water and 14 tons of soft coal. The K29s had an unusually massive boiler for its time, measuring between and in diameter and in length from firebox to smokebox door. Most of the basic specifications can also be found on the succeeding K4s Pacifics, which was directly developed from the K29s.

French locomotive L'Aigle A haycock boiler is an early form of steam locomotive boiler with a prominently raised firebox of "Gothic arch", "haystack", or "coppernob" shape. The term haystack is most commonly used, but is avoided here as it is confusingly used for three quite different forms of boiler. This particularly large outer firebox served as the steam dome and was often highly decorated with polished brass. These were popular for early railway locomotives, from 1840 to the 1850s.

GWR locomotives after this, from the Pyracmon class, used Gooch's stronger round-topped firebox with its wrapper raised above the boiler barrel. One well-known locomotive that no longer uses a haycock boiler, despite its external appearance, was the L&MR; Lion of 1838. This survived by spending many years as a stationary pump in Liverpool docks. It was re- boilered around 1880 with what was then a typical contemporary design, a round-topped boiler with raised firebox.

A brick chimney was situated at one end with a firebox located in the front or side of the opposite end. The interior of the furnace was lined with fire brick and had sloping iron rails sized to hold round shot. Cold round shots were placed in the furnace and allowed to roll down the inclined rails in rows. The first shots halted over the firebox at the low end and were heated "cherry red", approximately between .

21 It followed the profile of the Belpaire firebox and extended to a curved profile forward of the smokebox front. Spun glass mattresses were used for boiler lagging. The smokebox was a sheet metal fabrication to the same profile as the firebox, acting as a former to maintain the shape of the air-smoothed casing. In between, the casing was supported by channel-section steel crinolines (strengtheners used to maintain the shape) attached to the frames.

Ash falls through the grate into an ashpan. If oil is used as the fuel, a door is needed for adjusting the air flow, maintaining the firebox, and cleaning the oil jets. The fire-tube boiler has internal tubes connecting the firebox to the smokebox through which the combustion gases flow transferring heat to the water. All the tubes together provide a large contact area, called the tube heating surface, between the gas and water in the boiler.

Boiler water surrounds the firebox to stop the metal from becoming too hot. This is another area where the gas transfers heat to the water and is called the firebox heating surface. Ash and char collect in the smokebox as the gas gets drawn up the chimney (stack or smokestack in the US) by the exhaust steam from the cylinders. The pressure in the boiler has to be monitored using a gauge mounted in the cab.

After the State of California took over Railtown's operations, 28 continued to serve as its locomotive, operating seasonally. In February 2009, the 28 was taken out of service after its crown sheet and other parts of the firebox were found to be too thin for legal operation. 28 sat stored in public view in the Jamestown roundhouse awaiting funds until August 2013 when it was torn down for repairs to its firebox along with new flues and Staybolts.

This permitted the firebox to be located behind the high driving wheels and thereby allowed it to be both wide and deep, unlike the Ten-wheeler which had either a narrow and deep firebox between the driving wheels or a wide and shallow one above. The type is well-suited to high speed running. The world speed record for steam traction of has been held by a British Pacific locomotive, the Mallard, since 3 July 1938.

An example of a common offset smoker. The main characteristics of the offset smoker are that the cooking chamber is usually cylindrical in shape, with a shorter, smaller diameter cylinder attached to the bottom of one end for a firebox. To cook the meat, a small fire is lit in the firebox, where airflow is tightly controlled. The heat and smoke from the fire are drawn through a connecting pipe or opening into the cooking chamber.

They are spaced approximately apart and located around the inner circumference of the outer wall. Some artifacts have been recovered from the crypts, but their purpose is unknown; they may have been shelves or specialized altars. A large bench, measuring wide by tall, encircles the inside of the space. A firebox, measuring by and tall, was located south of the center of the kiva, and a fire screen that helped supply draft air was located away from the firebox.

The boiler was of exceptional size with an inside diameter of , double the track gauge. It used a top feed and contained 263 small tubes of outside diameter and 50 large tubes of outside diameter, while the superheater elements were of diameter. The round-topped firebox with its grate area was fired by a duplex mechanical stoker, the only class on the SAR which had this feature. The firebox contained two Nicholson thermic syphons and two arch tubes.

In 1938 locomotive no. 98 321 went via a locomotive dealer and the Lower Saxon State Railway Office to the Verden-Walsrode Railway. They had it modified in 1947 at Krupp's: the armatures were moved to the rear of the outer firebox and housed in a normal driver's cab; gravity-fed firing was converted to normal firing with a firebox door. This work was completed in 1950 in Verden, before it went into service as locomotive no. 298.

A portable engine with round-topped-boiler and parallel-sided firebox 'Austerity' saddle tank locomotive 3809, removed for overhaul. The 'waisted' firebox is at the far end of the boiler A round-topped boiler is a type of boiler used for some designs of steam locomotive and portable engine. It was an early form of locomotive boiler, although continuing to be used for new locomotives through to the end of steam locomotive manufacture in the 1960s.

It was finally retired in 1945 when its boiler and firebox were found to be beyond use or further repair. At this time the locomotive was still carrying its original 1864 boiler.

The Wootten firebox made for a free-steaming, powerful locomotive, and the cheap fuel burned almost smokelessly; the combination made for an excellent passenger locomotive, and many camelbacks operated in this service.

Doyle and Hirsch, p. 122 Turf was fed to the firebox via an auger; there was no means of regulating this process.Shepherd, p. 31 Steaming trials with the modified 356 began in 1952.

The long boiler design, on the other hand, was taken to its extreme by Thomas Russell Crampton in the Crampton locomotive which utilised a larger driving wheel by placing it behind the firebox.

The distinctive square shape of the boiler cladding at the firebox end of locomotives practically became a "Pennsy" trademark, as only the Great Northern used Belpaire fireboxes in significant numbers in the USA.

A sudden steam leak into the firebox is perilous enough with a conventional boiler – the fire is likely to be blasted out of the firebox door, with unhappy results for anyone in the way. With a high-pressure boiler the results are even more dangerous because of the greater release of energy. This was demonstrated by the Fury tragedy, though the reason for the tube failure in that case was concluded to be overheating due to lack of steam flow rather than scaling.

The North Eastern Railway (NER) Class P3, classified J27 by the LNER, is a class of 0-6-0 steam locomotive. The P3 Class was designed by Wilson Worsdell and was a relatively minor modification of the existing North Eastern Railway NER Class P2 (LNER Class J26). The most significant change was a deeper firebox with shallower sloping fire grate. This was achieved by raising the boiler slightly, and by reducing the clearance between the firebox and the rear axle.

To provide enough heating surface to generate sufficient steam through its projected use the firebox was made wider for greater burning capacity. The two wheel trailing truck enabled the fitting of a wide firebox, necessary for a coke burning locomotive. The engine was originally fitted with the surplus tender from PB15 N° 411 after it was converted to a one off member of the 6D15 class. The tender was later changed to a standard C16 class locomotive tender to increase its potential range.

Consideration of the boiler began in late 1998. No standard gauge boiler had been built in Britain since the 1960s for such a large express locomotive. It was required to be based on the original LNER Diagram 118 design, but had to meet modern safety standards. Design changes included the cheaper modern- day fabrication method of a welded, rather than riveted, firebox and boiler tube; the use of steel, rather than copper, for the firebox; and the aforementioned height reduction for OLE regulations.

Grahamona had a hole in the hull under the firebox, which made it difficult to patch. Water had risen on board sufficiently to prevent the boiler from being able to raise steam, so Grahamona’s steam pumps were not capable of being operated. The water was shallow, so the deck stayed above the surface of the water. Grey Eagle pumped out enough water so a patch could be placed on the hole, but its position under the firebox made this a difficult task.

Part of this evolution involved increasing the size of the Mikado's firebox. This larger firebox improved the engine's coal burning efficiency, however the additional weight facility adding the second wheel set to the trailing truck. But steam engines were phased out in favor of diesel locomotives in the mid-20th century. This locomotive has the distinction of being the last Frisco steam locomotive in regular service, completing its final run (a five-mile trek from Bessemer to Birmingham, Alabama) on February 29, 1952.

The sole example of the N-1 class. The first road to use the idea was the Baltimore and Ohio Railroad, who rejected a Baldwin proposal in 1932–33 but then constructed the single Baltimore and Ohio Class N-1, #5600 George H. Emerson in the railroad's own shops without Baldwin's assistance. The locomotive was completed in May 1937 and managed to retain the same coupled wheelbase as the road's current 4-8-2s by having the second set of cylinders reversed, mounted alongside the firebox, and driving the second set of coupled wheels forwards. This proved to be less than ideal, the size of the cylinders and firebox both being constrained by this location, the long steam passages proving problematic, and the cylinders suffering from the dust and heat of the nearby firebox.

Preservation plans were halted when problems were discovered with the engine's firebox and the locomotive was delivered to scrap merchants Hughes Bolckow of North Blyth in late November, being cut up in February 1967.

In the case of reboilered Class 14A locomotives, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

In the case of the ex Class 14B locomotives, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

In the case of the Classes 15 and 15AR, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

CC1 was a double-ended tank locomotive on two three-axle bogies, all wheels on each bogie being driven by a two-cylinder steam engine via a chain transmission. A double-ended boiler, comprising two square barrels and a single central firebox, was located in the central part of the locomotive. Turf and water were supplied from bunkers and tanks at either end. As in 356, augers were used to feed turf from the bunkers to the firebox, where two mechanical stokers were fitted.

At the turn of the 20th Century, railroads faced a surmounting problem: an increase in traffic and limited steam technology. Railroads commonly relied on drag freights with engines that could pull heavy tonnage but at low speeds. Following experiments with existing designs, Lima Locomotive Works developed a new wheel arrangement to accommodate an increase in the size of the locomotive's firebox. An increase in the firebox size allowed more coal combustion and subsequent heat output, improving the amount of steam developed and increasing horsepower.

The Meyer design for articulated locomotives uses two swivelling power bogies, with the boiler, water and coal supplies on a rigid frame above this, similar to how most large diesel or electric locomotives are now constructed. A drawback to the Meyer design is the limited space between the bogies for the firebox. Bagnall avoided this with their modified design by using the Bagnall boiler, which they already used for small contractor's locos. This has a cylindrical rear drum, with a cylindrical firebox and ashpan within this.

Apart from the redesigned frame under the firebox, these locomotives were very similar to the Class 15C in proportions and appearance. They also had Coale pop type safety valves, a Schmidt type superheater and a combustion chamber in the firebox, which was equipped with flexible side stays and water siphon arch tubes. Their coupled wheel axleboxes, crank pins and connecting rod big ends were grease lubricated. These engines used the same Type KT tenders with a coal capacity of and a water capacity of .

It was designed to provide a compact boiler with ample heating surface and pre-dated other effective designs of vertical boiler, such as the Sentinel. The boiler consists of one long horizontal transverse drum, with a central locomotive-style firebox mounted in an extension beneath. The first boilers had a square firebox, but this was later changed to a circular section. Firing with coke is carried out through a firedoor in the side of the shell, to the rear of the boiler when installed.

The cylinders were thus over the firebox and both driver and fireman shared a footplate at the same, rear, end of the engine. Previously they had often been separated to their own ends of the engine.

The design was derived from that of the class K (0-6-0) tender engines and leading dimensions were very similar although the boiler and firebox are recorded as being 'larger' but by an unspecified amount.

Now retired from a long faithful service, the loco will require a heavy overhaul, including mechanical and boiler work. It is thought she will need new tires and new inner firebox at least to start with.

All these locomotives were delivered new with copper fireboxes, but once sufficient water treatment facilities were available to prevent problems with corrosion, these were gradually replaced with steel fireboxes as and when firebox replacement became necessary.

Patrick Stirling was appointed locomotive superintendent of the GSWR in 1853 and this was his first design. They had domed boilers and column-type safety valves above the firebox (steam engine). They were numbered 95–98.

The 2-8-2 wheel arrangement allowed the locomotive's firebox to be placed behind instead of above the driving wheels, thereby allowing a larger firebox that could be both wide and deep. This supported a greater rate of combustion and thus a greater capacity for steam generation, allowing for more power at higher speeds. Allied with the larger driving wheel diameter which was possible when they did not impinge on the firebox, it meant that the 2-8-2 was capable of higher speeds than a with a heavy train. These locomotives did not suffer from the imbalance of reciprocating parts as much as did the 2-6-2 or the , because the center of gravity was between the second and third drivers instead of above the centre driver. The first 2-8-2 locomotive was built in 1884.

Prior to the developments leading to the use of pulverized coal most boilers utilized grate firing where the fuel was mechanically distributed onto a moving grate at the bottom of the firebox in a partially crushed gravel like form. Air for combustion was blown upward through the grate carrying the lighter ash and smaller particles of unburned coal up with it, some of which would adhere to the sides of the firebox. In 1918 The Milwaukee Electric Railway and Light Company, later Wisconsin Electric, conducted tests in the use of pulverized coal at its Oneida Street power plant. These experiments helped Fred L. Dornbrook to develop methods of controlling the pulverized coal's tarry ash residues with boiler feed water tube jackets that served to reduce the surface temperature of the firebox walls and allowed the ash deposits be easily removed.

Due to the constant expansion and contraction of the firebox a form of "stress corrosion" could also take place at the ends of the firebox plates. This corrosion was accelerated by poor water quality and the build-up of boiler scale. A fuel explosion within the confines of the firebox (actually the ignition of unburned gases caused by an inappropriate air/fuel mixture) could also damage the pressurized boiler tubes and interior shell, potentially triggering a structural failure. The majority of locomotive explosions were found to be related to these circumstances, and constant attention to the engine was found to be the best defense against catastrophe. On 6 January 1853, the Boston & Maine express, traveling from Boston to Lawrence, MA, derailed at forty miles per hour when an axle broke, and the single coach went down an embankment breaking in two.

In the case of the Class 16 and Class 16R locomotives, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

Instead, Beatty decided that more powerful locomotives could be designed by using the wide and deep firebox which he had used in his Karoo Class locomotives and the Cape 10th Class therefore remained one of a kind.

The room interpreted as Wythe's office is located behind the parlor. The room contains a fireplace with a blue mantel and plastered firebox. The floors are pine. The second floor is similar in layout to the first.

The Lempor had a four-jet blastpipe with extended petticoats to provide truer ejector proportions. To accommodate the arrangement, the smokebox was extended by . Steam flow in the cylinders was improved by streamlining the edges of the piston valves which were each equipped with an additional valve ring to reduce leakage. The firebox was modified to the GPCS system wherein principal combustion is effected using secondary air introduced above the firebed through ducts in the firebox sides, while primary air was restricted through dampers and a redesigned grate.

To significantly reduce the amount of work on designing a new engine and speed up the order, it was decided to base the project on the design of the Ел engine. To reduce costs and accelerate production of steam cylinders, brass bushings were used, and the cast iron dome was pressed, and the firebox was now welded. Because of the possibility of the motion locking up, Zyablova valves were replaced with valves of the Celler type. These valves allowed saturated steam directly into the cylinders while preventing combustion gases from the firebox to enter.

Kitsons further developed the idea, the first loco being constructed in 1894. The Meyer design was modified by moving the rear power unit further back and allowed the firebox to be between the two power units (as in a Garratt), thus allowing a larger firebox. The length of engine was increased, with the extra length behind the cab being used for additional water tanks. Some designs had an auxiliary chimney at the rear to avoid the need for an exhaust steam pipe running the length of the engine.

Local landowners were already familiar with the dark clouds of smoke from coal-fired stationary engines and had imposed regulations on most new railways that locomotives would 'consume their own smoke'. The smoke from a burning coke fire was much cleaner than that from coal. It was not until 30 years later and the development of the long firebox and brick arch that locomotives would be effectively able to burn coal directly. Rockets first firebox was of copper sheet and of a somewhat triangular shape from the side.

In 1904, Maffei built ten engines that shared many of the same components as the S 3/5, which was developed in parallel. For example, they did not use a wider firebox, which would have been possible given the wheel arrangement, in order to be able to use one that could be used on the S 3/5. So the firebox was only around 90 mm wider than the bar frame of the locomotive. For manufacturing reasons the sole bar was still not made of one piece, but forged from several bars.

A large increase in firebox area (from on the H-10 to on the A-1), characteristic of his work, necessitated adding another axle to the trailing truck, thus creating the 2-8-4 wheel arrangement. Built in the spring of 1925, the first Berkshire (a demonstrator owned by Lima) was dubbed the A-1. In addition to supporting the very large firebox and grate, the four-wheeled trailing truck carried the ash pan. For this purpose, the truck was redesigned as an articulated extension of the locomotive frame.

Detail, showing the rearward cylinders and gear of the sole N-1. The first locomotive built with this arrangement was the Baltimore and Ohio Railroad's sole class N-1 #5600 George H. Emerson, constructed at the B&O;'s own Mount Clare Shops in May 1937. To reduce the fixed wheelbase, this locomotive had the two sets of cylinders at opposite ends, so that the rear pair were beside the firebox. This proved to be a poor design, as it restricted the firebox size and exposed the cylinders to dust and dirt, causing premature wear.

A factor that limits locomotive performance is the rate at which fuel is fed into the fire. Much of the fireman's time is spent throwing wood or shoveling coal into the firebox of the locomotive to maintain constant steam pressure. In the early 20th century some locomotives became so large that the fireman could not shovel coal fast enough. Consequently, in the United States, various steam-powered mechanical stokers (typically using an auger feed between the fuel bunker and the firebox) became standard equipment and were adopted elsewhere, including Australia and South Africa.

The maximum boiler pressure was higher than any other British regular service locomotive (except the GWR County class) at 280 psi. Bulleid decided on cheaper all-welded fireboxes for the boilers as opposed to more common riveted construction, and a steel inner firebox which was lighter than a more usual copper example. Two welded steel thermic syphons were implemented to improve water circulation around the firebox and these were subcontracted to Beyer Peacock. However he soon discovered that the Southern Railway lacked the facilities to manufacture welded boilers of this size,Bradley (1976), p.

Efficient and safe operation of the boiler requires keeping the level in between lines marked on the sight glass. If the water level is too high, steam production falls, efficiency is lost and water is carried out with the steam into the cylinders, possibly causing mechanical damage. More seriously, if the water level gets too low, the crown(top)sheet of the firebox becomes exposed. Without water on top of the sheet to transfer away the heat of combustion, it softens and fails, letting high-pressure steam into the firebox and the cab.

The boiler pressure was set at and each was fitted with four thermic siphons within the firebox, both to increase the rate of evaporation and improve water circulation. These had been used previously to great effect on Bulleid's Merchant Navy and West Country and Battle of Britain class designs. The Leader had a "dry lining" firebox. It was not surrounded on top and sides by a "jacket" of water as in normal practice, but was constructed of welded steel and used firebricks instead of water for insulation, a novel but troublesome solution.

Using firebricks reduced the grate area from to and concentrated the fire in a smaller area. The firehole door was offset to the left of the boiler backhead, which created difficulties for the fireman when adding coal to the fire. The firebox was not initially equipped with a firebrick arch, although one was retro-fitted during the summer of 1950. The arch was problematic because it led to a tendency for flames to enter the cab at high outputs, a situation made worse by the narrowing of the firebox area.

The Pictorial Encyclopaedia of Railways. Hamlyn. pp.104-105. In 1896, six Q class tank locomotives were introduced on the Western Australian Government Railways. The first true Pacific, designed as such with a large firebox aft of the coupled wheels, was ordered in 1901 by the New Zealand Railways Department (NZR) from the Baldwin Locomotive Works of Philadelphia, Pennsylvania. The NZR Chief Mechanical Engineer, A.L. Beattie, ordered thirteen new Q class locomotives with a sufficiently large firebox that would be able to efficiently burn poor grade lignite coal from eastern South Island mines.

Reading & Northern Railroad 4-6-2 locomotive in 1993 The Pacific Type was first used in the United States in 1886. This was an unusual double-cab or Mother Hubbard type with an unusually huge firebox, designed to use the waste tailings from anthracite coal mines. While this design did not become popular, the 4-6-2 was rediscovered for the same reason, to improve the 4-6-0 Ten-wheeler with a larger firebox. With altogether 697 Pacific locomotives, the Pennsylvania Railroad (PRR) was the largest user of the type in the United States.

The design provided compact locomotives with a short wheelbase, but also a short overall length relative to this wheelbase, so that the overhang at each end remained short, avoided problems with the buffers swinging from side to side on sharp corners. The rear axle was placed beneath the firebox, rather than in front of it. The valvegear was conventional Stephenson, although it was placed unusually. As the firebox and well tank gave no room for conventional inside motion, the valvegear was instead placed between the wheels and the outside of the frames.

The 40-000s were of simple expansion with two cylinders and possessed a Crampton firebox and Walschaerts valve gear. The connecting rod was attached to the third axle; white the boiler had the steam dome on the first ring, and a sandbox on the second ring. The water tanks on each side of the firebox possessed a sloping front and gave the driver additional vision and permitted him to see if workmen were on the track in front of the engine. There were variants in cabs and several open cabs, others, closed.

The chimney was usually located at the leading end of the locomotive, above the smokebox, furthest away from the driver's cab and firebox. The earliest locomotive chimneys were typically tall enough to sustain temperature-induced density difference draught through a fire-tube boiler while the locomotive was stationary. However, following the example of Richard Trevithick's first locomotive in 1804, most designs diverted steam cylinder exhaust upward through the chimney to create a vacuum in the smokebox, thereby accelerating airflow through the firebox while the locomotive was in motion.White, p.

The Class 5 was a larger and heavier version of the Class 5B, with a higher pitched boiler, Belpaire firebox, larger diameter leading and coupled wheels and larger cylinders. The cylinders were arranged outside the bar frames, with balanced Richardson type D slide valves arranged above the cylinders and actuated by Stephenson valve gear through rocker shafts. The hind frame of the engine was of the plate type and was widened out to receive the Belpaire firebox, which itself was a notable departure from the usual practice of the CGR to use round-topped fireboxes.

Some boilers use vertical rod stays between the firebox crown and top of the boiler shell. The main evaporative surface is provided by a pair of large water-filled cross-tubes across this firebox and directly exposed to the radiant heat of the fire. As these tubes are large in diameter they remain mostly filled with water, rather than filling with steam, and so the boiler is not classed amongst the usual water-tube boilers. These tubes are horizontal, or slightly inclined so as to encourage circulation in a single direction without turbulence.

The cab controls of No. 4017 at the National Railroad Museum in Green Bay, Wisconsin The Big Boy locomotives had large grates to burn the low-quality bituminous coal supplied by Union Pacific-owned mines in Wyoming. Coal was carried from the tender to the firebox by a stoker motor: a steam engine driving an auger. As an experiment, No. 4005 was converted to burn oil in 1946. Unlike a similar effort with the Challengers, the conversion failed due to uneven heating in the Big Boy's large, single- burner firebox.

The locomotives had bar frames and used saturated steam. They had balanced slide valves, arranged above the cylinders and actuated by Stephenson valve gear through rocker shafts. The firebox was fitted with Stroudley's flexible stays and the back casing plate was flanged outwards to facilitate the removal of the internal firebox for renewals. As built, the smokebox was equipped with openings on its sides, near the front, with covers which each had a handle by which it could be opened with a half turn to give direct access to the inside of the smokebox.

The F48 class, of which there were sixty, were built between 1900 and 1903 at Stratford Works, and had round-top fireboxes of the same type as used on the Class S46 Claud Hamilton 4-4-0s. No. 1189 was built instead with a Belpaire firebox, being the first Great Eastern locomotive to be so fitted. This was done as a comparative experiment against the regular round-top firebox. The experiment was a success and a further thirty locomotives constructed later were fitted with Belpaire fireboxes and termed the G58 class.

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These were similar to Class 43 but with larger boilers and fireboxes, and were the first to be built with cabs. Given the numbers 49, 50 and 54–57, (57 was soon renumbered 52), the locomotives later became Class L. These passed to the LNER and the last was withdrawn in 1924. The next twelve locomotives had rounded splashers over the trailing driving wheels, which meant shape of the cab was different, but retained the brass dome on the firebox, copper capped chimney and had brass bands joining the firebox and boiler.

The locomotives had an inside frame. The boiler had a slightly protuberant Belpaire firebox. The ash pan reached far below the dome centreline. The Reichseisenbahnen operated the locomotives with a reduced boiler pressure of instead of the possible .

3B boiler and firebox arranged for mechanical firing as the Class 21. The tender was rarely used, however, since it had a smaller coal and water capacity than the Type JT tender normally fitted to the Class 15F.

They had of firebox space. They had a grate area of . They could hold 7,000 gallons of water and 13.5 tons of coal. Despite these specifications and more, the J28 was not a powerful enough Pennsylvania Railroad locomotive.

The cylinders were . The boiler was made of steel, held of water, had a capacity of and was tested to . The firebox was . The weight of this little engine +1/was about , and it ran on a rail.

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Besides being more expensive, coal required a larger firebox in which to burn. Dripps rose to the challenge and created an operable design. The first of three locomotives based on these specifications, named John Stevens, was completed in 1849.

Even with its large size, it was hand-fired and had two firebox doors, with two firemen being carried.Blanchart, De Deurwaerder, Nève, Robeyns & Van Bost (1999). Le Rail au Congo Belge, Tome II, 1920-1945. Brussels: G Blanchart & Cie.

Some boiler configurations require a great deal of staying. A large locomotive boiler may require several thousand stays to support the firebox. In water tube boilers, stays were sometimes used between their main chambers, and could themselves be water tubes.

The most visible difference however was the roundtop firebox in place of the preceding classes Belpaire design. The BB class could haul up to of freight on a level railway line, though they were limited to a top speed of around .

The first fire in 73129's firebox since 1967 was lit at 3.25 pm on 22 February 2004. Steam locomotives 92214, 80098, 47357 and Peckett 1163 "Whitehead" were all in attendance, all whistling when smoke first appeared from 73129's chimney.

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The locomotives had inside forked frames. The triple-shelled boiler had a steam dome on the centre shell. The vertical boiler had a raised firebox cover and a safety valve. The two-cylinder wet steam engine was on the outside.

Chester was driven by a stern-wheel turned by twin steam engines, horizontally mounted, cylinder bore and stroke of . Alternatively, the engines have been reported to have had a bore of and stroke of . The boiler was a locomotive firebox type.

Since the piston rod and crosshead was forged in one piece, the connecting rod small-end had to be forked. The firebox, at long and wide inside and arranged between the frames, was the longest ever used in South Africa.

With some finance raised, 3801 was taken to the State Dockyard in Newcastle on 20 November 1983 for restoration by the Hunter Valley Training Company – an apprenticeship scheme later involved in the restoration of 3830. This was due to the railway's workshops being stretched by regular work. It was marshalled behind 8111 on an excursion train from Sydney.3801 Welcome back Railway Digest December 1986 pages 363–366 The firebox was to be completely replaced, however, the dies and jigs used to press the boiler metal had been scrapped, so the old firebox was used as a template.

Vitznau–Rigi Railway "Old Peppersass" of the Mt. Washington Cog Railway, USA Schneeberg cog railway steam locomotive, with tilted boiler, on level track Rittnerbahn early electric cog locomotive and carriage Originally almost all cog railways were powered by steam locomotives. The steam locomotive needs to be extensively modified to work effectively in this environment. Unlike a Diesel locomotive or electric locomotive, the steam locomotive only works when its powerplant (the boiler, in this case) is fairly level. The locomotive boiler requires water to cover the boiler tubes and firebox sheets at all times, particularly the crown sheet, the metal top of the firebox.

The front- end layout of the class was the same as that for the Star Class except that Churchward fitted diameter cylinders, the maximum possible without fouling the rear wheels of the front bogie. However, the design of the boiler was entirely new, and with a barrel of in length, which was exceptionally long both by contemporary and later standards. The main reason Churchward adopted the 4-6-2 wheel arrangement was to enable him to fit a wide firebox over the trailing wheels. With a firebox surface of this was a 17.5% increase in size compared to the Star Class.

Such a system had already been used by Ramsbottom for some shunting engines for the London and North Western Railway, and worked well for engines which spent time standing. Although the grate area was proportional to the boiler heating surface, the firebox volume was small, and it was difficult to maintain a head of steam for an extended run. Nevertheless, he felt the benefit outweighed the disadvantages on this type of engine and used it for his later locos. His next engine was an "Ella", a six-coupled tank engine, with a larger boiler and firebox, working at a higher pressure.

The copper firebox was under construction at L&NWR; Heritage at Crewe and was expected to be complete by the end of 2015, with construction of the boiler proper scheduled to begin in January 2016 with completion scheduled for the end of 2016. On 9 May 2017, L&NWR; Heritage informed The LMS Patriot Project that it had decided to end all sub-contract work, and would not be completing the boiler. L&NWR; Heritage did a little more work on the boiler, culminating in riveting the foundation ring to the inner firebox. The newly-formed Heritage Boiler Steam Services Ltd.

On investigation it was found that the alloy was brittle enough to have cracked, even within the thickness of the copper plates of the firebox. Previously the boiler had given trouble with leaks from its stays, probably from early cracking, and where the heads of the stay had been hammered to caulk this, this had caused the heads of the stays to crack. The size of the firebox waterspace was also criticised, although this was due to Aspinall's standard boilers, rather than Hoy's construction. A waterspace of only was narrow, but not unique for contemporary practice.

The intricate shape of a locomotive firebox, whether made of soft copper or of steel, can only resist the steam pressure on its internal walls if these are supported by stays attached to internal girders and the outer walls. They are liable to fail through fatigue (because the inner and outer walls expand at different rates under the heat of the fire), from corrosion, or from wasting as the heads of the stays exposed to the fire are burned away. If the stays fail the firebox will explode inwards. Regular visual inspection, internally and externally, is employed to prevent this.

Wainwright's original design of the new 'L class' was for a handsome and robust locomotive which incorporated a Belpaire firebox. The later revisions incorporated piston valves and a Schmidt superheater. After Wainwright's departure his assistant Robert Surtees, made further detailed changes slightly enlarging the boiler, firebox and wheels, and substituting a Robinson design superheater, before placing an order for twelve examples were with Beyer Peacock for delivery by the end of June 1914. After Richard Maunsell took office in January 1914, he agreed to the ordering of a further ten with minor detail differences and Schmidt superheaters from Borsig of Berlin.

The Gloria consisted of a firebox, generally located outside (in a courtyard, for example), which burned hay, and one or more ducts that ran under the floors of the rooms to be heated. The warm exhaust gases from the combustion would pass through these ducts and then be released outside through a vertical flue. The system is more efficient than a fireplace, because the rate of combustion (and therefore the heat output) can be regulated by restricting the airflow into the firebox. Moreover, the air required for combustion does not have to pass through the interior of the building, which reduces cold drafts.

The crushed coal then fell by gravity into a chute which led to a receiving bin, fitted below the back buffer beam of the locomotive. From here it was picked up by a bucket elevator which worked in a large pipe. The full buckets were carried up in the left-hand-side tube mounted on the back of the firebox, discharged into a central receiver and then travelled empty down the right hand side tube. The bucket belt was driven by another small steam engine mounted on the left side of the firebox, near the top.

The Pashishi class featured a conical boiler and a combustion chamber firebox to achieve sufficient combustion of the coal, which in turn significantly improved evaporation and maintenance of steam. The experience with these three classes induced the Japanese Government Railways to install combustion chamber fireboxes on the 9700 and D52 classes built for the JGR from 1943. A state-of-the-art locomotive in its time, structurally it is generally an American design in its features, with the first dome being a sandbox, and the second being for steam. The firebox is located above the trailing axle.

When Hyde placed the order for these locomotives, he specified fireboxes equipped with Drummond water tubes. This involved the installation of crossing water tubes into the firebox, as featured on the London and South Western Railway's T9 Class and L11 Class, in an attempt to increase the heating surface area of the water, albeit at the cost of increased boiler complexity. The tubes were arranged in two clusters and angled to aid circulation. Visible exterior evidence of the presence of Drummond tubes was the two offset rectangular inspection covers attached to the sides of the firebox.

At unknown dates, a number of other changes followed as the locomotive experienced further modernizations quite common on railroads across the country during that time. Mechanics and boilermakers replaced the original short smokebox with an extended smokebox with shotgun stack. It was almost certainly on the Southern Pacific Lines that the shops converted the locomotive from a coal burner to an oil burner. An oil tank was installed in the tender in place of the coal bin and hoses and pipes to feed oil to the firebox were rigged, with suitable controls and probably modification of the firebox grates.

The CGR Tandem Compound's boiler was built in accordance with normal American practice and had the steam dome arranged on the last ring of the boiler barrel, just ahead of the firebox, as opposed to the British practice of locating the dome approximately atop the centre of the boiler barrel. The firebox had an inside width of and a length of . The patented type of tandem compound cylinders were arranged outside the bar frame. The high- pressure cylinders, in front, were in diameter, while the low-pressure cylinders, arranged behind, were in diameter, with a common stroke of .

The upper lever controls a damper, while the handle below operates an unusual worm-and-quadrant-gear arrangement for raising and lowering the chimney for transport. The most common arrangement follows the original Tuxford design. Although this closely resembles the common layout of a traction engine, the engine of a portable is usually reversed, with the cylinders at the firebox end and the crankshaft at the smokebox end. This layout was designed to position the regulator close to the firebox, making it easier for the engineman to maintain the fire and control the engine speed from the one location.

On the Kitson-Meyer locomotive, on the other hand, the rear engine unit was located further towards the rear, and reversed. This allowed the firebox to be between the two engine units, as would later be the practice on a Garratt locomotive, thereby making a much larger firebox possible. This also increased the length of the locomotive, making it possible to utilise the additional length behind the cab for a coal and water bunker. The auxiliary chimney at the rear avoided the need to run an exhaust steam pipe along the full length of the locomotive to the smokebox at the front end.

Where a long firebox was stayed, the forward rod stays were replaced with sling stays, a rod stay with a hinge at the upper end, allowing it to move forwards with the firebox. These stays were also placed in the most active part of the boiler, where corrosion was at its worst. Careful inspection and periodic replacement of them was needed, to avoid the risk of a boiler explosion. The main difficulty of rod stays was that it required a large number of rod stays, each of which was placed at a different angle to its neighbour.

The D6 was one of the first American 4-4-0s to place the firebox above, rather than between, the locomotive's frames. This added about 8 inches to the possible width of the firebox, enabling a larger, easier to fire and more powerful locomotive; the maximum fire grate area increased to about from the previous maximum of about . The innovation was not wholly new, having been first seen on the Philadelphia and Reading Railroad's 1859 Vera Cruz, designed by James Milholland of that road and built in their own shops; the Reading used this design until the invention of the Wootten firebox in 1877. It was subsequently adopted by the Baldwin Locomotive Works in 1881 for six locomotives constructed for the Central of New Jersey; these were followed by the Pennsylvania Railroad locomotives, which garnered more attention for this design feature, in addition to having larger drivers than most previous 4-4-0s.

South African Railways and Harbours Magazine, July 1943. pp. 515-518. The later versions of the locomotive had enclosed cab sides. These engines were slightly longer with larger water tanks and had larger firebox and boiler heating surfaces, with an increased boiler pressure.

Four more (nos. 18 to 21) were supplied by Dübs in 1902. These omitted the watercart tenders but had another Drummond family speciality – cross water tubes in the firebox. No 21 is recorded as retaining this boiler in unmodified form until 1934.

The driver is on one side of the firebox and the fireman on the other. As a result, the locomotive is left-hand drive going in one direction and right- hand drive in the other. This would not help with visibility of signals.

The name "J. L. King" and the date "1942" are scratched into the chinking. The barn was divided into five "rooms" or "bents" by wooden tier poles. On the south end, there is a brick, double-arched firebox that has been bricked in.

The locomotives were long, with a width of and a height of . They were non-superheated locomotives, with two cylinders of diameter by stroke. The firebox grate had an area of , with a total heating area of Weight was empty, in working order.

Steam locomotives may have slide valves, piston valves or poppet valves. :26 Valve chest/steam chest – Valve chamber adjacent to cylinder, contains passageways to distribute steam to the cylinders. :27 Firebox – Furnace chamber that is built into the boiler and surrounded by water.

When shoveled into the firebox amongst the coal, the resulting explosion would at the very least damage the boiler and render the engines inoperable. At worst, a catastrophic boiler explosion would kill crewmen and passengers, start a fire, or even sink the vessel.

At first coke was burned in the firebox, later bituminous coal was used.Peter Heigl: Adler – Stationen einer Lokomotive im Laufe dreier Jahrhunderte. Buch & Kunstverlag Oberpfalz, Amberg 2009, , p. 25–26.Georg Rebenstein: Stephenson's Locomotive auf der Ludwigs-Eisenbahn von Nuernberg nach Fuerth.

A combustion chamber is that part of an internal combustion engine in which the fuel/air mix is burned. For steam engines, the term has also been used for an extension of the firebox which is used to allow a more complete combustion process.

At the room's north wall is a cooking fireplace and baking oven. The fireplace retains a federal mantle, andirons and crane. The firebox opening and the heath are made of large dressed blocks of Gasport Limestone. The adjacent baking over in constructed of brick.

Since the swap failed to go through, the D&SNG; announced in June 2016 that they were going to restore 476 to operating condition and place 478 in the museum. #473 is undergoing a firebox rebuild and conversion to oil as of February 2020.

The sternwheel had 17 "buckets" (paddles), each of which was 18 feet long. The boiler was a steel locomotive type, also manufactured by James Rees & Sons. The total heating surface was 3800 square feet. The firebox had a grate surface of 49 square feet.

It had been sold to a contractor and was being used in the construction of the Metropolitan Railway. The crown plate of the locomotive's firebox was found to be defective. Two people were killed, and three were injured, with one getting a serious injury.

Hanging from the ceiling were three, 12-light crystal chandeliers with three hidden tiers. The fireplace in the east wall featured a cast iron firebox, framed by marble pilasters. It had a marble mantel, and a mirror overmantel in an 18th- century English style.

They were not a new design, being a straightforward development of the 120-strong 1854 Class dating back to 1890. This lineage had begun with George Armstrong's 645 Class in 1872 and continued via the 1813 Class (in 1882), the 1854 Class, and finally ended in 1948 with the GWR 9400 Class. The differences over 76 years were undeniably a gradual evolution, with increases in boiler pressure and heating surface the more important, enclosed cabs and larger bunkers cosmetic but functional. The biggest change was the fitting of a Belpaire firebox necessitating a pair of pannier tanks, as the square-topped firebox is not compatible with a curved saddle tank.

Because the firebox was wide and above the frames, the tops of the last set of drivers projected into the firebox, something which was only possible due to them being oil fired. In 1935, a further five locomotives were built with larger boilers, which increased the evaporative heating surface by 357 square feet and the superheater surface by 172 square feet. These were designated PR-8, numbers 3000 to 3004. At 144 tons, the PR-8 was the heaviest conventional 4-8-0 ever built. The Norfolk & Western’s M2, which is often credited as being the heaviest conventional 4-8-0, weighed less than the PR-8.

They consisted of up to seven or eight fireboxes usually made of local granite – but on occasion containing imported sandstone or limestone ballast rock – backed by a heavy stone wall and common side walls. More fireboxes were built than were used at once, as the local granite quickly deteriorated after exposure to a wood fire. It appears that once a firebox had lost its usefulness, the men merely shifted the trypot to a "spare" firebox to continue processing the oil. Behind the main wall were wooden platforms where men would ladle the oil from the trypots into vessels filled with cold water used to cool and purify the oil.

Additionally, radiant heating from the enlarged separate firebox helped deliver a further increase in steaming and hence boiler efficiency. The original innovator of multiple fire-tubes is unclear, between Stephenson and Marc Seguin. It is known that Seguin visited Stephenson to observe Locomotion and that he also built two multi-tubular locomotives of his own design for the Saint-Étienne–Lyon railway before Rocket. Rockets boiler was of the more highly developed form, with the separate firebox and a blastpipe for draught, rather than Seguin's cumbersome fans, but Rocket was not the first multi-tubular boiler, although it remains unclear just whose invention it was.

The Pennsylvania Railroad's steam locomotive class D4 (formerly Class C (anthracite), pre-1895) comprised thirty-seven anthracite-burning 4-4-0 locomotives intended for general passenger and freight service on the PRR's New Jersey lines, constructed at the railroad's own Altoona Works (now owned by Norfolk Southern) during 1873–1890. They shared many parts with other standard classes. This design differed from the Class C (later D3) mainly in its longer firebox to burn slower-burning anthracite coal. Like all the early standardized 4-4-0s on the PRR, the Class C (Anthracite) had a wagon-top boiler with steam dome and a firebox between the two driving axles.

The first two GNR Pacifics, 1470 Great Northern and 1471 Sir Frederick Banbury were introduced in 1922. The Great Northern board ordered a further ten '1470-class' locomotives, which were under construction at Doncaster at the time of the formation of the LNER in 1923. This included the future sole surviving member of the class, 4472 Flying Scotsman, then nameless and numbered 1472 In line with the philosophy behind Cole's Alco prototypes, the Gresley Pacifics were built to the maximum limits of the LNER loading gauge with a large boiler and wide firebox giving a large grate area. The firebox was set low and rested on the trailing carrying axle.

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The cracks offered a starting point for internal corrosion, which could hasten failure.Hewison (1983: 59 et sec) It was eventually found that this internal corrosion could be reduced by using plates of sufficient size so that no joints were situated below the water level.Hewison (1983: 15) Eventually the simple lap seam was replaced by the single or double butt-strap seams, which do not suffer from this defect. Due to the constant expansion and contraction of the firebox a similar form of "stress corrosion" can take place at the ends of staybolts where they enter the firebox plates, and is accelerated by poor water quality.

Traction engines began as agricultural vehicles and ignored springing or suspension on their main wheels. As light steam tractors developed from 1896 for road haulage though, locomotives with solid rubber tyres and suspension became favoured. The driving wheels of a traction engine are carried on a single axle, running closely behind the rear plate of the boiler firebox and carried in bearings fitted to the hornplates on either side of the boiler. Where springs were used, the cannon box bearing was favoured for maintaining the bearing alignment, with a further advantage of enclosing the axle away from the coal and ash from the firebox.

Throughout No. 36001's trials, the firebrick lining provided a constant problem by continually collapsing into the fire. The firebricks were then replaced with cast iron substitutes that melted in the intense heat of the firebox, which were in turn replaced by thicker firebricks. Some of the firemen allotted to the Leader complained about cramped conditions in the centre cab of the locomotive, a situation made worse by flames entering the cab from the firebox at high outputs. It was an enclosed space that was constantly hot and the single fireman's entrance door on the side of the locomotive was left open during travel to promote ventilation.

It was fitted with a 28 row superheater with 360 square feet of heating surface. The superheater elements, 1⅛ inch in diameter, were fitted into flue tubes 5⅛ inches diameter. On test the boiler performed poorly, heat transfer to the water being inadequate because the hot gases from the firebox passed too rapidly through the tubes to the smokebox. The rapid passage of gas was indicated by too high a temperature in the smokebox, and the choking of the smokebox by excessive char carried through from the firebox. The boiler was re-tubed with 180 smaller tubes 1⅞ inches diameter, and with superheater elements 1¼ inch diameter.

The boiler was 36 inches in diameter by 15 it. 6 inches long. It is jacketed with brass, as are also the steam chests. Patches and replacements have been made around the firebox, but the crown sheet was believed to be still the original one in 1925.

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Developed by Sir Henry Fowler for the LMS and introduced in 1924 the new locomotives had a Belpaire firebox from new, wider side tanks, larger bunker and an extended smokebox. A ventilator was also fitted in the cab roof. This class became the LMS "standard" shunting locomotive.

By around 1850 the haystack and Gothic boiler had fallen from favour. Boiler working pressures had risen from 80 psi to the 120 psi of the Jenny Lind, making the flat surfaces of the Gothic firebox unsupportable. Future locomotives returned to the use of the steam dome.

An iron kettle with firebox is built into the chimney. The north room appears to have been used as a smokechamber due to its smudged plaster. The barn, considered a contributing resource to the National Register listing. is located just to the north of the house.

The view from 47231's cab, showing tank top detail, Belpaire firebox, large dome and chimney. The Midland Railway (MR) 2441 Class was a class of steam locomotive. Introduced by Samuel Johnson in 1899, originally with round-topped fireboxes. Henry Fowler later rebuilt them with Belpaire fireboxes.

The water tank was integrated into the rivetted plate frame. The filling points were on the front wall the left and right of the smokebox. Coal was stored behind the outer firebox on the footplate. As a result, the engines could only be laboriously coaled using baskets.

Day- Lewis (1964), pp. 149–150 As an aid to the fireman, a steam-operated treadle was provided that used steam pressure to open the firehole doors (where the coal is shovelled into the firebox). The footplate was entirely enclosed, improving crew working conditions in winter.

They were built with typical Midland-pattern Johnson boilers with the flared safety valve housing. Some were later rebuilt with LMS pattern boilers with a Belpaire firebox and smaller pop valves. Some had condensing gear fitted for working the 'Widened Lines' tunnels of the Metropolitan Railway.

No. 2005 lacked the Kylchap double chimney of the rest of the class, and No. 2006 had a different boiler design, with a longer combustion chamber, and firebox heating area and volume of and respectively with a Robinson superheater. The production series was completed in 1936.

They had taper boilers to ensure that the firebox crown was covered when on the gradient; Casserley speculates that they probably were the first engines anywhere with taper boilers. The TVR gave them numbers 141 to 143; after 1922 they became GWR nos. 792 to 794.

Fuel is usually coal but the engine may be designed to use wood fuel, straw or bagasse (sugar cane residue) instead. A longer, circular firebox is particularly suitable for burning logs rather than shorter wood billets. Machines designed for wood-burning may be fitted with spark arrestors.

Its purpose is to act as a last-resort safety device in the event of the water level falling dangerously low: when the top of the plug is out of the water it overheats, the low-melting-point core melts away and the resulting noisy release of steam into the firebox serves to warn the operators of the danger before the top of the firebox itself runs completely dry, which could result in catastrophic failure of the boiler. The temperature of the flue gases in a steam engine firebox can reach 1000 °F (550 °C), at which temperature copper, from which historically most fireboxes were made, softens to a state which can no longer sustain the boiler pressure and a severe explosion will result if water is not put into the boiler quickly and the fire removed or extinguished. The hole through the plug is too small to have any great effect in reducing the steam pressure and the small amount of water, if any, that passes through it is not expected to have any great impact in quenching the fire.

Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 1. Johannesburg between the Home Signals, Part 1. Captions 21-24, 26-27. (Accessed on 20 March 2017) The inner firebox was of steel and was fitted with five diameter arch tubes, which supported the brick arch.

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See air brake and vacuum brake. :36 Water compartment – Container for water used by the boiler to produce steam. :37 Coal bunker – Fuel supply for the furnace, may be wood, coal/coke or oil. Fed to the firebox either manually or, for bigger fire grates, by mechanical stoker.

The firebox and heat exchanger are surrounded by water or a glycol-water solution, which absorb heat from the burning wood. The heated water is generally circulated through insulated underground lines to a heating load, where the heat can be transferred from the water to various heat emitters.

Shortly after 7 p.m., Friday, June 16, 1995, an explosion in the firebox of CPR 1278 burned three members of its crew. One man, James Cornell, the son of the owner of the engine, was critically injured. The train that the locomotive was pulling had 310 passengers on board.

They originally used a similar tender to the 700 class, but these were later replaced with Drummond's 8 wheeled bogie "watercart" tenders. They were not particularly good steamers, due to their firebox being too small. None was ever superheated, and they were withdrawn after lives of 35-40 years.

The rearmost railcar cut loose and stayed on the track. In order to prevent a boiler explosion, the steam machine driver and fireman dumped their firebox on the ground. The hot coals and ashes ignited diesel fuel leaking from the first railcar, and the train burst into flame.

An agungi () is a firebox found in traditional Korean kitchens which is used to burn firewood or other fuel for cooking. It is also a part of the traditional floor heating system, or ondol. The flat cooktop counter or hearth installed over the agungi is called a buttumak ().

Thomas Parker (11 July 1829 - 25 November 1903)Thomas Parker (1829-1903) Grace's Guide, accessed 29 July 2015. was Locomotive, Carriage and Wagon Superintendent of the Manchester, Sheffield and Lincolnshire Railway from 1886-1893\. He introduced a new type of locomotive in Britain, which used a Belpaire firebox.

Upon delivery, the Class 14 locomotives could not be erected departmentally owing to the congestion of work in the Durban workshops. The assembly work was therefore contracted to Messrs. James Brown and Company of Congella. The Class 14 had Walschaerts valve gear and a Belpaire firebox and was superheated.

The engine is identified by its Waterous Brantford stamp on the firebox door. The boiler is in diameter and high. The whole engine is about long. The Waterous Engine Works, which built the engine, was at Brantford, Ontario, Canada, and this model was known as the Champion type.

Tubeplates had to be frequently changed due to cracking in the radius of flanges. Cross-sectional area of the boiler was too small for the flue gas generated by the firebox. Tube cross-section area to the grate was only 9%. The boiler was poor, having pressure below .

Early conversions were equipped with copper and later conversions with steel fireboxes. In the process of reboilering they were also equipped with Watson cabs, with their distinctive slanted fronts compared to the conventional vertical fronts of their original cabs, to enable easier access to the firebox stays. An obvious difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover, just to the rear of the chimney on the reboilered locomotive. In the case of the Class 15B and Class 15BR, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

The X class was a development of the earlier C class 2-8-0 goods locomotive, designed to be gauge convertible from to in the event of the Victorian Railways network being converted to standard gauge. The C class, with a narrow firebox between the frames, could not be easily converted. The X class retained the same cylinder and driving wheel dimensions as the C class as well as its valve gear, but introduced a much larger boiler and a trailing truck behind the rear driving axle. The 2-8-2 layout of the X class allowed a wide, deep firebox suited to the high ash, low calorific coals from the State Coal Mine typically used for goods haulage.

X39, built new in 1938 with visible design changes including Modified Front End 'flowerpot' funnel, smoke deflectors, and Belpaire firebox with combustion chamber. The tender is believed to be a former S class tender. The X class, in common with all broad gauge VR steam locomotives built from 1907 onwards, underwent design modifications to the smokebox draughting and blastpipe dimensions referred to as 'Modified Front End', as well as other improvements such as the fitting of smoke deflectors, Automatic Staff Exchange apparatus and cross-compound air compressors. The copper firebox round-top boilers the original eleven locomotives were built with, prone to priming if too much water was carried, were replaced with all-steel boilers featuring Belpaire pattern fireboxes.

Smoke and hot gases pass from the firebox through tubes where they pass heat to the surrounding water in the boiler. The smoke then enters the smokebox, and is exhausted to the atmosphere through the chimney (or funnel). Early locomotives had no smokebox and relied on a long chimney to provide natural draught for the fire but smokeboxes were soon included in the design for two main reasons. Firstly and most importantly, the blast of exhaust steam from the cylinders, when directed upwards through an airtight smokebox with an appropriate design of exhaust nozzle, effectively draws hot gases through the boiler tubes and flues and, consequently, fresh combustion air into the firebox.

In design and appearance the BA class was very similar to the B class of 1899-1903, but superheated and with a smaller firebox. They were designed primarily for use on freight trains in the South Island, and were capable of hauling a load of goods at speeds up to . In March 1928, BA 552 was modified to have a wider firebox, and later that year the same work was done on BA 498\. It was almost two decades before the alterations were performed on any other members of the class: BA 553 was done in May 1948, BA 148 the next month, and fifth and last was BA 499 in November 1949.

16 engines of the "M" class were bought by the Midland and Great Northern Joint Railway, eight in 1896 and eight in 1899, which were numbered 58–73. All were built with Class "B" boilers ( diameter over the largest ring, round-top firebox), and replacement boilers were normally of the same type; but two (nos. 62 and 69) were rebuilt in 1906 and 1909 with the larger Class "H" boiler ( diameter over the largest ring, round-top). In 1921, two others (nos. 68 and 71) were rebuilt with the Belpaire Class "G7" boiler ( diameter, Belpaire firebox) together with longer smokeboxes, which required the main frames to be extended at both front and rear.

This superstructure was supported on two engine units by means of pivots. The pivot centres were located approximately at the centre of the coupled wheelbase of each engine unit. In the Garratt design, by comparison, the coal and water bunkers are mounted directly on the engine units and pivot with them, while the boiler, firebox and cab are mounted on a rigid cradle frame which is suspended between the two engine units. On the Modified Fairlie, as compared to the Double Fairlie, the distance between the engine units had been increased to a figure similar to that of the Garratt type, thereby allowing space between them for a liberal firebox and ashpan.

On the Kitson-Meyer locomotive, the rear engine unit was located further back, which allowed the firebox to be between the two engine units, thereby making a much larger firebox possible. The same feature would also be a characteristic of the Garratt locomotive, of which the first appearance in the world was still five years in the future at the time. This also increased the length of the locomotive, making it possible to utilise the additional length behind the cab for a coal and water bunker. The auxiliary chimney at the rear avoided the need to have an exhaust steam pipe running the length of the locomotive to the smokebox at the front end.

The idea was that when one side had burnt down, it could be stoked whilst the other side was at peak temperature and consuming its smoke. The mid-feather terminated towards the front of the firebox, so that the gases from the fresh coal in the cooler side of the firebox could be completely burned by the heat given off by the hotter side. It worked well, and when independently tested (by D. K. Clark) against the designs of Joseph Beattie and James McConnell, was more efficient, burning less coal than the other two types for the same amount of work done. Unfortunately it was expensive both to construct and to maintain, which was to prove its downfall.

Bury engines were also notable for their round topped "haystack" fireboxes from 1830 until mid-1847; thereafter Bury, Curtis & Kennedy's engines were fitted with a raised but straight-topped firebox. The boiler pressure was gradually increased from 50 psi in the 1830s to a maximum of 85 psi by about 1850.

Most were rebuilt with a belpaire firebox in the 1930s but No. 46 was withdrawn unrebuilt in 1935. CIÉ withdrew most of the remainder between 1945 and 1953 noting that while the type was "quite a good design for a light engine" the demand for such a type was decreasing.

Four examples of this class were designed by Patrick Stirling for the GSWR and were built at R & W Hawthorn (Works Nos. 950-3) between January and May 1856. They were numbered 105–108. The members of the class were fitted with domed boilers and safety valves over the firebox.

Coaly is thrown against the firebox, severely burning his back. Cracker is flung from his perch in the caboose, breaking his neck and dying in the process. Cigaret finds A-No.-1 nursing his injuries near a pond and berates him for lacking the strength and courage to go the distance.

Twenty of the class were built by the Phoenix Foundry in Ballarat, entering service between 1900 and 1903. The first batch of ten, delivered in 1900-01, had a traditional three- axle tender. The second batch had a slightly larger firebox and grate, boiler pressure, and larger, four-axle tenders.

The original 36 locomotives had their domes on the firebox, while the domes of the rest were on the middle of the boiler. The two classes became more uniform on rebuilding. All had full-length saddle-tanks; the wheels were diameter, the wheelbase was , and cylinders . They had inside frames.

It was also used at Sidmouth, Yeovil and Fratton. By February 1912, no. 734 was in Eastleigh Works for reboilering. The new boiler was of Drummond design, and smaller: it had a barrel long by diameter, a firebox long with a grate area of , and worked at a pressure of .

A layout of previous partitions is visible on the ceiling. There are four non- functional fireplaces without mantle or firebox. A rear room contains a kitchen. Timber-framed, glazed French doors and a clear-finished panelled timber door open onto the rear verandah from the rear rooms of the first floor.

Two more followed in 1913 and another three in 1914, also from Kerr, Stuart. While virtually identical to the Hawthorn Leslie Side Tanks, their boiler pitch had been raised to make a larger firebox possible. They also had higher side tanks and less ornate sand boxes on top of the boiler.

A cinder collector was added in front of the exhaust fan to collect cinders and bring them back to the firebox. But this experiment was still a big bust. Sadly, both #1100 and #1112 were retired in 1951, nearly ten years before the N&W; gave up steam power in 1960.

It is said that there are several ex-PRR P70 and B60 cars to be used for the train. The engine is currently being worked on by a dedicated team of 4 people. Restoration cost is estimated at $750,000. The locomotive requires boiler patches, firebox patches, and a new crown sheet.

The brass boiler is fired by a brass cylindrical three wick meths burner. It has a safety valve and a separate filler plug and overflow plug and is fitted with a whistle. It has a dummy chimney. The boiler is held onto the steel firebox with a single brass band.

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In addition to the same original woodwork s the other rooms, it has its original white marble mantel. Its design, referred to as "Grecian" in contemporary catalogs, has a complex- curved shelf supported by consoles over an arched firebox opening with a keyblock carved into the shape of a scallop shell.

A tall chimney is provided to ensure a good draught for the fire. To permit negotiation of overhead obstacles, the chimney is hinged at its base, and is folded down for transport and storage. A suitably shaped bracket is usually provided towards the firebox end to support the chimney when folded.

This allowed the combine to operate on slopes as steep as 30 degrees while the threshing machine remained level. In 1890, Holt built his first experimental steam traction engine, nicknamed "Old Betsy". Built on a frame, it developed from a single cylinder (, ). The firebox could burn wood, coal, or oil as fuel.

It features references to Tempest's birth year, Jimmy Page, Malcolm Young, Angus Young and Elvis Presley. Like "Riches to Rags," it was written by Tempest in the music rehearsal space in Shepherds Bush. "Firebox" was written late during the writing process for the album. It originated from a riff composed by Michaeli.

Didcot Railway Centre No. 5 Shannon is part of the UK National Collection of railway locomotives (Object No.1978-7013). In 1975 it took part in the 150th anniversary celebrations of the Stockton and Darlington Railway in steam but had to be retired soon afterwards as cracks were discovered in the firebox.

Franckh'sche Verlagshandlung Stuttgart 1975. , Seite 8 This class was the first express train locomotive with the Bavarian state railways. It was developed from the Class A IV. Unlike the A IV, the Class A V had a lower- pitched boiler and a wider firebox. In addition access to the valve gear was improved.

N&W; 2156 is also one of the Y6a's that received a new firebox with an extended combustion chamber of the type used on the Y6b class, which increased drawbar horsepower from 4400 hp (3.3 MW) at 20 mph (32 km/h) to 5600 hp (4.2 MW) at 25 mph (40 km/h).

The empty space in between the firebox and the outer housing is the second important operational component of the outer housing. This space is filled with air from the interior of the room being heated and is used to add hot air to the room without the addition of exhaust gasses from combustion.

In one of the last chambers of the bathhouse, there was a tank with hot water. Under it, there was a firebox, which served to heat all the premises of the bath. The underground, the stables and the walls of the baths were heated by a branched system of heat-conducting channels.

The boiler barrel comprised 2 shells with a diameter of 1,450 mm. On the top were two steam domes which were connected by a pipe inside the boiler. Between steam dome and chimney was a sand box. The firebox was made of copper and position over the first axle of the rear drive.

The locomotives had a boiler with a Belpaire firebox, which was located between the frame sides. Two injectors provided the boiler feedwater. The steam engine was designed as a de Glehn four-cylinder compound. The outer high-pressure cylinders drove the second coupled axle, whilst the inside low- pressure cylinders drove the first.

They were thus able to turn at very high speeds due to the lower reciprocating mass. A trailing axle was able to support a huge firebox, hence most locomotives with the wheel arrangement of (American Type Atlantic) were called free steamers and were able to maintain steam pressure regardless of throttle setting.

Both passed to the Midland Railway when it merged the LT&SR; in 1912. The Midland renumbered them 2898–2899 and gave them the power classification 2F. The Midland fitted them with Belpaire firebox boilers, plus some standard fittings. Both passed into LMS ownership in 1923, and they initially retained their numbers.

Summer 2005 MI signed a deal with Firebox Records and on February 2006 MI released their second album, "Random End" In 2007 Misery Inc. inked a deal with Finnish record label Johanna Kustannus (Megamania), and third album Breedgreedbreed was released on October 10, 2007. On September 15 Misery Inc. informs that Misery Inc.

Coupled with a shallow firebox, this enabled the firegrate to be extended out sideways over the fourth set of coupled wheels, which resulted in a grate area of , compared to the of the previous model. These engines also used saturated steam and cylinders with overhead slide valves, actuated by inside Stephenson valve gear.

No. 1.002 on display at TreignesThirty five type 1 locomotives were built by the Société Anonyme la Métallurgique at its Tubize factory. They had a high degree of superheat, and a firebox that was so wide, it had two firehole doors. The members of the class were retired in 1962. One locomotive, no.

Porky then managed to open its firebox, which is a candle. Porky then looks to the left, opening its second seat-box to find a can of pepper. Porky then starts to spray pepper all over the candle. The train starts to sneeze multiple times as the train starts to move faster.

Boiler explosions are of a particular danger in (locomotive-type) fire tube boilers because the top of the firebox (crown sheet) must be covered with some amount of water at all times; or the heat of the fire can weaken the crown sheet or crown stays to the point of failure, even at normal working pressure. This was the cause of the Gettysburg Railroad firebox explosion near Gardners, Pennsylvania, in 1995, where low water allowed the front of the crown sheet to overheat until the regular crown stays pulled through the sheet, releasing a great deal of steam and water under full boiler pressure into the firebox. The crown sheet design included several alternating rows of button-head safety stays, which limited the failure of the crown sheet to the first five or six rows of conventional stays, preventing a collapse of the entire crown sheet. This type of failure is not limited to railway engines, as locomotive-type boilers have been used for traction engines, portable engines, skid engines used for mining or logging, stationary engines for sawmills and factories, for heating, and as package boilers providing steam for other processes.

They were larger in most respects than Deutsche Reichsbahn's new Standard gauge Class 44 three- cylinder 2-10-0 locomotives. Although their all-up locomotive weight was almost the same, when considering the fact that the SAR's Cape gauge Class 18 had shorter axles and frame stretchers, saving weight that could then be built into other items such as the firebox, the Class 18 was the larger locomotive. The Class 18 had a round-topped firebox with a combustion chamber and with arch tubes supporting the brick arch. It was fired by a Duplex D.4 type mechanical stoker, operated by a four-cylinder steam engine on its Type HT tender, which had a coal capacity of , a water capacity of and a maximum axle load of .

It was designed by Hendrie to handle coal traffic on the upper Natal mainline and, while it was based on the Class Hendrie B , it had the firebox positioned to the rear of the coupled wheels to make a larger grate and ashpan possible. To accomplish this, the plate frame was equipped with a cast bridle at the rear to accommodate the improved firebox design, which also necessitated the addition of a trailing truck. Five locomotives were built by the North British Locomotive Company and delivered in 1909. The type went on to become the most widely used steam locomotive wheel arrangement in South Africa, with altogether thirty classes of both tank and tender versions eventually seeing service on the South African Railways.

The members of this class spent most of their days attached to depots at Enfield, Goulburn, Harden, Junee and Cowra operating on the Illawarra and Main South lines. They were seldom used on the Main Western or Main Northern lines. In 1946, given the contemporary discontent and industrial action in the coalfields following World War II, it was decided to convert seventy of the class to oil burners. The 55 class was chosen as unlike the other two sub-divisions of the Standard Goods engines their absence of eccentrics for any inside valve gear immediately adjacent to the firebox throatplate gave adequate room for the installation of the new equipment, specifically the burner and its piping at the firebox and ashpan.

Virtue and Company Ltd, London The process of superheating steam is most importantly designed to remove all droplets entrained in the steam to prevent damage to the turbine blading and/or associated piping. Superheating the steam expands the volume of steam, which allows a given quantity (by weight) of steam to generate more power. When the totality of the droplets is eliminated, the steam is said to be in a superheated state. In a Stephensonian firetube locomotive boiler, this entails routing the saturated steam through small diameter pipes suspended inside large diameter firetubes putting them in contact with the hot gases exiting the firebox; the saturated steam flows backwards from the wet header towards the firebox, then forwards again to the dry header.

These locomotives were two-cylinder simple-expansion engines, with Walschaerts valve gear. They had a Belpaire firebox and the exhaust was later replaced by a PLM three-ring type. They had carrying wheels at both ends, in Bissel trucks of "Est" type allowing lateral movement of ±90 mm. Only the driving wheels were braked.

After two boiler explosions occurred, all the engines were equipped with normal boilers. All the vehicles had a steam dome in the centre, and the overhanging outer firebox had a flat top on which there was a safety valve and a pump (Fahrpumpe) driven by the crossheads. They had Bavarian 3 T 5 tenders.

While they were mostly used on freight, their dual service purpose entitled them to have smokebox mounted keystone shaped numberplates. Freight engines on the Pennsy had circular numberplates. The twin cross-compound air compressors on the side of the M1a. Like most PRR steam locomotives, the M1 and M1a featured the square-shouldered Belpaire firebox.

"Forgive Her..." is a CD single by Swallow the Sun, released in 2005 by Firebox Records. The single was released only in Finland, where it reached number 4 in the charts. Guest vocals by Albert Witchfinder of the Finnish doom metal band Reverend Bizarre were featured on the song "Solitude", a cover of Candlemass.

After some repair work, the locomotive was returned to Bellows Falls where it served on excursion runs. After moving to Scranton, CPR 1278 was traded to the Gettysburg Steam Railroad in Pennsylvania. Shortly after 7 p.m. Friday, June 16, 1995, an explosion in the firebox of CPR 1278 burned three members of its crew.

The 6-2-0 was a most unusual wheel arrangement, where the bulk of the locomotive's weight was on the unpowered leading wheels rather than the powered driving wheels, therefore giving poor adhesion. The type was only practicable on the Crampton locomotive with a low boiler and large driving wheels placed behind the firebox.

Standard outdoor wood boilers heat the firebox and the smoke goes out the exhaust straight. If not run hot enough, the exhaust gas will be thick and black, and the resulting ash will not be fully rendered. While functional, these models take more work and are far less efficient than some newer more efficient models.

The locomotives has boiler pressed to feeding steam to two cylinders that had a bore and a stroke. These were connected to driving wheels buy Walschaerts valve gear, although the last 47 were built with Baker valve gear. They had piston valves with travel. The firebox was of the radial-stay pattern, deep by wide.

South-Eastwards as far as Volksrust (3rd part) by Les Pivnic. Caption 25. (Accessed on 11 April 2017) Armoured boiler cladding was added. The cab, front and sides of the smokebox were enclosed and some fittings on top of the boiler and firebox such as the safety valves and top feed were boxed in armour.

To begin with the Class XIII H had a boiler with a firebox located above the frame. This was made from three boiler rings, the third one being slightly conical in shape. The boiler feedwater was supplied through two steam injectors and a Knorr feedwater pump with preheater. The second injector was later omitted.

It was returned to its centre position by sloping bearing surfaces (geneigte Doppelflächen). The grate area of the firebox turned out to be very small; as a result its steam generation was not particularly satisfactory. Trials with ribbed tubes did not produce any improvements. The large steam dome sat on the rear boiler section.

The connecting rod was attached to the leading driving wheelset. The suspension was carried out by means of leaf spring packages below the axleboxes. The balance levers between the axles were later removed to increase the size of the firebox. Originally the locomotives only had a handbrake on the tender; later, an air brake was installed.

Nine passengers and the guard of the goods train were killed. 39 other passengers and 4 train crew injured. Nearly an hour later, hot coals from the firebox of the engine of the express train set the wreckage on fire. The express train's Pintsch oil gas lighting system acted as an accelerant and added to the fire.

Chapter VII - South African Railways (Continued). South African Railways and Harbours Magazine, Jul 1946. p. 542. Unlike the original Class 12A boilers, initial and in-service repair cost considerations led to the Loubser boiler being built without a combustion chamber. The round-top firebox was radially stayed and the first two rows of stays were flexible.

PKP Class Pt47 is a Polish steam locomotive. Related to the successful PKP class Pt31 class, the main difference is the addition of circular tubes in the fire chamber, thereby significantly increased boiler performance. This class also featured a superheater and many have mechanical stokers to feed coal into the firebox. 180 locomotives were built in total.

Bradyll has never been restored, and is probably unique in this respect. The locomotive has an Adamson type firebox, and Wilson wheels, as used by Hackworth on the Stockton & Darlington Railway. Bradyll is currently on display at Locomotion, Shildon. She will be conserved, but no restoration will take place to return her to an "as built" appearance.

The seven examples of this class were designed by Patrick Stirling for the GSWR and were built by Neilson and Company (Works Nos. 398-404) between November and December 1857. They were numbered 9, 14, 15, 17, 20, 30, and 33. The members of the class were fitted with domed boilers and safety valves over the firebox.

The ten examples of this class were designed by Patrick Stirling for the GSWR and were built by R & W Hawthorn (Works Nos. 1034-43) between July 1858 and January 1859. They were numbered 34, 36, 32, 25, 110–115. The members of the class were fitted with domeless boilers and safety valves over the firebox.

A cocklestove used for central heating, built around 1959. The stove is made of masonry such as brick (firebrick), soapstone, tile, stone, stucco, or a combination of materials, rather than steel or cast iron. It usually requires special support to bear its weight. It consists of a firebox and heat-exchange channels or partitions that provide additional surface area.

The locomotive had a tall smokestack chimney at the front, a cylindrical boiler in the middle, and a separate firebox at the rear. The large front pair of wooden wheels was driven by two external cylinders set at an angle. The smaller rear wheels were not coupled to the driving wheels, giving an 0-2-2 wheel arrangement.

The locomotive had a round-topped firebox. The cylinders were inclined and arranged outside the engine frame, while the slide valves were actuated by Stephenson Link motion. The cab sides of the early locomotives were not enclosed, but were equipped with canvas roller blinds to offer the crew some protection against the elements.Espitalier, T.J.; Day, W.A.J. (1943).

Because this was longer than the original boilers, the frame of the Class III had to be extended (on the Class IIIa it was long enough) and a buffer beam built onto the front. The boiler had a Belpaire firebox with a somewhat higher top surface. A larger steam dome was fitted on top of the rear boiler ring.

The steam pipes from the header to each cylinder were in diameter. The boiler was fitted with two large Pop safety valves mounted ahead of the firebox, one on either side of the boiler and angled about 80 degrees apart.Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 2. Johannesburg between the Home Signals, Part 2.

He then walks to the train engine, breaks ice away, and starts a fire in its firebox. With the engine cranked up, he drives it away from the destroyed town. He arrives in Omaha, Nebraska and describes Elam and Eva to ask their location. He finds a shotgun in his face when he knocks on Elam's door.

In September 1902 a member of the Atbara Class, no. 3405 Mauritius, was reboilered with a tapered domeless boiler and Belpaire firebox. The locomotive was the first GWR 4-4-0 to be fitted with a tapered boiler; the boiler became the prototype for Churchward's Standard No. 4 boiler. In March 1903 the first of the City Class, no.

3433 City of Bath, was completed. It was fitted with the final form of the Standard No.4 boiler, with slightly curved sides and a tapered top to the firebox. Another nine locomotives were completed in May 1903. Between February 1907 and December 1908 nine Atbaras were rebuilt with this boiler and incorporated into the City Class.

Also, the label signed license deals with European record companies i.e. Firebox Records (Swallow the Sun) or Century Media Records (Bloodbath).Trinity Records Hong Kong: As a result, Alltheniko, Bloodbath, and Dissection amongst others saw their records released in Asia. The company stopped its work without further notice on the website in the beginning of 2010.

Hornby Railways manufacture a model of the M7 in OO gauge. Dapol manufactured a model of the M7 for British N gauge in 2006 but has since ended production of this model. The earlier Triang Hornby company also manufactured an OO scale model of the M7 with opening firebox door and crew: model No. R.754, introduced in 1967.

25 quickly followed after some repairs to the firebox, and the two locomotives were the mainstay of the museum's operations for many years. Both locomotives were withdrawn awaiting boiler lifts to allow for a full external boiler inspection in the late 1990s. 30 was returned to service in April 2000. In 2009 30 was retired with serious mechanical problems.

Hughes was promoted to CME from Works Manager on 10 February 1904. From 1905 in lots 51 and 64 he built 40 additional 2-4-2T locomotives with a Belpaire firebox replacing the original round-topped boiler. Predominately in the first half of the 1910s, this non-superheated boiler was also fitted to a number of rebuilt locomotives.

The riveted boiler barrel comprised two boiler shells and the smokebox was also rivetted. At the back of the boiler was the copper firebox. Two vacuum Dampfstrahlpumpen served as feed pumps. For the brakes, there was, next to the smokebox a single-stage air pump, and in front of the carrying axle were one or two air reservoirs.

The design is unusual for a 0-4-0. The well tank engine has a long wheelbase and the driving axle is behind the firebox, which prevents the use of a conventional valve gear layout. Consequently, the Allan valve gear is driven from the leading coupled axle and doubled back to connect to the valve rods.

The locomotives had an inside forked frame (Gabelrahmen). The boiler barrel comprised two (and on HULDA three), shells. The steam dome was located on the centre one, and on HULDA on the front shell. On HULDA the firebox extended under the trailing axle by means of a sloping base in order to achieve the greatest possible grate area.

The engine was designed and built by the road's master mechanic, Andrew Jackson "A.J" Stevens at Sacramento Locomotive Works in 1882. The locomotive had two highly unusual features: the firebox shape and the steam distribution. The only other locomotives to use such a valve gear were the 20 copies of Mastodon (see below) and CPR #237 El Gobernador.

Great Western Railway No. 6833 Calcot Grange, a 4-6-0 Grange class steam locomotive at Bristol Temple Meads station. Note the Belpaire (square-topped) firebox. Before the 1923 Grouping Act, production in the UK was mixed. The larger railway companies built locomotives in their own workshops, with the smaller ones and industrial concerns ordering them from outside builders.

Note the deep firebox permitted by this configuration, and the high reversing shaft (below the bell) with a long lifting link to the valve gear radius rod.2-4-4 T Mason Bogie #10. Mason Machine Works, Taunton, MA. Built 1887. Photo location: Behind the Lynn, MA Train Station of the Boston, Revere Beach and Lynn Railroad.

There were possibly fears about their stability and with a long rigid frame, greater speed was achieved, albeit at the cost of a very rough ride and damage to the track. The culmination of this approach was seen in the Crampton locomotive where, to make the driving wheels as large as possible, they were mounted behind the firebox.

The Leader boiler and firebox, showing the offset firehole door position (dotted). Also visible are two of the four thermic siphons. The boiler was the culmination of lessons learned with the Pacifics and was a prolific steam-raiser. All Leader boilers were constructed at Eastleigh, and proved to be the least problematic area of the entire design.

As the damper closes, the amount of heat escaping the furnace through the stack decreases, but the pressure or draft in the furnace increases which poses risks to those working around it if there are air leakages in the furnace, the flames can then escape out of the firebox or even explode if the pressure is too great.

The Class 10 was of an extremely advanced design for the day. At long, the firebox was somewhat shorter than usual practice, but much wider at . It had a rocking firegrate with a drop grate at the front. The rocking grate was operated by a small steam cylinder of bore and stroke, arranged under the footplate.

The first of these; Sinulle did not create the type of sound that the band were looking for. The second, a self-titled work was more successful and secured a two album deal with Firebox Records. Their first album Kaiken Kauniin Loppu was released in 2003. Mikko Nevanlahti left shortly afterwards and was replaced by Tuukka Heikurinen on drums.

Before the release of the second album Meistä On Maa Täysi in 2005 Harri-Lempinen had taken over on drums. The second album was released on Roihu Records, which was a division of Firebox. A further change with Saku Lempinen replacing Sami Tikkanen on guitars took place in 2008. The third album Hehku was released in 2011.

Kaiken Kauniin Loppu is the debut album of Finnish rock group Wasara. It was released in 2003 after the band had won a two album deal with Firebox Records. That deal had come about after the success of the band’s 2002 demo Wasara. All three tracks from that demo; Kivisade, Pahavirsi and Etsijä, appear on this album.

Lowe J. W., (1989) British Steam Locomotive Builders, Guild Publishing The boiler was large and had an unusual integral firebox, lined with firebricks. Two-wheel pony trucks were fitted front and rear. It was the first 2-6-2 tender locomotive in Great Britain and would be the only one until the LNER Class V2 of 1936.

This is usually a fire- tube boiler with a locomotive-type firebox. However, some designs (e.g. the Marshall "Britannia" (pictured)) have circular, marine-type, fireboxes. This latter type were also known by British manufacturers as 'colonial' boilers, as they were mainly intended for export to 'the Colonies', and had a high ground clearance for travelling along rough tracks.

This class was a set of 2 batches of 3 locomotives for the WLWR designed by John G. Robinson. The lead member of the second batch, No. 2, was notable as the first Irish broad gauge locomotive to have a Belpaire firebox from new and the first to have the long slender chimney set to become synonymous with Robinson locomotives. The final two of the batch were held back on a payment dispute issue from the WLWR amalgamation into the GSWR in 1901 and opportunely purchased by the MGWR in the meanwhile. The locomotives were the first on the MGWR to have Belpaire firebox. Upon the 1901 amalgation the WLWR locomotives were renumbered 222, 237, 238 and 239 and retained those numbers with the merger into the Great Southern Railways (GSR) in 1925.

The six days per week running schedule of these locomotives meant that all of the maintenance work normally done over the course of that week would have to be done on one day. This meant a specialized system was developed, where men in "hot suits" (asbestos heat-resistant coveralls) entered the firebox while the locomotive was still in steam and cleared all of the tubes, repaired the brick arch, etc. As the temperature inside the firebox itself would have been well over 212 degrees Fahrenheit (100 C), and the working area these maintenance workers would have been standing on was the still-hot firebars of the grate, all references describe these workers as 'heroic'. This type of intensive maintenance was studied by steam locomotive designers such as Andre Chapelon, Livio Dante Porta, and David Wardale.

This time, however, Hendrie made full use of the potential of the pony truck under the cab to carry additional weight by positioning the firebox to the rear of the driving wheels, which made an improved grate and ashpan possible. To accomplish this, the plate frame was equipped with a bridle casting at the rear to accommodate the larger firebox. Five locomotives were built by the North British Locomotive Company (NBL) and delivered in 1909, numbered in the range from 330 to 334.North British Locomotive Company works list, compiled by Austrian locomotive historian Bernhard SchmeiserSouth African Railways and Harbours Locomotive Diagram Book, 2'0" & 3'6" Gauge Steam Locomotives, 15 August 1941, as amended The first five locomotives were delivered with the first Type TJ tenders, which had a coal and water capacity.

The locomotive itself was adequate but not successful enough for further development, and drawings for a revolving coal bunker made by Beyer, Peacock in 1930 were not pursued. Indeed, the design did have some expensive flaws; soft water resulted in the boiler being retubed in 1926, firebox damage was diagnosed in 1927 and 1928, and the loco was out of service for nine months during 1930 during which time some modifications were carried out and a new firebox fitted. After this the loco itself settled down to working its regular beat up and down Worsborough Bank, despite continued steaming problems and a definite susceptibility to poor quality coal. It was renumbered 9999 in the LNER renumbering scheme of 1946, and became 69999 on the creation of British Railways in 1948.

These locomotives were originally conceived as an enlargement of the earlier class P (later reclassified D14) and were an extremely large and powerful locomotive for the period. Breaking with the traditional 4-4-0 layout with a low-slung boiler and the firebox between the frames, the class L design had a large Belpaire firebox above the frames and a large high-mounted boiler. The high center of gravity proved to offer an exceptional high-speed ride. The design was the product of three men; general superintendent of motive power Frank D. Casaneve, chief mechanical engineer Axel S. Vogt, and chief of motive power Theodore N. Ely, Casaneve supervising the overall design, Vogt perfecting the mechanical details and Ely paying more attention to the appearance and external detail.

A fuel explosion within the confines of the firebox may damage the pressurized boiler tubes and interior shell, potentially triggering structural failure, steam or water leakage, and/or a secondary boiler shell failure and steam explosion. A common form of minor firebox "explosion" is known as "drumming" and can occur with any type of fuel. Instead of the normal "roar" of the fire, a rhythmic series of "thumps" and flashes of fire below the grate and through the firedoor indicate that the combustion of the fuel is proceeding through a rapid series of detonations, caused by an inappropriate air/fuel mixture with regard to the level of draft available. This usually causes no damage in locomotive type boilers, but can cause cracks in masonry boiler settings if allowed to continue.

Designed by Cesare Frescot, the Class 650 was designed in light of the forthcoming opening (in 1889) of the new relief Giovi railway, which supplemented the old line opened in the 1850s and was less steep (1.6% maximum instead of 3.5%). Previous fast locomotives were of the 4-4-0 arrangement; Frescot decided to add one more driving axle to ensure that the locomotive would be able to pull the increased loads without exceeding the axle load limits. He also discarded the Belpaire firebox, common in SFAI locomotive practice, for a round-top firebox, which would be a mainstay of Italian locomotive practice. The first locomotives had a working boiler pressure of , while subsequent locomotives enjoyed a greater pressure of ; three locomotives were also fitted a longer boiler with a combustion chamber.

Original pre-1912 nameplate of 3338 Laira No. 3312 Bulldog was built in October 1898, with curved outside frames, a domed parallel boiler with a raised Belpaire firebox and a wrapper-type smokebox. The boiler was a prototype for the parallel version of Churchward's Standard No. 2 boilers. Bulldog was originally classed as a variant of the Duke Class. In October 1899 no.

An obvious difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover, just to the rear of the chimney on the reboilered locomotive. In the case of the Class 12 engines, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

Following the merger between the Southern Railway and the Norfolk and Western to form the new Norfolk Southern Railway,. No. 2716 was retired in favor of Norfolk and Western No. 611 serving as the main motive power for the steam program. It was put in storage at the Irondale Steam Shop in 1985,. after attempts to weld cracks in the firebox failed.

As it was, the railroad had been preparing for the post-steam era. The arrival of the diesels was evidence to this. #17 had been in service for seven years, and was approaching a federally mandated overhaul. The major work that would have been required was the replacement of the tubes and flues running from the firebox to the smokebox in the boiler.

His name was changed from "Kohrs" to "Coors". He worked in the spring as a laborer, and during the summer he worked as a brewer. In the fall and winter, he worked as a fireman, loading coal into the firebox of a steam engine. In the spring and summer of 1869, he worked as an apprentice bricklayer and a stone cutter.

Armstrong began to publish his poetry in the late 1970s, contributing to magazines and to Ten North-East Poets,Edited by Neil Astley (Newcastle upon Tyne: Bloodaxe, 1980. .) The Firebox. Poetry in Britain and Ireland after 1945,Edited by Sean O’Brien (London: Picador, 1998. ). and Last Words: New Poetry for the New Century,Edited by Jo Shapcott and Don Paterson (London: Picador, 1999. ).

The Bavarian A II engines were early German 2-2-2 steam locomotives with the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn). The locomotives were conceived as Stephenson Long Boiler engines. They had an inside forked frame and the firebox was supported by the trailing axle. The only difference between the engines from the two manufacturers was the location of the feed pump.

Patrick Stirling was appointed locomotive superintendent of the GSWR in 1853 and set about designing the new Kilmarnock Locomotive Works which was opened in 1856. This was his first class to be built at the works (Works Nos. 1-13). Most members of the class had domeless boilers but some may have had domed boilers and column type Safety valves above the firebox.

A divided drive locomotive is a steam locomotive that divides the driving force on its wheels by using different cylinders to power different pairs of driving wheels in order to give better weight distribution and reduce "hammer blow" which can be damaging to the track, or else to enable the wider spacing of the driving wheels to accommodate a larger firebox.

These 1B1-tender locomotives were the first of this class in The Netherlands, in fact the NRS employed the first passenger service tender locomotives with this type. The Westinghouse brake system was a first for the NRS; the additional hand brake was common. To obtain a stable ride at high speeds, inside cylinders were employed. The firebox was situated between the coupled axles.

It was a double-boiler locomotive, similar to a Double Fairlie. It had a central firebox on a single long frame, and required a driver and two firemen. This solution impressed the brilliant Italian engineer Germain Sommeiller but he considered it would be difficult to negotiate the sharp curves of the Giovi given the long rigid frame. He then studied an ingenious solution.

In 2004, Necare recorded its fourth album on Firebox Records, named Ruin. Produced by Jhon Ackerman, the recording process took about one year to get finished. The album counts with two guest musicians: Jhon Ackerman (guitar) and Laura (violin); all the other instruments were played by the band's own members. Its songs criticise religion and its failure in explaining mortality.

In 1906, class 5 no. 869 suffered a boiler explosion at The Oaks station, north of . The firebox crown sheet broke free of its rod stays and burst downwards, although without splitting. 57 of the 150 one-inch (25-mm) rod stays failed, the steam escaping through the remaining holes scalding the driver, although both footplate crew survived their injuries.

On 3 February 1954, locomotive No. 46250 City of Lichfield was hauling a passenger train that was derailed inside Watford Tunnel, Hertfordshire due to a broken rail. The rear three carriages became divided from the train at station, with one of them ending up on the platform. Fifteen people were injured. There were three instances of firebox crown collapse, resulting in boiler explosions.

The Princesses are related to the GWR King Class, the general outline essentially being a King with a larger firebox supported by additional trailing wheels. This origin is explained by the designer William Stanier coming from the GWR to the LMS. When originally built, they were used to haul the famous Royal Scot train between London Euston and Glasgow Central.

No. 3240, 1201 Class Unusually they were fitted with launch-type boilers. These have a cylindrical furnace, rather than a conventional locomotive firebox. This limits the grate area and ashpan size, although this is not a limitation for short-ranged shunters. One advantage is that the ashpan does not project downwards, making it possible to place the rear axle further back.

"Triple Locomotive Robo." Created through Polonaise's infusion of Zonder Metal into Yuichi Yamanoguchi, a troubled boy who envied the power of steam locomotives. Fused with a nearby steam locomotive to create a Zonder Robo with firebox arms that launch a rapid barrage of coal-shaped fireballs. This Zonder Robo's core reverted to Zonder form and escaped before Purification could be performed.

The boilers were domeless, with the safety-valves mounted above the firebox. The frames were single, the driving wheel splashers had eight slots; there was no cab, but a weatherboard with two circular windows. The six-wheel tender held of water. They were very good locomotives, and when the cylinder diameter was increased by , the performance was not adversely affected.

Inner firebox of the later spiral design Sentinel's best-known flue design was the square-section, but at one time they also used a circular corrugated design, with the water-tubes arranged in a spiral. Manufacture of these was sub-contracted to the well-known boilermakers Galloway of Manchester. When Galloway closed in 1932, Sentinel switched back to their square pattern.

Griggs oversaw the construction of nearly twenty more locomotives that used designs and technology from Norfolk. Diagram from , Griggs's improved fire arch. In the diagram, A is the firebox door on the locomotive backhead (in the cab). While employed at the railroad, Griggs filed several patents of his own design for items as varied as brake systems, driving wheels, and the firebrick arch.

Cyldon 13/5 fixed-cylinder steam engine The 13/5 is relatively conventional by Cyldon standards. The overall layout is typical of many stationary steam toys. It is unusual in the extensive use of aluminium alloys. The base, engine frame, valve block, flywheel, firebox and chimney are all mazac or aluminium alloy; most of the rest of the engine is brass.

Yorkshire steam wagon double-ended boiler The novel double-ended transverse-mounted boiler was used to avoid problems of tilting when climbing hills. Internally it resembled a locomotive or Fairlie boiler with a central firebox and multiple fire-tubes to each end. In the Yorkshire though, a second bank of fire-tubes above returned to a central smokebox and a single chimney.

The great hall runs past the fretwork and contains an inglenook known as a "Courting Fireplace" with cast-iron firebox. A large oak stairway leads to the upper floors. Off the landing is the growlery, where the men would go after dinner to discuss the issues of the day. The second floor contains 5 bedrooms, two dressing rooms and two bathrooms.

The boiler was based on that used on the "Revolvers" (Nord 2.231 to 2.305 series) and had a Belpaire firebox. The dome was mounted on the first ring, and a sandbox was mounted on the second. The locomotives were four-cylinder tandem compounds: the rear high pressure cylinders were mounted on the same piston rod as the front low pressure ones.

The NER Class P1 (LNER Class J25) was a class of 0-6-0 steam locomotives of the North Eastern Railway. Class P1 was a development of Class P, having a boiler four inches longer, and a firebox six inches longer. To accommodate these, the wheelbase was increased by nine inches. The cylinder stroke was also increased by two inches.

An obvious difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover, just to the rear of the chimney on the reboilered locomotive. In the case of the Class 14 locomotives, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

WatchGuard was founded in 1996 as Seattle Software Labs, Inc. Its first product was a network firewall called the WatchGuard Security Management System, which included the WatchGuard Firebox "firewall in a box" security appliance, along with configuration and administration software. In 1997, the company changed its name to WatchGuard Technologies, Inc. In July 1999, the company went public on NASDAQ.

The coins minted in Ardashir's period are divided into three general groups based on the applied designs: The first group is the coins that show a full- face portrait of Ardashir on the coin and a profile of Papak, Ardashir's father who looks left due to the Parthians, behind the coin. The phrase "Ardashir Shah" is written on these coins with the phrase "His Majesty Papak Shah" behind. The picture of one of Ardashir's second group coins; Ardashir I's portrait on the coin and the symbol of firebox behind it The second group have the profile of Ardashir wearing a hat or crown looking right similar to other coins of the Sasanian era. Behind the second group coins, a symbol of the firebox of the fire temple is seen like in all the coins of the Sasanian era.

This boiler and firebox was installed on these final six Class 16DA locomotives, numbered in the range from 874 to 879, which were built by Henschel and delivered in 1930. Compared to the earlier Hohenzollern- and Baldwin-built locomotives, the steaming ability of the six Henschel-built locomotives was phenomenal and led to the adoption of wide fireboxes without combustion chambers as the standard on all subsequent SAR mainline steam locomotives.Henschel-Lieferliste (Henschel & Son works list), compiled by Dietmar Stresow The Henschel-built Class 16DA locomotives with their much wider fireboxes, their correspondingly larger grate areas and slightly larger diameter trailing wheels were sufficiently different from the Baldwin- and Hohenzollern-builts to justify a separate classification such as Class 16DB, but this did not happen and the locomotives ended up being known as the Wide Firebox or Boepens Class 16DA.

The 1366 class was one of only two pannier tank designs built by the GWR that utilised outside cylinders, although various existing engines inherited by the GWR had Pannier Tanks and outside cylinders. The 1366 class was developed from the 1361 Class but differed by including a pannier tank rather than a saddle tank, Belpaire firebox, etc. They were designed to replace the 1392 Class.

A modern fusible plug. The core of low melting-point metal is visible. A fusible plug operates as a safety valve when dangerous temperatures, rather than dangerous pressures, are reached in a closed vessel. In steam engines the fusible plug is screwed into the crown sheet (the top plate) of the firebox, typically extending about an inch (25mm) into the water space above it.

SBB Nr. 1801 The Swiss firm Zoelly built a turbine locomotive in 1919. It was a 4-6-0 locomotive fitted with a condenser. It was fitted with a cold-air blower feeding into the firebox grate rather than a suction fan in the smokebox. This avoided the complexity of building a fan that could withstand hot, corrosive gases, but introduced a new problem.

They were originally developed from 0-4-4T types designed for commuter work with an extra set of driving wheels. Acceleration and stability, however, were poor and, after a derailment, they were relegated to freight work. All were rebuilt with Belpaire firebox and superheater between 1920 and 1926. The superheated engines had slightly longer smokeboxes which extended slightly in front of the side tanks.

The Canadian Pacific Railway built two classes of 4-4-4 "Jubilee" locomotives. Both were semi-streamlined, in a similar fashion to the 4-6-4 "Royal Hudson" and 2-10-4 "Selkirk" locomotives. The F2a was styled after the Milwaukee Road "Hiawatha" "Atlantic", but with a four-wheel trailing truck to support a longer firebox. Class F2a consisted of five locomotives, Nos. 3000-3004.

The Class D VI was manufactured with a riveted plate frame that also acted as the water tank. The boiler was a riveted two-piece construction; the firebox, with its square cross-section, was arranged between the sole bars. Two injectors fed the boiler. The outside, twin-cylinder, saturated steam engine was furnished with a Stephenson valve gear; the second axle was the driving axle.

The DD class locomotives were the first product of this exercise. A 4-6-0 design equipped with 5 ft 1 in driving wheels, saturated steam boiler and Belpaire firebox, the DD reflected the considerable talent of VR's design team, which included ex-Beyer, Peacock and Company recruit Eugene Siepen, future VR Chief Mechanical Engineer Alfred Smith, and Rolling Stock Branch manager Thomas Woodroffe.

The GNR named the locomotives after birds of prey: 83 Eagle, 84 Falcon, 85 Merlin, 86 Peregrine, and 87 Kestrel. The V class were the first three-cylinder compound locomotives in Ireland. They had a round-topped firebox and Stephenson valve gear and weighed 103 tons 11 cwt including tender. The result was an engine that looked dramatically larger than their predecessor the S Class.

The locomotive's cylinders were arranged outside the frame, while the slide valves were arranged between the frames and actuated by Stephenson valve gear link motion through rocker shafts. The boiler dome was arranged above the firebox, with two Salter safety valves which were adjusted to blow off at . The locomotive was equipped with a No. 40 combination ejector and two vacuum brake cylinders, each in diameter.

O Brien's book of essays on contemporary poetry, The Deregulated Muse (Bloodaxe), was published in 1998, as was his anthology The Firebox: Poetry in Britain and Ireland after 1945 (Picador). Cousin Coat: Selected Poems 1976–2001 (Picador) was published in 2002. Sean O'Brien's new verse version of Dante's Inferno was published by Picador in October 2006. His six collections of poetry to date have all won awards.

The B VIII steam engines of the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn) were tender locomotives. This class was a forerunner of the first Bavarian express train locomotive. It was equipped with an inside Stephenson valve gear, inside steam chests, detachable cranks, (Aufsteckkurbel) and a full outside frame (aussenliegender Füllrahmen). The firebox was supported in order to provide a better distribution of weight.

This led Stephenson to bring the rear wheels forward in the 4-2-0 formation, with the cylinders between the leading wheels. Such an engine was the "Great A" which took part in the Gauge Trials. This however, left the firebox behind the wheels and was therefore limited in size and weight. Moreover, the long rigid chassis made bends difficult to negotiate and damaged the track.

Eleven examples of this final express passenger class designed by Patrick Stirling for the FSWR were built at Kilmarnock Locomotive Works at regular intervals between March 1865 and July 1868 (Works Nos. 32, 39-40, 43-4, 47-8, 50-53). They were numbered 45, 151-6, 84, 61, 16 & 79\. The members of the class were fitted with domeless boilers and safety valves over the firebox.

The Lancashire and Yorkshire Railway Class 28 was a class of 0-6-0 steam locomotive, designed by George Hughes for the Lancashire and Yorkshire Railway (L&YR;). It was a rebuild of Aspinall's Class 27, with the addition of a Belpaire firebox and the extension of the footplate and front sandboxes. It was similar, but had larger cylinders and a superheater. It had wheels.

Living vans often included a coal stove for heating and cooking, depending on the seasonal nature of their work. Otherwise a paraffin stove would be used for cooking. Unlike railway locomotives, the engine's own firebox was rarely used for cooking 'on the shovel' as it was too cramped and also provided no way to make a first cup of tea in the morning, before lighting up.

The door is on the north side, with single windows on the south and west sides. The interior has a rough wood floor and is finished with lime-washed mud plaster on the walls. A masonry firebox is located in the southwest corner, which may have served a wood stove. A rough built-in writing desk with bookshelves is located in the southeast corner.

In line with the typical Drummond layout, the D15s had a short smokebox with wing plates. The boiler was based on that fitted to the 1905 rebuild of his first double-single, T7 class number 720 of 1897; and had a long firebox with a sloping grate. This resulted in the boiler being pitched higher than usual in order to allow clearance over the trailing axle.

Harvesting timber for firewood is normally carried out by hand with chainsaws. Thus, longer pieces – requiring less manual labour, and less chainsaw fuel – are less expensive and only limited by the size of the firebox. In most of the United States, the standard measure of firewood is a cord or , however, firewood can also be sold by weight. The heating value can affect the price.

The Lima factory In 1947, the firm merged with General Machinery Corporation of Hamilton, Ohio, to form Lima-Hamilton. Lima's last steam locomotive was Nickel Plate Road No. 779, a 2-8-4 "Berkshire", which left the erecting halls in 1949. That same year Lima promoted a new wheel arrangement, the 4-8-6. This would have allowed an even larger firebox than the 4-8-4.

From here, they continued to work passenger trains north and south, including the Orange Express, until the Class 15F replaced them and they were relegated to suburban and local passenger train work. By the early 1950s, the suburban trains to Lynchfield and Melorane were handled by narrow- firebox Class 16DA locomotives which only occasionally worked mainline passenger trains by then. They were withdrawn from service in 1973.

Depressed Mode was formed in 2005 as a solo project of Ossy Salonen. Tomppa Turpeinen later joined as guitarist and Natalie Koskinen (Shape of Despair) as second vocalist. The band was signed by Firebox Records and recorded their first album Ghosts of Devotion with drummer Marko Tommila. Jori Haukio left the band in late 2007, and Teemu Heinola took his place as a guitarist.

An obvious visual difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover, just to the rear of the chimney on the reboilered locomotive. In the case of the Class 16B and Class 16CR, two even more obvious differences are the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

It consisted of three steel wheels and designed like a tricycle. The front wheel was for steering and the back wheels not only propelled the machine down the streets, but powered the pumps to push the water through the hoses. The boiler was of two square chambers, one within the other. The space between them contained water that was heated to steam by the inner chamber firebox.

This alloy was a failure. Despite being claimed to be more elastic, it suffered problems in service. In the worst of these, a fatal boiler explosion with a Class 30 0-8-0 near Knottingley in 1901 was caused by the failure of a number of firebox rod stays made from this alloy. These locomotives were an Aspinall design, but had been constructed during Hoy's tenure.

The kiln is a traditional, wood-fired, alkaline glaze groundhog cross- draft kiln that includes a firebox, arch, and chimney, all made of brick. It measures 24 feet, 11 inches long by 11 feet, 6 inches wide. The one-story shop is a frame structure with a side-gabled tin roof and wood clapboard siding. Also on the property is a contributing pugmill built in 1949.

The units were rebuilt with a bigger firebox and boiler. These were followed by fifteen more railmotors for the L&SWR; system. The first two were built in 1904, the engines at Nine Elms and the carriages at Eastleigh and were designated H12 class. These were two feet (600 mm) shorter than the earlier cars, seated eight in first class and thirty-two in third.

The reboilered locomotive was reportedly also equipped with Drummond tubes in its firebox, but these were found to be unsatisfactory and were soon removed. The larger boiler enabled the locomotive to take the same load as a Class 8-L2, which was 29% greater than the legitimate load of the 7th Class.Espitalier, T.J.; Day, W.A.J. (1945). The Locomotive in South Africa - A Brief History of Railway Development.

The class featured a Belpaire firebox deep by wide; giving a grade area of . This was attached to a tapered boiler that was pressed to – even though it had been designed for – feeding steam to two cylinders, which were connected to diameter driving wheels by Walschaerts valve gear. The last five locomotives were delivered with Southern valve gear; however, these were later replaced with Walschaerts.

The ash also creates sprinkles of yellow called goma, or "sesame seed" effects. Therefore, both flames and ashes are the crucial elements of the Bizen style. During the firing process the potter adds firewood directly into the firebox of the kiln every 20 minutes, day and night. The temperature initially reaches 600 degrees Celsius, and it is increased only gradually in order to avoid cracking the ceramic.

The boiler had an operating pressure of and was equipped with Ramsbottom safety valves, while the firebox had a brick arch. The seats of the driver and stoker were mounted on poles which allowed them to be swung around to outside the cab.Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 7. Germiston Steam and Diesel Running Sheds (2nd section) by Les Pivnic.

This is sometimes called a Westinghouse pump or Knorr pump after George Westinghouse and Georg Knorr. Single stage steam-driven air compressor or higher capacity two-stage, cross- compound compressors were used. :11 Smokebox – Collects the hot gases that have passed from the firebox and through the boiler tubes. It may contain a cinder guard to prevent hot cinders being exhausted up the chimney.

The design was invented by Lima for the New York Central's Boston and Albany Railroad. The design was invented by Lima's Vice President of Engineering, William Woodard. The first "superpowered" steam locomotive was a 2-8-4 steam locomotive that essentially an expanded 2-8-2 Mikado. The new design called for double the firebox size than the earlier Mikados, thus giving it more grate area.

This results in low firebox temperatures and low flue temperatures. Firewood with a moisture content below 20 per cent by weight can burn efficiently. This is the "free" moisture content absorbed in the wood fibers, and does not include the chemically bound hydrogen and oxygen content. Moisture content can be reduced by outdoor air- drying ("seasoning"), for a period of several months in summer weather.

In 1884 Engström returned to Finland, for State Railways, to take part in a locomotive project. The target was to design a locomotive suitable for Oulu railway; it should be firewood compatible and also stronger and more fuel efficient, than a type used on Nikolaistad railway. Engström redesigned the firebox and made the structure more robust. This locomotive type was produced total 104 units.

Although mostly used for static steam plants, some were used in early steam vehicles, railway locomotives and ships. Flued boilers were developed in an attempt to raise steam pressures and improve engine efficiency. Early haystack designs of Watt's day were mechanically weak and often presented an unsupported flat surface to the fire. Boiler explosions, usually beginning with failure of this firebox plate, were common.

The class was unusual in being designed for oil burning, with a long narrow firebox and combustion chamber fitted between the plate frames. They had a short lifespan in express train service, since the 1956 war put an end to fast train running in Egypt. The Pacifics were then transferred to haul slower night express trains to Luxor and Aswan. Some remained in service up to 1967.

P10(39) / sax. XX HV(19) class); Karl Gölsdorf reversed the 2'C1 „Pacific“ type to the 2-6-4 Adriatic type to accommodate an even larger firebox and better curve performance (type 310). For freight service, the addition of a fourth driving axle created the 4-8-0 Mastodon type, which was rare in North America, but became very popular on Cape gauge in Southern Africa.

The resultant locomotive included many proprietary boiler and ancillary fittings, as well as parts interchange ability. The firebox was substantially altered to take into account the properties of Collie coal. This included a combustion chamber, thermic syphons and arch bar tubes. The running gear was based heavily on Beyer, Peacock & Co's Standard Light Garratt, which was built for the South Australian Railways as its 400 class.

The Class GB was numbered 1650, but the engine number was later changed to 2166. The locomotive was erected in the Durban shops and placed in service in June 1921. It was superheated, with a Belpaire firebox, plate frames and Walschaerts valve gear. The boiler was provided with the Gresley type air valve and mechanical lubrication was provided for the coupled wheel axle boxes.

Some engines had scoops to take on water from track pans, which were found on the line to New York. The P-7 "president" engines were originally painted olive green, with the name of a United States president in gold on the cab; later they were painted a dark blue. Certain experimental engines had a British-style firebox door instead of the usual American Type.

They were particularly interested in the Type 10 and also the related 2-10-0. These two designs shared the same boiler. The L&YR; had little use for such a powerful passenger locomotive, but the 2-10-0 was of great interest. The 2-10-0 was of conventional layout, with the two rear driving axles set beneath the firebox grate and ashpan.

Cyldon 13-1 steam engine (whistle missing) The 13/1 was (presumably) the first model made by Cyldon and is atypical in some details. The firebox is a different style from the usual Cyldon type and is steel instead of aluminium. The meths burner is also slightly different. The base is made of wood (as is the 13/2 but none of the other models).

The new class was an enlarged version of the successful Z class Atlantics (later LNER C7 class) with a larger boiler, larger cylinders and wide firebox. The boiler pressure was also increased to . They shared with the Gresley K3 class the record for the largest diameter boiler in Britain, at . Also, because of the great length of their parallel boilers, the locomotives earned the nickname 'Skittle-alleys'.

The Saxon Class VIII 1 were early German 4-4-0 steam locomotives built for the Royal Saxon State Railways (Königlich Sächsische Staats-Eisenbahn) for express train services. The engines were deployed on the railway route between Dresden and Chemnitz. They were based on a prototype from Württemberg. They were fitted with an American bogie and had a high outer firebox instead of the second steam dome.

Technical innovation continued. Unlike railway locomotives where equipment is mounted on a frame, traction engines use the boiler as the frame. This cuts down on weight but introduces stresses and holes for the rivets which could be a source of leaks or failures. In 1870 Aveling introduced horn plates which were extensions of the outer firebox and which carried all the motion, cranks and gearing.

Meekins Barn is a historic tobacco barn located near Floydale, Dillon County, South Carolina. It was built before 1935, and is an example of a log tobacco barn. It is a large, five -"room" log barn with a metal-covered gable roof. The building has an arched firebox on the left elevation, a brick foundation reinforced by concrete, and weatherboard has been added between the logs.

To allow room for the firebox between the middle and rear axleboxes the spacing between the driving and rear coupled wheels was increased from to . This gave a longer wheelbase of as against the of the standard locomotives. The locomotives with plain bearings also had the longer wheelbase. All locomotives had a modified cab and a lowered running plate, necessitating the use of splashers over the wheels.

The same design aspects of these Chinese stoves can be seen in traditional Japanese kamado stoves. The more primitive style was used outdoors or in well ventilated areas since hot gasses from the firebox exhaust around the wok. The more advanced style, found in better-off households, has a chimney and may be used indoors. These stoves are similar in design to modern rocket stoves.

The Kitson-Meyer was a development of the Meyer locomotive. On a Meyer locomotive, the two engine units were mounted close together, usually with the cylinder ends of the engine units facing each other at the centre of the locomotive. One disadvantage of this design was that the rear engine unit's cylinders were directly beneath the firebox, thereby limiting it in size.Binns, Donald (2003).

As a result, the first units were fitted with low-wind-resistance, tapered driver's cabs. The enthusiasm of crews for the new locomotive was at first muted. The boiler was very effective at evaporation (there was already evidence of a combustion chamber at the front end of the firebox), however against that there were numerous teething troubles, e.g. the driving rod bearings were too small.

It is a standard gauge superheated steam tank locomotive with 5 coupled axles, which is similar to the Henschel-Type E800 but with some notable exceptions. Therefore it is called Henschel-Type Bochum. During World War II the firebox could not be made from copper, and steel was used instead. In 1956 it was modified by installing roller bearings and a mixing pre-heater by Henschel.

A fire is contained in a firebox or firepit; a chimney or other flue allows exhaust to escape. A fireplace may have the following: a foundation, a hearth, a firebox, a mantelpiece; a chimney crane (used in kitchen and laundry fireplaces), a grate, a lintel, a lintel bar, home overmantel, a damper, a smoke chamber, a throat, a flue, and a chimney filter or afterburner.Chimney filters can save billions On the exterior there is often a corbelled brick crown, in which the projecting courses of brick act as a drip course to keep rainwater from running down the exterior walls. A cap, hood, or shroud serves to keep rainwater out of the exterior of the chimney; rain in the chimney is a much greater problem in chimneys lined with impervious flue tiles or metal liners than with the traditional masonry chimney, which soaks up all but the most violent rain.

The children who like fire were the heat and kindness of every family. At that time, there was no match or other instrument to make fire. Thus, in one place, a fire was always on so that the people can take an amount of fire daily to turn on the firebox of their house. “Kadeh” in Dari Persian language means house, and “Atashkadeh” means the house of fire.

3352 Camel appeared with the final form of the parallel No. 2 boiler, domeless, with a raised Belpaire firebox and a circular drumhead smokebox supported on a curved saddle. A further twenty locomotives, nos. 3332 to 3351, were built between November 1899 and March 1900. Between May and December 1900 a second batch of twenty Camels (as the class were initially known) were built with straight-topped outside frames.

Reports of poor steaming and hot driving and tender wheel axleboxes were common from crewmen and shed fitters. After investigation, the problems were attributed to poor workmanship during construction as the North British Locomotive Company underquoted production costs to gain the contract.Bradley (1987), p. 103 Defects were found in boiler construction across the batch, and necessitated six replacement boilers, re-riveting, re-fitting of tubes and replacement of firebox stays.

It has six relatively small driving wheels and large cylinders, making it extremely powerful for its size and is also known for its European-style high-pitched whistle. A two-wheel trailing truck supports the firebox and cab. Generating tractive effort of 10,600 pounds it has almost twice the pulling power of 119, and typically operates with a train consisting of six open-air coaches and a caboose.

The locomotives were equipped with Pyle National Electric headlights. They were the world's first true Mountain type tender locomotives, having been designed and built with a wheel arrangement with the firebox positioned to the rear of the driving wheels. Earlier Natal locomotives were modified from a different original wheel arrangement. Hendrie's steam reversing gear The boilers which were used on these locomotives were, at the time, the largest in South Africa.

Therefore, boiler overhang is less than that of the Mallet locomotive on a curve of the same radius. Meyers are usually set up as a tank engine, with the boiler/cab unit carrying the water and fuel supplies. A disadvantage of the design is that the firebox is directly above the rear power unit, which limits its size. With two power bogies, flexible steam pipes must be provided to all cylinders.

They were the first American-built locomotives ordered by TCDD, though they had acquired ex-USATC S200 Class (TCDD 46201 Class) and ex-USATC S160 Class (TCDD 45171 Class). This class had the largest boiler and firebox of any Turkish locomotive and were the only ones fitted with mechanical stokers. Two survive; 56375 at the TCDD Open Air Steam Locomotive Museum in Ankara, and 56337 at the Çamlık Railway Museum.

This tank was filled by process steam, as is available in many sorts of large factory, such as paper mills. The locomotive's propulsion used pistons and connecting rods, as for a typical steam locomotive. These locomotives were mostly used in places where there was a risk of fire from a boiler's firebox, but were also used in factories that simply had a plentiful supply of steam to spare.

The tender version of the originated in the United States of America, evolving from the less stable 2-4-2 Columbia type wheel arrangement, and was built especially for mainline passenger express services. One advantage of the type over its predecessor 4-4-0 American type was that the trailing wheels allowed a larger and deeper firebox to be placed behind the driving wheels.Ellis, Hamilton. (1949). Some Classic Locomotives.

When the locomotives passed into NZR ownership in 1908, they were considered to be similar enough to be classified together, and while they also bore strong similarities to the members of the N class, they were sufficiently different that a separate classification of NC was used. Their main distinguishing feature was a wider firebox. They were Vauclain compound locomotives. The two engines served NZR for just over two decades.

A skillion roof projects from the south side of the building sheltering the firebox hatch. The distillery shed accommodates a storage room over a cellar to the north and a distillery room to the south. A braced and ledged timber door in the middle of the north elevation opens into the unlined storage area which has a timber floor. Fixed timber louvers run around the upper west, north and east walls.

German semi-portable engine, with boiler firebox withdrawn for servicing A launch-type, gunboat or horizontal multitubular boiler is a form of small steam boiler. It consists of a cylindrical horizontal shell with a cylindrical furnace and fire-tubes within this. Their name derives from the boiler's popular use at one time for small steam yachts and launches. They have also been used in some early Naval torpedo boat destroyers.

The T 3s had a wet steam engine with two cylinders that drove the centre coupled axle. The slide valves were worked by an outside Allan valve gear. The water supply was stored in a well tank between the frame under the boiler; the coal bunkers were on the left and right hand side of the firebox. In front of each one was a filler pipe for the water tank.

GWR Firefly class replica The Gothic arch firebox was also notably used by a number of Gooch's Great Western Railway broad-gauge locomotives,Ahrons, British Steam Railway Locomotive, p. 46-47 including the Firefly, Leo and Hercules classes of 1840-1842. The last class to use them was the Premier class of 1846–7, which were also the first locomotives to be constructed at the new Swindon Works.

Captions 14, 18, 22. (Accessed on 21 March 2017) A.G. Watson with his Class 16E, c. 1935 The firebox had a power-operated Ajax fire-door and the grate was of the sectional pin-hole type, fitted with power-operated shaking gear. To assist in keeping within the axle load limits, the ashpan was constructed of relatively thin anti-corrosive steel plates of a special heat-resisting quality.

Within the first-floor room of the cabin, there is a fireplace at the west end. The fireplace has a solid brick mantel and a small brick firebox. At the opposite end of the room, immediately adjacent to the primary, south entrance, there is a dog-leg stair with two steps rising to shallow landing toward the loft. The stair indicates mild repairs but is primarily in its original condition.

Shortly after this, a crack was found in the boiler of 44806, in the outer firebox. Haverthwaite did not have the workshop facilities for an engine of this length or weight, so it was moved, this time to "Steamport" in Southport. These were busy times for the British steam preservation movement, with many new projects and scrapyard rescues all competing for attention, time and money. As a result, 'Magpie' languished.

The supplied built-up chimneys were replace with the LY&R; standard Horwich parallel type by 1900. Several had their boiler pressure increased to 180psi in the early 1900s but in all but three cases it was reduced back to 160psi by the grouping. Numbers 982, 999 and 1003 were rebuilt by George Hughes between 1910 and 1915 with saturated Belpaire firebox. Some engines feature extended smokeboxs on saturated boilers.

They were designed for use in freight yards with sharp curves and steep inclines where more power was needed than that provided by alternative Aspinall Pugs. This was the first time for a new build on the L&YR; a belpaire firebox was used. The short-wheelbase design included outside cylinders with Richardson balanced valves on top; these being controlled by a combination of Allan motion and rocking shaft.

During the 1850s and 1860s these designs were widely copied by other railways, both in the United Kingdom and overseas.Hamilton Ellis, Some Classic Locomotives, George Allen and Unwin, 1949, pp.19-32. 0298 Class Well tank locomotive During the mid-1840s, Sir John Hawkshaw developed a new style of 2-4-0 passenger locomotive with outside cylinders in front of the leading wheels and the rear driving axle behind the firebox.

The machines, built by Stephenson in 1857-1858 with a 2-2-2 wheel arrangement, were modified with the installation of a new firebox. At the same time the wheel arrangement was modified to 2-4-0 to provide greater adhesive weight. Between 1877 and 1882, six engines were rebuilt and numbered 292 to 297. Between 1884 and 1885, four more engines were rebuilt and one new one was purchased.

At The LMS Patriot Project's 2010 AGM on 14 November, it was announced that the boiler for 'The Unknown Warrior' would be built by L&NWR; Heritage at Crewe. The new boiler will be of traditional construction with a copper firebox. A fundraising campaign for the boiler for £1/2million has been launched. The smokebox and front tubeplate have been manufactured and were fitted to the locomotive in July 2013.

In the case of a firebox explosion, these typically occur after a burner flameout. Oil fumes, natural gas, propane, coal, or any other fuel can build up inside the combustion chamber. This is especially of concern when the vessel is hot; the fuels will rapidly volatize due to the temperature. Once the lower explosive limit (LEL) is reached, any source of ignition will cause an explosion of the vapors.

The Baden VI b was the first German tank locomotive with a 2-6-2 wheel arrangement. It was developed by the firm of Maffei for the Grand Duchy of Baden State Railways in order to provide faster services on the Höllentalbahn. As a result, the first six batches were given a firebox sloping to the rear. One striking feature was also the connecting pipe between the two steam domes.

1846 Crampton locomotiveCrampton realised that the locomotives of the GWR were better than the standard gauge locomotives for a number of reasons. The broad gauge allowed a larger boiler diameter and higher centre of gravity for the same stability. Broad gauge also allowed a bigger firebox and heating area. Larger driving wheels gave a lower piston speed, which allowed a higher speed for the locomotive before exhaust problems occurred.

In 1843, Crampton took out a patent for a new design of locomotive. It is for the physical appearance of his locomotives that Crampton is remembered for today, with the driving wheel placed behind the firebox. But there were technical improvements that he made, which laid the foundations for future locomotive design. The three most important improvements were:- wide steam passages, large heating surfaces and generous bearing surfaces on the wheels.

It remains in the family. During the later 19th century, the original colonnade was replaced with a full-length front porch. In the early 20th century, the original entrance was restored in keeping with the Colonial Revival movement of the era. Later, slight modifications include the archway added on the first floor and the removal of the original oven and firebox pump from the kitchen in the mid-century.

Dew Barn is a historic tobacco barn for curing leaves located near Zion, Marion County, South Carolina. It was built before 1935, and is a hewn-timber tobacco barn with a steep, metal-covered gable roof, surrounded on all sides by a metal-roofed shed. The barn has an arched brick firebox, which supplied the heat for curing. It was listed in the National Register of Historic Places in 1984.

Room with hypocaust, and firebox behind. Walls are Grade I listed This is a Grade I listed building with SMR number TR15NE50-MKE4540 in location TR 15005778. The official description as listed is as follows: > Roman Courtyard House. Site of a large courtyard house c100 AD. A pavement > is preserved in a basement and open to the public.Scheduled. (1-2) Remains > of Roman town house, St George's Street.

The locomotives had a 0-8-0 wheel arrangement. They were not mass-produced and there were some detail differences between units. There was a wide firebox located behind the driving wheels and, to keep the axle load down to 12.5 tonnes, a part of the weight was carried by the tender. The boiler supplied saturated steam at a maximum pressure of 8 bar and the engine had two outside cylinders.

An obvious feature of the 10 locomotives of the first series was the three-axle tender, on which part of the locomotive weight was carried. The continuous power output was 590 hp (434 kW). The sandbox was placed adjacent to the steam dome and the supply pipe delivered sand ahead of the second axle. The safety valve was located on a small dome on top of the firebox.

The second series of 10 machines was modified by adopting a two-axle tender. The length of the firebox was increased to make it more capacious and the continuous power output rose to 610 hp (448 kW). The sandbox was moved near to the centre of the boiler and delivered sand ahead of the third axle. The safety valve was located on the steam dome, just behind the chimney.

Coal shovel for a tender locomotive A coal shovel is a shovel designed for shoveling coal, coke or similar fuels, and on occasions does a double duty removing ash from the fireplace, firebox or furnace. A large coal shovel is used by the fireman of a coal-fired steam locomotive unless an automatic stoker is used. Smaller coal shovels of similar shape are used to stoke domestic fireplaces.

Modern non-catalytic wood stoves will also reburn the gasses from the firebox, but require a much higher temperature for the secondary combustion. No catalyst is required. These models lose a large amount of efficiency at low burn rates, as they cannot maintain secondary combustion, but can be very efficient at higher temperatures that allow secondary combustion. There also exist hybrid stoves that employ both catalytic and non-catalytic secondary combustion.

This was achieved by increasing the size of grate and firebox without changes to the rest of the locomotive, requiring the addition of a second axle to the trailing truck. Freight s became s while s became s. Similarly, passenger s became s. In the United States this led to a convergence on the dual-purpose and the articulated configuration, which was used for both freight and passenger service.

However, they refined their designs and the resulting and locomotives quickly became a standard which was emulated by many other manufacturers, becoming known as the "Bury type". Distinguishing features of these engines were inside horizontal (or near-horizontal) cylinders, inside wrought-iron bar frame, which gave them a light appearance, and the round firebox (D-shaped in plan), with a large domed top surmounted by a safety valve.

For the , Jervis introduced a four-wheel leading truck under the locomotive's smokebox. It swiveled independently from the main frame of the locomotive, in contrast to the English engines which had rigid frames. The pistons powered a single driving axle at the rear of the locomotive, just behind the firebox. This design resulted in a much more stable locomotive which was able to guide itself into curves more easily than the .

Lower temperatures in a boiler firebox might evaporate water more quickly as a result; compare Mpemba effect. An alternative approach was to increase the temperature beyond the Leidenfrost point. Fairbairn considered this too, and may have been contemplating the flash steam boiler, but considered the technical aspects insurmountable for the time. The Leidenfrost point may also be taken to be the temperature for which the hovering droplet lasts longest.

The Schmidt type superheater consisted of a series of elements in eighteen external diameter flue tubes, arranged in three rows. These elements were connected to a superheater header, fitted in the upper portion of the smokebox. The flue tubes were expanded into the firebox and smokebox tube plates in a special manner which was subsequently found to be unnecessary. Each tube contained a superheater element consisting of four diameter steam tubes.

The firebox is located above the trailing axle. After the first 27 were completed, the design was modified, resulting in a slightly different appearance of the smokestack and the steam dome. The tender was made bigger at the same time, with coal capacity rising from to , and water capacity increasing from to . The tender is a four-axle type, running on two four-wheel bogies of American Bettendorf design.

The arrangement of the water tanks was particularly unusual, being a front tank ahead of the smokebox, in order to reduce width. The boilers were launch-type, as were commonly used for small locomotives with insufficient space between the frames for a conventional firebox. Around 1905, a replacement locomotive was considered and W G Bagnall were asked for a design. This was similar to the Lewins design, but more conventional.

The Texas wheel arrangement originated and was principally used in the United States of America. The evolution of this locomotive type began as a Santa Fe type with a larger four-wheeled trailing truck that would allow an enlarged firebox. A subsequent development was as an elongated Berkshire type that required extra driving wheels to remain within axle load limits. Examples of both of these evolutionary progressions can be found.

The 24 class 242F Niágara locomotives were built by Société de Construction des Batignolles (Batignolles-Châtillon). They were two-cylinder simple expansion locomotives, designed to burn poor quality local coal with a low calorific thermal value, with coupled wheels of diameter and a grate area of . They were coupled to big tenders which a coal capacity of . The Belpaire firebox included a combustion chamber and the boiler pressure was a high .

Following the success of the B205 class, in 1889 the New South Wales Government Railways ordered an additional 25 locomotives of a basically similar design from Dübs and Company. These locomotives had a deeper firebox, steel cab and weighed an extra nine tonnes. They were pooled with the B205 class in general working. The first locomotive entered traffic on 10 March 1891 and all were in service by August that year.

After the takeover of the WHR, the FfR moved Moel Tryfan to Boston Lodge for overhaul. The locomotive was stripped down to allow much needed repairs to its firebox and boiler. However repair work had not started by the outbreak of World War II in 1939. No further work was done on the locomotive and it was still in its dismantled state when the FfR closed in 1946.

A fireless locomotive eliminates this danger—if it runs out of sufficient water, it simply ceases to move—although precautions must be taken as with any other pressure vessel. Furthermore, they do not require careful monitoring of water levels and boiler pressure, or careful distribution of coal in the firebox for efficient combustion, and thus can be operated by less-skilled staff, not requiring a fully qualified locomotive engineer and fireman.

The locomotive was similar to CGR no. 804, the tandem compound which had been delivered to the CGR in 1902 and which was later designated Class Experimental 2, but it had a larger and improved firebox design and an increased heating surface which enhanced its steaming ability. The firegrate area had been increased from and the total heating surface from . However, it suffered from similar mechanical weaknesses as its predecessor.

The 5.1200s had the same boiler as the Super Pacifics; the Belpaire firebox was riveted and made of copper. The front end, consisting of four cylinders, was a steel monobloc casting. Originally, they were hand-fired, but the coal consumption was such that in 1934, 10 locomotives of the class were fitted with mechanical stokers. The results were so successful, that the remainder of the class was later equipped as well.

The Baldwin's American appearance raised a good deal of comment. The most famous singles, the Midland Spinners, were built in 1900 and the Belpaire firebox appeared on some s. The first of the "Midland Compounds" appeared in 1904. This was based on a North Eastern Railway two-cylinder which had been rebuilt to three cylinders, and became the basis for a number of classes over the following years, totalling 240 engines.

The locomotive's trailing wheels were positioned below the firebox. The cylinders were arranged outside the frames, with flat Murdoch's D slide valves arranged at an incline above the cylinders and actuated by Allan straight link valve gear, driven by eccentric sheaves which were mounted on a return crank. The brakes were actuated by hand screw from the cab. The engine had thick wooden buffer beams and was equipped with cowcatchers.

These engines were considered as hungrier for coal than usual as the audibly sharp exhaust bark had an effect on the firebox draught. The double chimney examples though had a softer bark and so consumed less. A second batch of two more Caprotti-fitted engines was tried in 1951, 44686 and 44687. These were of a different design, with an improved mechanical drive to the camboxes, and both with double chimneys.

The locomotive used Murdoch's D unbalanced slide valves, arranged horizontally above the cylinders outside the plate frames and actuated by Heusinger valve gear. These valves caused considerable wear on motion pins and were later replaced by Trick ported balanced slide valves. The boiler barrel was built up in three rings, arranged telescopically, with the smallest diameter at the firebox end. The rings were lap-jointed and double riveted on longitudinal seams.

The three locomotives were of the 4-4-0 wheel arrangement and were manufactured by the Norris Locomotive Works in Philadelphia. They had a round-topped firebox, which sat between the two pairs of driving wheels. The two outside cylinders were mounted at front of the boiler, at the height of the front axle. The open cab was level with the outer edge of the frame and was therefore rather narrow.

Boiler pressure of the G 4/5s was originally , and was increased to for locomotives 105 and 106. In the case of the superheated locomotives, this value could ultimately be lowered again to . The boiler itself was connected with a smokebox set on a cast-iron saddle attached firmly to the frames, while the steel firebox rest upon the frames and moves freely to compensate for temperature induced elongation.

The equipment arrived on April 14, 1987. The brand-new, yet 47 years old, CSK was immediately placed in the shop for cleaning and inspection. It was fired up for the first time ever in August 1987, and now serves as the regular locomotive for weekend operation. The India locomotive was retired in 1988 after a crack developed in the copper firebox, not quite making it to 100 years of operation.

Fire-tubes lead to a shallow smokebox at each side, from which return tubes pass to a central chamber beneath the chimney. The chimney is wrapped with an extension of the boiler shell, acting as a steam collecting dome. There are 32 tubes in total from the firebox, of 1¾ inch diameter, and 28 more to the chimney chamber. Longitudinal stays support the flat tubeplates at each side.

Same thing happened, so instead of reminding the third time, he tries to push the cows legs, but ended up falling on the tracks after the cow got up. The cow moved frequently out of the tracks. Porky then angrily tries to get back on the train by scooping more coal into his firebox (candle). A bull later arrived marching, crossing the tracks and started to sit nearby a bush.

The main floor of the lodge comprises the lobby, a dining room, a small auditorium, a gift shop, kitchen and administrative and utility spaces. The dining room and auditorium are open to the roof with exposed log trusses. The lobby features milled timbers with Arts and Crafts detailing. Fireplaces of rough rubble stone are found in the lobby, where the firebox is constructed in a pointed arch, and in the auditorium.

However, luck was on its side: 61264 was sold to Woodham Brothers scrapyard, Barry Island, the only former LNER locomotive to be sent to Barry. By the time the locomotive was rescued from scrap in 1973, the 83rd engine to leave Barry, it was the last surviving ex-LNER locomotive not preserved. Restoration took some time; the boiler and firebox were in such poor condition that a new boiler and firebox seemed the only option, but steady work during the 1980s and 1990s restored the original boiler and the completed engine moved under its own power in 1997, finished in LNER Apple green as No. 1264. It is currently in BR Black livery as 61264. It was withdrawn from service (mid-2008) for a 10-year overhaul at LNWR Crewe and, once finished moved to the North Yorkshire Moors Railway, where it is expected to remain for at least the next 5 years.

Two cylindrical metal boilers with brick fireboxes framed with steel strapping are housed in a rectangular timber framed shed sheltered by a hipped roof and clad with corrugated iron. The fireboxes have metal fronts with a number of hatch openings. Each firebox connects by a brick tunnel to the stack standing to the south-east. A concrete floor runs throughout the shed and there is a short run of trolley rails adjacent to the fireboxes.

These were the final, definitive type, and had a Belpaire firebox, but were otherwise little changed from the B6sa. The final 97 locomotives had piston valves mounted outboard of the cylinders, instead of inbound as previously built, giving the cylinder assemblies an outward cant at the top, rather than inward. All B6sa and B6sb locomotives were retrofitted with power reverse to make the frequent back-and-forth of switching quicker and easier.

The locomotives had a boiler made from three shell rings with a semi-circular cover which, in the area of the firebox, was tucked in it between the frame plates. The boiler was fed by two non-sucking injectors. The steam engine was designed as a twin-cylinder compound engine with interior Allan valve gear. The high-pressure cylinder was placed on the right, the larger, low-pressure cylinder on the left.

In that system, high-pressure cylinders were mounted outside the frame and were connected with the second driving axle, while low-pressure cylinders were connected with the crank axle of the first driving axle. The firebox was designed for the use of oil as fuel and it had a small firedoor hole. There was no steam superheater. At the end of 1906 the first locomotive of this type was built at the Putilov factory.

Online locomotive database steamlocomotive.com notes: "They showed an interesting blend of European, British, American, and Australian practice. The slotted pilot is Australian, the long sand dome American, the Belpaire firebox and cab British, and the mid-line smoke lifters ('elephant ears') European." Other modern features included SKF roller bearings on all axles and the innovative, lightweight SCOA-P type driving wheels, which were specially developed for the R class by the Steel Company of Australia.

Similar stays were fitted in the side, back and throat plates and in the breaking zones. There were eight cross stays over the top of the firebox, which was of steel. The original Belpaire boilers were fitted with Ramsbottom safety valves while, like the Watson Standard boilers, the Loubser boiler was fitted with two Ross pop safety valves. Feedwater was supplied by two Davies and Metcalf injectors through a top-feed arrangement.

Polar Bear was sold to the Brockham Museum Trust in 1967. In 1982 it passed, with the rest of the Brockham collection, to the Amberley Museum Railway, where it was returned to traffic in 1983. Polar Bear's boiler was condemned around 1988, returning to service with a new boiler in 1993. Its boiler certificate expired at the end of 2010; with a retube and work on the firebox being required before a return to service.

The Schmidt system used a sealed ultra-high-pressure circuit that simply transferred heat to a high-pressure circuit, by means of heating coils inside a high-pressure boiler. If this latter was fed with ordinary water, scale could form on the outside of the heating coils, but it could not cause overheating because the ultra-HP tubes were quite capable of withstanding their internal steam temperature, though not the firebox flame temperature.

A furnace was located at the entrance into the house and the discovered pottery includes pots, bowls, cups, etc. House utensils included leverages, weights, flint tools and both parts of millstones: bedstones and runner tones. Even some three-legged wooden stools have been preserved. Next to the furnace there was a piranos, the pot with the firebox and an outer handle, so the food was obviously prepared in the entry section of the house.

The ten examples of this class were designed by Patrick Stirling for the GSWR and were built by R and W Hawthorn (Works Nos. 1222-31) in 1864. They were numbered 131–40. The members of the class were fitted with domeless boilers and safety valves over the firebox, these were later replaced by those of Ramsbottom design over the centre of the boiler following a boiler explosion at Springhill in 1876.

In 1923, during the tenure of Louis Breville (1918–1928), Marc de Caso designed the four cylinder compound pacific locomotive, with superheating, and a narrow firebox 3 m long. capable of output of . The appearance was due to Gaston Schaeffer who grouped all the outside pipes together and ran them along the boiler. Their boilers were superb, which is the reason why André Chapelon later based some of his locomotive boilers on this design.

The locomotive was built by Robert Stephenson and Company at their works in Newcastle upon Tyne. It was built to broad gauge specification with a 2-4-0 wheel arrangement with tender. The boiler had a normal firebox connected to a large combustion chamber containing a large quantity of fire bricks which were to act as a heat reservoir. The combustion chamber was linked to the smokebox through a set of very short firetubes.

Rocket uses a multi- tubular boiler design. Previous locomotive boilers consisted of a single pipe surrounded by water (though the Lancashire Witch did have twin flues). Rocket had 25 copper fire-tubes that carry the hot exhaust gas from the firebox, through the wet boiler to the blast pipe and chimney. This arrangement resulted in a greatly increased surface contact area of hot pipe with boiler water when compared to a single large flue.

The throatplate was of firebrick, possibly the backhead too. When rebuilt around 1831, this was replaced by a wrought iron backhead and throatplate, with a drum wrapper (now missing), presumed to be of copper, between them. This gave a larger internal volume and encouraged better combustion within the firebox, rather than inside the tubes. These early fireboxes formed a separate water space from the boiler drum and were connected by prominent external copper pipes.

In service, the performance of The Great Bear proved to be disappointing and not a significant improvement on existing classes. "The excessive tube and barrel length of 23 feet made for bulk rather than efficiency". Also, the axle boxes of the trailing wheels tended to become overheated due to their proximity to the firebox. Churchward attempted to improve the locomotive's performance by adding a Swindon No. 3 Superheater in 1913 and top-feed apparatus.

Corrugated furnace of the NZR E class Boiler of the NZR E class The single NZR E class of 1906 was an experimental Vauclain compound articulated 2-6-6-0T Mallet, intended for working the Rimutaka Incline. Compounding encouraged the choice of the then remarkably high boiler pressure of , which required a strong firebox construction. The NZR chief draughtsman G. A. Pearson chose a corrugated furnace design in a tapered boiler, similar to the Vanderbilt.

345-346 an oval steam collector that was placed on top of the rear boiler ring. The first banjo dome was hidden beneath the casing of Cock o' the North of 1934; it was subsequently used in the A4 streamliners. The last nine A3 Pacifics were constructed with the device in 1935, and it became a standard fitting on all LNER large, wide-firebox boilers that were applied to new locomotives until 1949.

0327, c. 1920 In 1904, the CSAR reboilered three of these locomotives, no. 327, 328 and 329, with larger boilers with Belpaire fireboxes which were equipped with Drummond tubes. This involved the installation of cross-water tubes into the firebox, as featured on the London and South Western Railway's and L11 Class, in an attempt to increase the heating surface area of the water, albeit at the cost of increased boiler complexity.

A drawback to fitting such large domes was the weakening of the boiler shell where such a large hole was cut into it. In 1840, Stephenson produced their 2-2-2 design which avoided the dome altogether, in favour of a raised firebox in the Bury style of ten years earlier.Ahrons, British Steam Railway Locomotive, p. 35 Boiler power had increased considerably over the decade, now requiring a larger fire grate area.

In 1993, 44806, with its 20-year-old firebox crack, travelled to the Llangollen Railway, where repair work began. This work took almost three years to complete, with a return to steam on 15 September 1995. It worked on the Llangollen for nearly ten years, first back as 4806 in black LMS livery with red lining, then once again as 44806, wearing the BR "ferret and a dartboard" tender badges with red and white lining.

Kenneth Aldcroft nameplate The expiration of the locomotive's 10-year boiler certificate prompted another rebuild. The work this time was less serious, being mostly wear items such as boiler tubes, firebox stays and worn tyres. The work was completed successfully and 4806 returned to steam on 29 August 2007 and was back in service on 14 September. (many photographs) The new livery was again BR period, but this time in unlined gloss black.

However, in order to clear the rear coupled wheels, the grate had to be set higher, thus reducing firebox volume. There were many problems associated with locomotives of such a long wheelbase, but these were solved by the design team through a series of compromises. The centre driving wheels had no flanges, and those on the second and fourth coupled wheels were reduced in depth. This enabled the locomotive to round curves of only radius.

Hoy intended the class to work Manchester, Rochdale, Oldham and Bury services where heavier trains and on lines gradients were giving difficulties to the Aspinall 2-4-2T radial tank locomotives. To a degree they were an evolutionary design based on the enlarged version of the 2-4-2T radial tanks with six-coupled wheels and the belpaire firebox used on the Aspinall Atlantic High Flyers and Coal engine 0-8-0 types.

The cause of the accident, which was the L&YR;'s second major boiler explosion in five years, was put down to poor washing out of the firebox water spaces when at shed. Afterwards, of scale was collected. Although boilers were supposed to be washed out every eight days, this quantity suggests that it was up to three weeks since this had last been done thoroughly, either through omission or by inadequate washing.

An investigation done by the National Transportation Safety Board determined that the accident was caused by poor maintenance and operator training. The board also pointed out that the Canadian design of the firebox may have prevented further injuries and perhaps deaths. Jerry Jacobson, the owner of the Ohio Central Railroad (OCR), bought the engine at an auction in 1998. After Jacobson sold the OCR, in 2008, he maintained ownership of the locomotive.

Dozens of explosions resulted, but were eliminated by 1900 by the adoption of butt joints, plus improved maintenance schedules and regular hydraulic testing. Fireboxes were generally made of copper, though later locomotives had steel fireboxes. They were held to the outer part of the boiler by stays (numerous small supports). Parts of the firebox in contact with full steam pressure have to be kept covered with water, to stop them overheating and weakening.

Wood is put in a firebox, and the smoke enters the sealed chamber. Every few hours the jalapeños are stirred to mix in the smoke. They are smoked for several days, until most of the moisture is removed. The moisture within the red jalapeño peppers slightly decreases from 88% to 81% during the first three days, but by the end of the drying process, the moisture level reaches a final value of 6%.

Doors are paneled on only one side, and the cherry stair rail has no additional finish. The most decorated piece in the house is one of the parlor fireplaces, which has carved in its mantelpiece swags flanking a central urn under the shelf with garlands hanging down the flanking pilasters. The firebox complements this with a gray marble surround. Picture windows have been added to the rear of both first floor rooms.

T1 prototype PRR 6110 at the Baldwin Locomotive Works in 1942. The S1 did not represent Baldwin's true desires for the type, but in the design of the T1, of which two prototypes were ordered in July 1940, Baldwin was given much more freedom. The PRR's requirements were the use of the Belpaire firebox and the Franklin oscillating-cam poppet valve gear. The two, #6110 and #6111, were delivered in April and May 1942.

However, they were fitted with a standard steam dome, and the safety valves and whistle were mounted over the firebox. The new dome covers were mild steel pressings and were identical with those of the A2 class. The new boilers were provided when each locomotive was converted to simple expansion operation, V513 and 515 being the last two to be converted. The V class continued to operate until their boilers were condemned.

The furnace end of a Polish mechanical stoker entering a steam locomotive firebox. A mechanical stoker is a mechanical system that feeds solid fuel like coal, coke or anthracite into the furnace of a steam boiler. They are common on steam locomotives after 1900 and are also used on ships and power stations. Known now as a spreader stoker they remain in use today especially in furnaces fueled by wood pellets or refuse.

Its fireplace has a black marble Italianate mantel and cast iron firebox. South of the entrance hall is a large room with 11-foot-9-inch () ceiling occupying the rest of the main block. It is elaborately decorated as well, starting with a one-foot (30 cm) three-member molded baseboard running around the room's entire perimeter. The door and window surrounds are more detailed than the ones in the entrance hall.

On the drawing, the piston-rod, guide-bars and cross-head are located directly above the firebox door, thus making the engine extremely dangerous to fire while moving. Furthermore, the drawing indicates that the locomotive ran on a plateway with a track gauge of . This is the drawing used as the basis of all images and replicas of the later "Pen-y-darren" locomotive, as no plans for that locomotive have survived.

Their design thus has more in common with the horizontal launch-type boilers (as used by Sir Arthur Heywood) or the Scotch marine boiler than they do with the simple single-flue boiler. By this time, the locomotive boiler had become ubiquitous for traction engines. Compared to this, the advantage of the Huber boiler was that the firetubes could be replaced more easily, without needing to work from within an enclosed firebox.

They were originally made in a factory in Falkirk which, at the peak of production, produced 1500 units per week, many of which are still in use today. In 1968, the first oil- fired Rayburn was produced. It was basically the same as the solid fuel model with the firebox replaced by an oil burner which was designed to burn continuously. 1971 saw the introduction of the first Rayburns capable of providing central heating.

The Northern Pacific Railway was the first railroad to order a 2-8-8-4. The first was built in 1928 by American Locomotive Company; at the time, it was the largest locomotive ever built. It had the largest firebox ever applied to a steam locomotive, some in area, to burn Rosebud coal, a cheap low-quality coal. But the firebed was too large for the available draft and the fire burned poorly.

It is also surviving evidence of the reliance of early Queensland industry on steam-driven power. The place is important in demonstrating the principal characteristics of a particular class of cultural places. The Ross River Meatworks Chimney consists of an high firebox with a high chimney stack, constructed from bricks made on site and mortar made with sand from the Ross River. It demonstrates a substantial level of intactness and a high degree of integrity.

In 1886, he replaced Charles Reboul Sacre as locomotive, wagon and carriage superintendent. In 1891 he introduced the first locomotive on a British railway to use a Belpaire firebox, which had been used on export locomotives built by the local manufacturer Beyer Peacock since 1872. The continuous vacuum brake and internal communication cord were introduced by the railway, gaining Board of Trade approval in 1893. Parker retired in 1893 and was succeeded by Harry Pollitt.

In the event of priming (and also when steam is admitted through cold piping or into a cold cylinder) the operators need to open the cylinder cocks, which are designed to release trapped water. Once occurring, the problem can affect the level indicated in the boiler's gauge glass and for this reason is difficult to put right without reducing the water level to the extent that the firebox crown becomes dangerously exposed.

The Saxon Class Vs were German, six-coupled, goods train, tender locomotives operated by the Royal Saxon State Railways. They were the predecessors of the Saxon Class V V. Between 1859 and 1887 they were delivered in three batches of 24, 31 and 118 engines. They had an overhanging outer firebox and a steam dome. They had different types of valve gear; Allan, Gooch and Stephenson valve gear all being used at different stages.

Ericsson engine The Ericsson style engine is a "beta" engine, which contains both the power piston and displacer within one cylinder. The cylinder has a hot end, within the firebox, and a cold end, surrounded by a water jacket. As the air is heated within the cylinder, the air expands, driving the piston upward. The displacer next moves downward, pushing the air from the hot side into the cool side of the cylinder.

1 boiler and reclassified to Class 5R. The most obvious difference between the Class 5 and Class 5R is the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotive. During the reboilering process, the engine was also equipped with a superheater and underwent several other modifications. It was fitted with larger bore cylinders similar to those of the Class 15B, with piston valves and by-pass valves.

The copper steam pipe exits from the bottom of the boiler inside the firebox, thus getting a very small degree of superheat. The steam is fed directly to the back of the port face of the oscillating cylinder. The brass cylinder is a single acting oscillating type. The crank shaft is steel, with a brass disk crank at one end, a small pulley at the other and mazak flywheel in the centre.

They were conceived as mixed traffic locomotives, equally suitable for goods and passenger work, and had bar frames, narrow fireboxes and used saturated steam. The Type WG bogie tender entered service with these engines. H.M. Beatty The locomotive had a copper firebox, with a rocking grate with drop plates and a hopper-style ash-pan. The boiler was equipped with Ramsbottom safety valves, while its feedwater was supplied by two Cape pattern Gresham & Craven's no.

Its flooring consisted of square flame maple wood parquetry, with a wooden baseboard, and a dado rail at . Its walls and ceiling were plaster, with a decorative molding around the ceiling. The doors were similar to those of the library, and in the east wall was a fireplace with iron firebox and marble mantel in the Georgian style. The room was lit by six mirror-backed cystal wall sconces with three crystal torch- arms.

Tragedies is the first full-length album by the Norwegian funeral doom/death metal band Funeral. Track one of the album, "Taarene" is sung in Norwegian, while the other four tracks are sung in English. The album contains three original tracks and two from the Beyond All Sunsets demo.Funeral biography @ Tartarean Desire It was originally released through Arctic Serenades, then rereleased through Firebox Records, along with the Tristesse demo and three bonus tracks.

Robert Service based the poem on an experience of his roommate, Dr. Leonard S. E. Sugden, who had cremated a corpse in the firebox of the steamer Olive May. A success upon its initial publication in 1907, the poem became a staple of traditional campfire storytelling in North America throughout the 20th century. An edition of the poem, published in 1986 and illustrated by Ted Harrison, is read widely in Canadian elementary schools.

Explorations of tensions and harmony between nature and the built environment remained central to the evolution of imagery in many of her Fire Sculptures. Hole often worked with the help of community members and workshop volunteers. She integrated kiln and sculpture into a single structure incorporating a firebox beneath the work. Hole's first Fire Sculpture, The House of the Rising Sun, was built on Janet Mansfield's farm in Gulgong, Australia, in 1994.

Both had the usual Yarrow arrangement of a central large steam drum above two separated water drums, linked by four rows of slightly curved tubes. The upper drum was shared, but the lower water drums were separate. The rearward "firebox" area was wide and spanned the frames, placing the water drums at the limits of the loading gauge. The forward "boiler" region was narrow-set, with its water drums placed between the frames.

When No.42 first appeared, it was equipped only with a weatherboard and the locomotive crew must have found the lack of a proper cab very unpleasant in wet weather. The Ramsbottom safety valves were placed over the firebox and exhausted in front of the weatherboard. No brakes, other than a hand brake actuated by a large hand-wheel, were fitted to No.42. This, the fireman was expected to work under the driver's commands.

Spring-operated valve gear was used to minimise the weight of the flywheel, overcoming one of the drawbacks of industrial steam engines. The engine had a single horizontal cylinder which, along with the boiler and firebox, was placed behind the rear axle. The motion of the piston was transmitted to a separate crankshaft via the forked piston rod. The crankshaft drove the axle of the driving wheel (which was fitted with a flywheel) via a spur gear.

Altoona Works constructed the prototype B6 in 1902. The B6 had the Pennsylvania's trademark square- shouldered Belpaire firebox and drivers. They were constructed as saturated steam engines, rebuilt with superheaters later as class B6s, and had Piston valves and Stephenson valve gear. A total of 79 were built by Baldwin and Lima, in addition to Altoona, between 1902–1913. The next version built was the B6sa, 55 of which were built at Altoona during 1913-1914\.

Their original boilers were fitted with Ramsbottom safety valves, while the Watson Standard boilers were fitted with Pop safety valves. An obvious difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover, just to the rear of the chimney on the reboilered locomotive. In the case of the Class 10CR locomotives, an even more obvious difference was the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.

Clarke (February 2008), p. 38 The firebox was narrower towards the rear and featured a continuously sloping grate, whilst the ashpan was fitted with front and rear damper doors, the latter adjusted to clear the rear driving axle. The lower part of the coal bunker incorporated a water tank of capacity. This was connected to two side tanks by two rectangular pipes on either side of the locomotive that also formed supports for the cab footplate.

It had square chimney foundations, a narrow firebox, and was built partly above ground. The Sisattanak Kiln Site lies just outside Vientiane's first city walls, which are dated to the 15th century. Radiocarbon dating of the kiln gives a 15th-17th century timeframe, with an earlier period of that range most likely. This is supported by the evidence of surface finds, which suggest that area kilns at higher elevations show a greater ratio of glazed to unglazed wares.

Angra was formed in November 1991 by Santa Marcelina Music College students vocalist Andre Matos and guitarists Rafael Bittencourt and André Linhares. They were joined by Bittencourt's former bandmate Marcos Antunes (drums) and bassist Luís Mariutti (ex-Firebox). This line-up composed a number of the earliest songs, with Rafael Bittencourt and Andre Matos emerging as the main songwriters. Two of the first songs written were "Time" and "Angels Cry", which both featured on the band's first album.

The Baldwin 60000 prototype worked at a modest and did not use either of the complex systems described above. It had a relatively conventional watertube firebox and a firetube boiler. Nevertheless, high maintenance costs and poor reliability more than cancelled the fuel economies promised by high-pressure and compounding, and the design was not repeated. Other relatively conventional high-pressure locomotives were built in the USA, including the remarkable triple-expansion L F Loree locomotive of 1933.

Like the railmotor design, this used the newly developed engine of the Super-Sentinel waggon, placed horizontally between the frames. This was of gauge, establishing a precedent for Sentinel of building locomotives across a range of gauges by simply changing the axles and bearings under a standard chassis. The boiler used was also the new Super-Sentinel pattern at 230 psi, with the 'spiral' firebox. Production Sentinels achieved a more accessible layout by mounting their engines vertically.

The locomotives were not equipped with mechanical stokers which made the job of the fireman harder as he had to throw the coal uniformly throughout the firebox. The cab was not enclosed, a characteristic found throughout the Chemins de Fer du Nord, and drivers gave it the nickname rendez-vous des courants d'air. The Nord specification tender was built to such a quality that the SNCF used the same design for its own tender locomotives twenty years later.

The water tank was mounted directly on the rear steam bogie and embraced the fuel bunker and rear end of the main frame. The rear bogie cylinders were placed under the cab, at the front of the rear unit. A float-controlled automatic device increased the cut- off of the rear cylinders to prevent slipping when the water tank was running low. The firebox hung low between the two engine units, and so could be of generous size.

After Black Lotus Records also folded, Vesa Lampi stated he had lost his interest in music and left the band. Tomi Murtomäki took his place for the "20 years of Spiritus Mortis" tour, but he did not wish to continue full-time. In January 2009 it was announced that Sami Hynninen would take the place as vocalist. Spiritus Mortis signed a record deal with Firebox Records and their third album "The God Behind the God" was released May 2009.

Picture of Kitson 'Stephenson' long boiler A No.5 taken at Middle Engine Lane station on the Stephenson Railway Museum's running line. New South Wales railways 48 class, c. 1880 NER 1001 Class N°1275, now in the National Railway Museum, York The long boiler locomotive was the object of a patent by Robert Stephenson and the name became synonymous with the pattern. Its defining feature is that the firebox is placed behind the rearmost driving axle.

Early semi-portable engine, 1860s, with enlarged furnace To reduce the limitations of the small furnace, an enlarged form was developed. The area of the boiler shell alongside the furnace was enlarged in diameter, but remained circular. This permitted a larger diameter of furnace to be fitted. The firebox section of the shell was offset downwards, so that the tube nest from the upper part of the furnace was in the lowest, water-filled, portion of the shell.

Der Münchner (a Münchner is a man from Munich) was a Bavarian Class A I engine with the number 25. It was originally built for a private railway company which ran the route between Munich and Augsburg. In 1844 the line was taken over by the state railway and the engine was transferred into state ownership. A large part of the locomotive came from England, which can be seen from the typically English 'pear' shape of the outer firebox.

The brick arch was supported by five diameter arch tubes. The firebox was fitted with SAR standard type flexible stays and to allow easier access to the stays, the engine was equipped with a Watson cab with its slanted front which, like the Watson Standard boiler, was to become the standard on later SAR steam locomotive classes. The cab was of special light steel and was welded throughout.South African Railways & Harbours/Suid Afrikaanse Spoorweë en Hawens (15 Aug 1941).

Their original Belpaire boilers were fitted with Ramsbottom safety valves, while the Watson Standard boilers were fitted with Pop safety valves. The reboilered engines were also equipped with Watson cabs with their distinctive slanted fronts, compared to the conventional vertical fronts of their original cabs, to allow easier access to the firebox stays. The footplate was also modified to conform to SAR standard practice. Early conversions were equipped with copper and later conversions with steel fireboxes.

59 and 62 to Class U1 4-4-0 locomotives. From this time on, with few exceptions, all boilers would be LMS standard ones (G6, G7, G8). Derby works could more economically deal with these boilers than York Road and so they would be sent to Derby for overhaul. The boilers would return some four or five months later with a new firebox fitted, ready for installing in the next suitable engine coming into the works.

The outer housing is the part of the fireplace unit that is installed in the framing of the building. Two of the main operational components are housed inside of it. The first key component within the outer housing is the firebox, which is surrounded on three sides by the outer housing, and on one side by the glass panel that faces in towards the room. This is the space in which the fire burns during operation.

By moving the driving axle ahead of the firebox, one of the carrying axles could be moved backwards, giving a shorter overall wheelbase. The difficulty of how to fit the axles past the boiler recurred, to which Trevithick provided an "extremely complicated" solution. The boiler was placed entirely underneath the driving axle. Even then, it was necessary to recess a transverse channel across the top of the boiler, so as to provide clearance for the driving axle.

When Monarch arrived it required considerable overhaul. When the locomotive was finally overhauled it proved less useful than was hoped. It was found difficult to drive, in particular crews of the time found it difficult to adapt to its marine-style firebox, and proved challenging on the steep gradients of the line. By 1992 the Welshpool and Llanfair Light Railway had acquired more locomotives and Monarch became surplus to requirements and was sold to the Ffestiniog Railway.

Selah Chamberlain in Cleveland, Ohio circa 1875 Selah Chamberlain (Official number 115147) was built in 1873 by Quayle & Martin shipyard of Cleveland, Ohio. Her wooden hull was long, her beam was wide and her hull had a depth of . She originally had a gross tonnage of 894.69 tons. She was powered by a two-cylinder high pressure engine, the cylinders of which each had a 30 inch (76 cm) bore; the engine was fueled by two tubular firebox boilers.

Detail improvements on this final batch were a wider cab and revised wheel splasher that hid the 'throw' of the coupling rod, with cross-water tubes fitted into the firebox. This was an attempt to increase the heat surface area of the water, which was achieved, though at a cost in boiler complexity. This batch was also fitted with the Drummond "watercart" eight-wheel tender for longer running, whilst the previous was retrofitted with the design.

9F 92022 in 1964 Ten of the BR Standard Class 9F locomotives, Nos 92020-9, were built with Franco–Crosti boilers in 1955. Like the German 50.40 these were 2–10–0 tender locomotives with a single feedwater heater under the main boiler. The standard chimney was retained, but was only used for lighting-up and was blanked when running. The final chimney was located on the right-hand (fireman's) side, just forward of the firebox.

Finally, because the firebox is not open to the interior, there is no risk of filling the interior with smoke. Despite these benefits, it is not advisable to use this system today, as modern furnaces are far more efficient. The modern equivalent of the Gloria would be underfloor heating, which uses piped hot water under the floor to heat rooms, and like the Gloria, has the benefit of reducing the temperature gradients from floor to ceiling.

Both had the usual Yarrow triangular arrangement of a central large steam drum above two separated water drums, linked by multiple rows of slightly curved tubes. The rearward "firebox" area was wide and spanned the frames, placing the water drums at the limits of the loading gauge. The forward "boiler" region was narrow-set, with its water drums placed between the frames. The space outboard of the tubes formed a pair of exhaust flues leading forwards.

Baden State Railway, built in 1863 A Crampton locomotive is a type of steam locomotive designed by Thomas Russell Crampton and built by various firms from 1846. The main British builders were Tulk and Ley and Robert Stephenson and Company. Notable features were a low boiler and large driving wheels. The crux of the Crampton patent was that the single driving axle was placed behind the firebox, so that the driving wheels could be very large.

Today, the locomotive is partially disassembled for its mandated 15-year Federal Railroad Administration inspection. The boiler has been “ultra- sounded” and documented, with only a small area of the firebox remaining to be checked. The flue tubes were removed with plans made for their replacement. A sudden increase in material costs and various emergency repairs needed at the museum over the years have exhausted funds that were hoped to be used to complete the project.

The locomotive frame had to be extended to accommodate the new engine. The wider outer firebox meant that the driver's cab needed a modified rear wall. The locomotives were given operating numbers 22 001–085 and were mainly homed in the Reichsbahn divisions of Dresden and Erfurt. The DR employed the locomotives on heavy express train duties in the schedules for the DRG Class 01, which led to overloading of the original components (frame cracks, piston damage).

Stays made from puddled iron bar were used as a cheaper alternative to copper for joining the inner and outer firebox plates of steam locomotives. The incorporated stringers gave flexibility akin to stranded wire rope and stays made of the material were therefore resistant to snapping in service. Wrought iron rivets made from iron bar typically contained stringer filaments running the length of the rivet, but filaments at right angles to the tension, particularly beneath the head, caused weakness.

The 18th century saw two important developments in the history of fireplaces. Benjamin Franklin developed a convection chamber for the fireplace that greatly improved the efficiency of fireplaces and wood stoves. He also improved the airflow by pulling air from a basement and venting out a longer area at the top. In the later 18th century, Count Rumford designed a fireplace with a tall, shallow firebox that was better at drawing the smoke up and out of the building.

The ground floor plan is organised around a central stair hall running front to back with two main rooms on either side. The ground floor has vinyl-covered, timber floors; plaster walls; moulded timber skirtings, architraves and cornices; and v-jointed timber board ceilings with decorative timber fretwork vents. Floor-to-ceiling height on the ground floor is . The main rooms have a fireplace each with a simple moulded plaster surround and mantle, and a decorative cast-iron firebox.

It is possible that this myth originated with old-fashioned stoves and fireplaces. These "appliances" did not require seasoned wood, and frequently did not receive it. As a result, they often experienced very low flue temperatures- usually in flues that were not insulated as modern flues are. The combination of low firebox temperatures due to high moisture content in the wood and low flue temperatures due to lack of insulation led to high levels of creosote accumulation.

The new 'K' class incorporated several innovations for the LB&SCR.; They were the first 2-6-0 locomotives to run on the railway, and the first class to have a Belpaire firebox. They were fitted with Robinson style superheaters within a parallel boiler and two large inclined outside cylinders with Stephenson valve gear. The boilers were fed by hot water injectors, operated by a Weir pump, and surplus steam fed back to the tenders to preheat the water.

This new locomotive differed from the previous locomotive designs: instead of a horizontal cylinder, flywheel, and geared drive, Catch Me Who Can used a vertical cylinder encased in the boiler, driving one pair of wheels directly. The cylinder was in diameter, with a stroke. The boiler was Trevithick's return-flue type, complete with an internal firebox. The locomotive was similar to an engine that Trevithick had built in 1803 to power a dredger for use on the Thames.

Following the success of his I3 4-4-2 tank locomotive class, Douglas Earle Marsh decided to enlarge the class to create a tank locomotive capable of hauling the heaviest London-Brighton express trains. The first locomotive No. 325 was classified "J1" and completed by Brighton Works in December 1910. It incorporated a Schmidt superheater and Stephenson valve gear. After initial modifications to the firebox to improve its coal consumption, it proved to be a successful design.

The L11 class was one of a number of designs by Dugald Drummond incorporating a large proportion of standard parts that could be interchanged with other classes of locomotive. The boiler was interchangeable with the T9 class, and likewise was equipped with water tubes fitted across the firebox combustion space, with the aim of increasing heating surface whilst facilitating water circulation; this device however also increased maintenance costs and was soon removed by Drummond's successor, Robert Urie.

The Class 10-2 superheated locomotives were similar to the Class 10, except that their boilers were arranged further forward and their firebox throats and back plates were sloped instead of being vertical. This modification brought the chimney in line with the cylinders and avoided a "set" in the blastpipe. The cylinders were arranged outside the plate frames. Like the Class 10, the locomotives had diameter coupled wheels, the largest yet used in South Africa at the time.

In this chamber where combustion takes place, the heat is transferred mainly by radiation to tubes around the fire in the chamber. The fluid to be heated passes through the tubes and is thus heated to the desired temperature. The gases from the combustion are known as flue gas. After the flue gas leaves the firebox, most furnace designs include a convection section where more heat is recovered before venting to the atmosphere through the flue gas stack.

The Kerr, Stuart designs are typified by having a single trailing truck (allowing a large firebox to be placed behind the driving wheels) and/or having a saddle tank. Several designs of side tank locomotive were produced that shared a chassis and boiler with a saddle tank design and it is not unknown for a standard chassis from one design to be used with a different design's standard boiler to produce a locomotive to suit a customers special requirements.

Some modifications were made to the design for these PRR War Babies. These included PRR drop-couplers, sheet steel pilots, PRR-style cabs, large PRR tenders, Keystone number plates up front and other modifications. It still betrayed its foreign heritage by lacking the PRR trademark Belpaire firebox and by having a booster engine on the trailing truck. Altogether 125 locomotives were built between 1942 and 1944 and became the largest fleet of Texas type locomotives in existence.

The Class 10-2 saturated locomotives were similar to the Class 10, except that their boilers were arranged further forward and their firebox throats and back plates were sloped instead of being vertical. This modification brought the chimney in line with the cylinders and avoided a "set" in the blastpipe. The cylinders were arranged outside the plate frames. Like the Class 10, the locomotives had diameter coupled wheels, the largest yet used in South Africa at the time.

The result was that the greatest inside width obtainable on a firebox which was arranged between the wheels of a Cape gauge locomotive was . He overcame this by designing an 8th Class locomotive with a deep curve in the foundation ring (mud ring) to clear the intermediate coupled wheels and a steep slope towards the rear to clear the trailing wheels. In the process he was able to increase the firegrate area from .Espitalier, T.J.; Day, W.A.J. (1944).

Clyde Superior soot blowers were fitted on each side of the firebox. Beyer, Peacock estimated the Class GL locomotive's economical coal consumption rate at per hour. Detail of the power reverser (left) and Pyle National Company turbo-generator (right) on no. 2352 The Class GL had a rocking grate and self-cleaning hopper ashpan with water and steam sprayers to dampen down the ash to prevent it from entering axle boxes, motion areas and other friction-sensitive places.

Bathos was released through Firedoom Music, a sub-label of Firebox Records, on November 8, 2004.[ AllMusic - Bathos] :Track listing: :# "Ονειροσκόπος (Oneiroskopos)" - 1:31 :# "Squaring The Circle" - 7:50 :# "Quinotaurus (Twelve Stars In Sight)" - 3:48 :# "Kivijumala" - 11:45 :# "V.I.T.R.I.O.L." - 6:33 :# "The Thunder, Perfect Mindfuck" - 8:32 :# "Mental Fugue" - 6:49 :# "Niut Net Meru" - 9:20 :# "Kesäyö" - 8:59 VV from Umbra Nihil played session drums on the album. Oneiroscope means 'an instrument for watching dreams'.

The engine was fitted with a large Wootten firebox. There were three separate grates and ash pans, one on each side outside the frames and a third between, giving an aggregate area of . The trailing drivers were given a side play of , the coupling rods being fitted with ball and socket joints. As the cranks of the three cylinders were set at 120 degrees in relation to each other, perfect balancing of the reciprocating parts was secured.

The Double Fairlie was the first articulated locomotive to enter service in South Africa and also the first to have Walschaerts valve gear, which had been invented in 1844 by Belgian locomotive foreman Egide Walschaerts. The locomotive which was acquired by the CGR was of the separate boiler type. It had two boiler barrels, with a central firebox common to both barrels and fired from the side. The buffing and drawgear were fitted on the two engine units.

SAR Class GA, circa 1921 In February 1921, the SAR placed a single experimental Class GA Garratt locomotive in service. It was ordered from BP in 1914, together with the order for the narrow gauge Class NG G11 Garratts, but wartime hostilities also delayed its delivery until 1920. It was the first Cape gauge Garratt to enter service in South Africa. The locomotive was superheated, with a Belpaire firebox, a plate frame and Walschaerts valve gear.

Alice, in common with most of the class, did not have a dome but a steam chamber produced by the firebox outer shell being raised some six inches above the boiler barrel. It was not usual to fit cabs to these engines since they had to work under incline bridges and through tunnels in the quarries. Alice spent all of its life working on various galleries at the Dinorwic slate quarry. The locomotive was in consequence rarely photographed.

By the end of the 1920s the FS were considering the possibility of building a new class of Pacific locomotives for mainline express duties; the existing Class 690 ones were poor steamers (because of the small firebox) and therefore not being successful (with the much lighter Class S.685 2-6-2 locomotives having the same performance as them). This class, which should have been the Class 695, would have had however a very high axle load (as much as 21 t), which would have required strengthening of the lines they were supposed to serve; as electrification was becoming more and more prominent, such an expense was considered unwarranted. Therefore, a less ambitious plan, which involved rebuilding the Class 690 locomotives (and which would have entailed a lower axle load), was approved. The boiler of the Class 690 was replaced by the one fitted on the Class 746 locomotives; the trailing axle was replaced by a Bissel truck, to sustain the weight of the new, larger firebox, and a Nielebock-Knorr pre-heater was added.

Design of this class was based on rebuilds by Henry Fowler of the Midland Railway 2441 Class introduced in 1899 by Samuel Waite Johnson. These rebuilds featured a Belpaire firebox and improved cab. 422 Jinties were built between 1924 and 1931; this class was just one of the Midland designs used on an ongoing basis by the LMS. The locomotives were built by the ex-L&YR; Horwich Works and the private firms Bagnall's, Beardmores, Hunslet, North British and the Vulcan Foundry.

The locomotives had a boiler made of three shells with a semicircular cover, which was in the area of the firebox between the frame plates. A notable feature was the large, rounded steam dome in the middle of the boiler. Compared with the Class V the boiler pressure was raised by about 1/3 to 12 bar. The Ramsbottom safety valve sat immediately in front of the front wall of the driver's cab, the sandbox was placed immediately behind the chimney.

The Pt 2/4 H was a class of steam locomotive built by the firm of Krauss for the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn) between 1906 and 1908. They were used on routes in Bavaria to haul light, fast passenger trains. The vehicles all had a gravity-fed firebox with a hopper over the grate for one-man operation. It was possible to access the train directly from the locomotive via doors in the front and rear walls and gangways.

With the opening of the Otira Tunnel in 1923 all ten were gradually transferred to the West Coast of the South Island. Due to weight restrictions they were the most powerful mainline locomotives on the West Coast until the 1940s. In the late 1920s and 1930s seven locomotives were fitted with narrow firebox superheated boilers and lever type reverse controls in place of the original wheel and screw type. Other alterations included fitting sand domes and a new type of funnel.

The number of tubes for the super heater elements was increased from 28 to 35, raising the superheater area to . The evaporative heating surface of the boiler was therefore decreased to (with the number of boiler tubes reduced to 162). Due to the increase in weight the engine, and the possible damage in transit across the ocean, the thickness of the frame's sidewalls was increased from . For supplying coal to the firebox, tenders were equipped with an HT-1 automatic stoker.

The 2-2-2 configuration appears to have been developed by Robert Stephenson and Company in 1834, as an enlargement of their 2-2-0 Planet configuration, offering more stability and a larger firebox. The new type became known as Stephenson's Patentee locomotive.Hamilton Ellis, The pictorial encyclopaedia of railways, Hamlyn, 1968, p.37. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson and company in component form in December, 1835 was one of the earliest examples.

The engine Havelock was the first tender locomotive in NGR service, a tank-and- tender engine which carried water in the four-wheeled tender as well as in the side-tanks. The engine and tender were both equipped with vacuum brakes. The locomotive had two boiler-mounted sandboxes and was equipped with both Salter and Ramsbottom safety valves. The firebox was equipped with a rectangular flat-bottomed type of ashpan, which was only deep since it had to clear the trailing axle.

Thereafter, Bury only succeeded in selling one engine, Liver, to the Liverpool & Manchester Railway. Liverpool combined near-horizontal inside cylinders with a multitubular boiler and a round, dome-topped firebox, mounted on a simple wrought-iron bar-frame inside the wheels, rather than wooden outside frames and inside iron sub-frames. This was a well thought-out and advanced design, which lasted. Most subsequent Bury locomotives followed this same basic design, which was copied by other firms, in Europe and the U.S.A.

These closed-loop steam engines had no firebox. The boiler was jacketed by a container loaded with about 5 tons of caustic soda (sodium hydroxide). When water or steam came in contact with the caustic soda, it would generate heat -- enough to actually run the boiler and generate more steam. Steam emanating from the boiler would be fed through pistons to propel the locomotive forward, and the exhaust steam from the pistons would be fed into the caustic soda to continue the cycle.

A metal grate stands immediately inside the entrance. A door on the east side opens into the still room where from the northwest corner a set of steep timber stairs to the cellar. The cellar has timber framed walls clad with corrugated iron set into the earth surrounding it. In the distillery room, two copper boilers - one higher than the other - are set into a stepped rectangular brick frame which houses a firebox and stands against the south wall onto the dirt floor.

The air pump has been removed and rebuilt and is in storage awaiting re-installation. Several sections of the firebox have been cut away and replaced as well as a section of the rear tube sheet that was worn too thin to support the operating steam pressure. A new tube sheet section has been cut and using the heat and beat method has been molded into place. It is now in the contractor's shop to have the new holes drilled in it.

Firebox capacity is further restricted by the space used for the ashpan and also by the dry-back furnace. The small ashpan also restricts their ability to steam for long periods. One drawback of the boiler was the large diameter of the furnace relative to the boiler shell, and thus the small steam space above the crown of the furnace. This made the boilers prone to priming, particularly on a rough sea, where water could be carried over into the steam pipe.

Hoy's involvement was ironic, as a major cause of the original accident had been Hoy's invention of a new brass alloy for firebox stays, an inelastic alloy that turned out to have serious drawbacks. One Class 30, 396, was rebuilt in 1903 and 20 more were built new with this boiler. In service the boilers showed a number of drawbacks. They were slow to warm up after lighting and the limited ashpan space limited their working time away from the shed.

During that time, over 1,000 railroad ties were replaced, and the entire line was gauged. The locomotive's boiler presented a few challenges; in addition to a damaged crown sheet (the critical sheet of metal on top of the firebox) there was no manufacturer's stamp to be found. A special permit was granted by the state, and the boiler was stamped in the presence of an inspector. The crown sheet was replaced, and the locomotive was once again certified by the State of Texas.

The only difference appears to be the presence of a top feed, and Belpaire firebox. This could have been done for ease of the changeover to his "Black Five"-esque appearance. If looked at closely in the episode "The Flying Kipper" when Henry is wrecked, his top feed from his new shape is already fitted. In another continuity error, during a head-on shot after Henry has returned from his Crewe rebuild, his old shape (without external steam pipes) is used.

The Hunslet Engine Company delivered three saddle-tank locomotives to the Eastern System of the Cape Government Railways (CGR) in 1876 and 1877. They were similar to the 1st Class of 1875 in most respects, but instead of domeless boilers which took steam from the steam space above the firebox, they had steam domes with large polished brass covers. The first locomotive arrived in East London in 1876 and was numbered E2. Two more were delivered in 1877, numbered E3 and E4.

The G1 class were 0-4-0 locomotives, a configuration chosen for its simplicity and cheapness of construction. It had horizontal outside cylinders and a number of original design features, including a radially-stayed, round-top firebox and a small 'regulator box' that replaced the usual steam dome. The locomotive frame was designed as a box with riveted steel plates that enabled it to double up as a feedwater tank, an arrangement known as the Krauss system. It had an Allan valve gear.

Reclassified 500B class, their maximum load to Mount Lofty was increased to 600 tons, or eleven passenger cars. In the pre-Webb era the Rx class - a 4-6-0 with a Belpaire firebox was rated at 190 tons for this line, with three of them required to lift a heavy Melbourne Express - two at the front and one banking from the rear.Douglas Colquhoun et al. 500: The 4-8-2 and 4-8-4 Locomotives of the South Australian Railways.

Boiler plates have been thrown up to a quarter of a mile (Hewison, Rolt). The second type is the collapse of the firebox under steam pressure from the adjoining boiler, releasing flames and hot gases into the cab. Improved design and maintenance almost totally eliminated the first type, but the second type is always possible if the engineer and fireman do not maintain the water level in the boiler. Boiler barrels could explode if the internal pressure became too high.

The firebox was modified by adding thermic syphons and a combustion chamber. Roller bearings supplied by Timken or SKF were used on the four wheel pilot and trailing trucks as well as the six wheel tender trucks. The first 20 examples (2100–2119) used plain (journal) bearings on the eight driving wheels, while the final 10 (2120–2129), intended for both freight and passenger service, had roller bearings throughout. The driving wheels themselves used the Boxpok design with a diameter of 70 in.

49560 with a typical freight duty in 1950 It featured a Belpaire firebox and increased boiler pressure over its predecessor but had the same power rating of 7F. Unfortunately the design had been done at the old Midlands Railway's Derby Works and the drawing office staff insisted on using Midland practice. Among other things this meant that the axle bearings were too small for the loads they had to carry. E.S. Cox, writing in a series of articles in Trains Illustrated c.

The C II locomotives were needed to handle the growth in goods traffic. The standard variant of the C II series was built as an 0-6-0 engine with a 4-wheeled tender. It was derived from the Class CI.1 and was given an external locomotive frame, horizontal outside cylinders, an internal Stephenson valve gear and a 'long-necked crank' (Langhalskurbel). The transition from boiler barrel to outer firebox had been tapered so that it could fit between the rear axle.

The main bar frames, thick, were machined from a wide solid. The hind part of this frame was rigidly secured to the boiler through the high-pressure cylinder saddle castings and terminated just in front of the firebox outer throat plate. From this point rearwards, the frame was of the plate type and arranged to carry the spring gear and other fittings for the trailing Bissel truck. The locomotives were superheated and had Walschaerts valve gear, controlled by steam reversing gear.

The carriage then took fire from split kerosene (from the lanterns) and firebox of the locomotive. The official report states that 29 people were killed, all in the rear car, and 57 were injured in the train. Some passengers that were trapped in the splintered rear coaches were burned alive. Bystanders from the station and surviving passengers attempted to rescue trapped victims by tearing parts of the roof off the coaches, but their effort was unsuccessful as fire quickly engulfed the shattered timbers.

The outdoor wood boiler is a variant on the indoor wood, oil or gas boiler. An outdoor wood boiler or outdoor wood stove is a unit about 4-6 feet wide and around 10 feet long. It is made up of four main parts- the firebox, which can be either round or square, the water jacket, the heat exchanger, and the weather proof housing. The fire box ranges from 2 to 5 feet long and can be as tall as 4 feet.

On 12 January 1944 a freight train service from Ipswich to Whitemoor hauled by USA Engine No 2363 was approaching Thurston at 1240 am when the crown of the steel firebox collapsed due to the shortage of water. The fireman H W Leek was blown from the footplate by the force of the explosion and suffered severe bruising, burns and shock whilst the driver Mr W Nicholls sustained serious injuries including a broken thigh and burns on his left side.

By opening or closing the dampers, air flow can be increased or decreased, which can fan the fire in the firebox, or "dampen" it by restricting airflow and reducing the flames. The dampers can usually be accessed by turning knobs or handles attached to the damper. Some stoves adjust their own airflow using mechanical or electronic thermostatic devices. The highest heating efficiencies on closed appliances can be attained by controlling the various supplies of air to the stove (operating the air controls correctly).

The battery floor contains three circular brick bases for large agitator vats, and an intact square brick chimney associated with an arrangement of brick precipitation tanks. A furnace floor, below, contains the brick remains of a Merton furnace with flues connecting to the base of the chimney. This area also contains a small retort consisting of an iron furnace and brick firebox. Three circular concrete rendered brick buddle bases for the treatment of slimes are located on a lower level.

The Duluth, Missabe and Iron Range Railway hauled iron ore in Minnesota. Iron ore is heavy and the DM&IR; operated long trains of ore cars, requiring maximum power. These locomotives were based upon ten 2-8-8-2s that Baldwin had built in the 1930s for the Western Pacific Railroad. The need for a larger, coal-burning firebox and a longer, all-weather cab led to the use of a four-wheel trailing truck, giving them the "Yellowstone" wheel arrangement.

The type was revived in 1925 by the Lima Locomotive Works. This time it was an expansion of the Berkshire type that Lima had pioneered. A version of the Berkshire with ten driving wheels instead of eight was an obvious development and the first to be delivered were to the Texas and Pacific Railway, after which the type was subsequently named. The four-wheel trailing truck allowed a much larger firebox and thus a greater ability to generate heat, and thus steam.

The Pureshi class consisted of 46 Purei-class locomotives rebuilt by Sentetsu's Gyeongseong Works from 1925. Major modifications included increasing the size of the firebox to allow the use of lignite, which has a lower caloric value than anthracite coal. Boiler volume was increased, the heat transfer area was increased, the stoker was enlarged, and special attention was given to the prevention of sparks. The performance was found to be good, and eventually 46 Purei class locomotives were rebuilt to Pureshi standard.

Caption 3. (Accessed on 26 November 2016) Since the rear bunker carried only coal, an additional large underbelly water tank under the boiler compensated for the resulting diminished water capacity. All the engine's water was carried in the front bunker tank and in the underbelly water tank, with a combined capacity of , while the rear bunker had a coal capacity of . The main frame therefore carried the smokebox, boiler, firebox, cab, coal bunker, as well as the underbelly water tank.

The locomotive was designed in 1906 and drew heavily from the GCR Class 8F - the biggest difference being that the driving wheels were 1 ft 3 in smaller. Production of the 10 locomotives commenced as soon as the last Class 8F was built. The Class 8Gs used a boiler that had the same diameter as that fitted to both the Class 8F and the Class 8C, but it had a shorter firebox similar to that fitted to the original Class 8s.

In the presidency of Daniel Willard, the motive power department, headed by Col. George H. Emerson, entered on a long series of experiments intended to improve the performance of the steam locomotive. Particular emphasis was placed on the water tube boiler, as opposed to the fire tube boiler used from the earliest days of steam. (In practice, only the firebox used water tubes.) The culmination of these experiments was the duplex #5600 George H. Emerson, the first of its kind.

The SR number of the locomotive was 21C159 and its British Railways number was 34059. In 1966, when the locomotive was no longer needed by BR, it was purchased for scrap by Woodham Brothers of Barry, South Wales. For years, it was available for purchase by a preservation society, which was eventually done by the Bluebell Railway, and the locomotive was restored to working order. , the last time the locomotive ran was in 2011, when serious damage to the firebox was discovered.

They contained stay plugs, serving stays which extended through the tubes from cover to cover through the firebox. The CGR had also experimented with Drummond tubes by modifying its 6th Class no. 286 and had found that the benefit in improved performance was minimal, while the tubes were inclined to leak and were difficult to maintain. Like the CGR, the CSAR soon learned that the increase in steaming capacity was not sufficient to warrant the additional initial cost and increased maintenance requirements.

This is strange as all the other Cyldon models do have whistles. The copper steam pipe exits from the bottom of the boiler inside the firebox, thus getting a very small degree of superheat. The steam is fed directly to the back of the port face of the brass single acting oscillating cylinder. The crank shaft is one of the few steel parts, with a brass disk crank at one end, a small pulley at the other and mazak flywheel in the centre.

Capturing his right-hand man together with the police commissioner who kowtows to him, Siffredi makes the two roaring drunk and calls in journalists to publicise the shameful spectacle. A new police commissioner decides to let Siffredi finish the job. When Volpone tries to flee to Germany, Siffredi captures him on the train and stuffs him into the firebox of the locomotive. Not wanting to start again in Marseille, with Lola and his gang he then takes a ship for the United States.

The great hall fireplace has an original plasterwork overmantel featuring egyptianesque caryatid figures and the King James Arms. One can walk erect inside the fireplace and conduct a small meeting inside with bench seating built in. The firebox also hosts the Laird's Lug, a secret listening system allowing the Laird to overhear conversations in the Great Hall from his suite above. The third level consists of a number of bedrooms: The Laird's Bedroom, The Priest's Bedroom, The Queen's Bedroom, The Queen's Winter Bedroom.

The Derby drawing office and North British staff collaborated in designing the class, with the latter producing the working drawings. Fowler took little part in the design process, which was carried out by Herbert Chambers, Chief Draughtsman at Derby, and his staff. The LMS requested a set of drawings of the Castle class from the GWR, but didn't receive them. Instead a set of drawings of the SR Lord Nelson Class were obtained, and used for the design of the firebox.

As the locomotive was therefore surplus to requirements, it was rebuilt in 1906, and converted into an 0-8-0 freight tender engine. The rebuild included a new boiler with a Belpaire firebox and a standard GE high- sided goods locomotive tender. Number 20 was then assigned to March district for hauling coal trains, but proved no more capable than the Class G58 locomotives. The design was therefore not repeated, and the locomotive remained the only eight-coupled engine of the GER.

An incidental beneficial effect is that the exhaust flue is much smaller and can be made of plastic pipe since the exhaust gas is much cooler. As a result it can be more easily routed through walls or floors. However, the condensing furnace is more expensive initially because of the extra induced draft fan and condensate pump required, and the extra heat exchanger in the firebox. The heat exchangers may be damaged by corrosion or metal fatigue from many heating and cooling cycles.

In order to produce similar power, air to the firebox must be provided by a steam driven or mechanically driven fan. This often cancels out any improvement in efficiency. The temperature of the exhaust steam is greater than typical stationary or ship-based steam plant of similar power due to having fewer waste recovery stages, as ships often have an additional low pressure stage or even a low speed turbine. Waste heat on modern steam plants is often recovered using heat exchangers.

Todd left the partnership in 1844 to be replaced by E.B. Wilson. He in turn left after a year and the company was taken over in 1846 by James Fenton, formerly a partner in Fenton, Murray and Jackson to become Fenton, Craven and Company. The company continued building mostly Stephenson long boiler locomotives, some 2-2-2 followed by outside-cylindered 2-4-0 with the firebox behind the wheels. They were extremely unstable due to the long overhang at each end.

During rebuilding, they were fitted with LMS standard boilers that had to be placed higher than the originals to allow the firebox and ash pan to clear the rear driving wheel axle. The smokebox saddle was extended accordingly to offer support. The closely coupled driving wheels accentuated the appearance of the high-pitched boiler, earning these engines the nickname of "Whippet" because of a perceived resemblance to the breed of racing dog. All members of the class were officially named after Ulster counties.

A drawback to the device was found on 7 March 1948, when the firebox crown sheet of Princess Alexandra, a Coronation Pacific of the London, Midland and Scottish Railway, failed while hauling a passenger train from Glasgow to London. Enquiries established that both water gauges were defective and on a journey earlier that day one or both of the fusible plugs had melted, but this had gone unnoticed by the engine crew because of the strong draught carrying the escaping steam away from them.

He also encumbered many of his LSWR engines with innovations which he had patented himself, such as firebox cross water tubes, and his smokebox steam drier, which only gave a very small degree of superheat. After his death, his successors improved the performance of many of his engines by fitting them with conventional smoke tube superheaters. Drummond died on 8 November 1912 aged 72 at his home at Surbiton. A myth has developed that he died as a result of scalding received on the footplate.

The design incorporated the principles of power and reliability established by George Churchward, using a Belpaire firebox that sloped downwards towards the cab instead of a round-topped version, a regulator located in the smokebox, long-travel valves for free running at high speeds, a sharply tapered and domeless boiler, and a right- hand driving position.Middlemass (1990), pp. 148–154 The inclusion of these features is attributed to Holcroft, Maunsell's personal assistant, who had worked on the GWR 4300 class and the N class.Haresnape (1983), pp.

A monument to Vladimir Lenin is on the Railway Station Square. Steam locomotive YeL 629 is set on plinth as a memorial to three Bolshevik revolutionaries (Lazo, Lutsky, and Sibirtsev) who were allegedly burned alive by the White Guards in its firebox in 1920. Steam Locomotive YeL 629 in Ussuriysk The Intercession Church at #80A Chicherina St. was built in 1914. It is the only religious building in the krai that has been kept without any reconstruction since 1917 and is used for its original purpose.

Another way to avoid scaling in the HP boiler is to use steam alone to transfer the heat from the fire; steam cannot of course deposit scale. Saturated steam from an HP steam generator was pumped through HP superheater tubes which lined the firebox. There it was superheated to about and the pressure raised to . Only a quarter of this was fed to the HP cylinders; the rest was returned to the steam generator where its heat evaporated more water to continue the cycle.

Both have inclined cylinders set on the sides of the boiler, but on Invicta the cylinders are at the front, with connecting rods driving the rear wheels, and coupling rods driving the front wheels.. The original fire- tube boiler had 25 tubes of diameter. It had a total heating surface of square meters — from the tubes and from the rectangular firebox. The boiler had a working steam pressure of . The four-coupled wheels were in diameter, while the boiler was long and in diameter.

The six examples of this class were designed by Patrick Stirling for the GSWR and were built by Kilmarnock Locomotive Works between 1864 and 1866, to replace earlier 0-4-0 goods locomotives inherited by the railway. They were numbered 52-57-. The members of the class were fitted with weather boards, later replaced by Stirling cabs. The safety valves over the firebox were later replaced by those of Ramsbottom design over the centre of the boiler following a boiler explosion at Springhill in 1876.

However, once firewood became a scarcer resource, fireplace builders began to enclose the firebox to capture as much heat as possible. Since masonry heaters burn hot and fast, they can accept any dry, split (usually three to five inches in diameter) wood. In some areas of central and eastern Europe, these heaters are sometimes effectively fired using grass, straw, and hay. It is also common in eastern Europe to modify these efficient heaters so that they are connected to the gas network and are fueled with gas.

Alfred Jules Belpaire (25 September 1820 – 27 January 1893) was a Belgian locomotive engineer who invented the square-topped Belpaire firebox in 1864. Belpaire was born in Ostend, and first studied at the Athenaeum School in Antwerp. He then became a student at the École Centrale des Arts et Manufactures in Paris, France from 1837 to 1840 where he obtained a degree in mechanical engineering. Belpaire was then employed at the Belgian State Railways, where he worked as a mechanical engineer for more than 50 years.

Augers are also used in some types of pellet stoves and barbecue grills, to move fuel from a storage hopper into the firebox in a controlled manner. Augers are often used in machining, wherein the machine tools may include an auger to direct the swarf (scrap metal or plastic) away from the workpiece. Screw conveyors can also be found in wastewater treatment plants to evacuate solid waste from the treatment process. The amphibious infantry fighting vehicle BMP-3 uses an auger-type propulsion unit in water.

The most visible change resulting from these enhancements was that their original cast iron funnels were replaced by a less ornate "flowerpot" funnel. They also saw other improvements during this period, such as the fitting of cross-compound air compressors and smoke deflectors. The postwar N class locomotives had a revised boiler design featuring a combustion chamber firebox and thermic syphons. The final batch of three Newport-built locomotives had a further evolution of the design, with German "Witte"-style smoke deflectors, and boxpok wheels.

AB 795 (now preserved to run the Kingston Flyer) lost its sanding ability as it climbed from Owaka to Takahopa and therefore could not grip the rails. Although repairs were conducted at the terminus, the engine's firebox arch collapsed on the return journey and DJ 1243 had to run the train from Owaka back to Dunedin, finally arriving at 1 am the next morning. The line's closure did not affect the first four kilometres to Finegand, which remain open as an industrial siding to a freezing works.

In 1909, no. 1026 was given a boiler of the same diameter as the 11C rebuilds, but with the same firebox length as the 11B class. It also received new cylinders, incorporating piston valves. This boiler was saturated, but from 1913 further boilers of this size, which incorporated superheaters, were fitted to the 11B class, each of which was then reclassified 11D. No. 1026 was so rebuilt in 1914, its previous boiler then being transferred to no. 105; it was removed again in 1916 when no.

New tubes have been swaged, which is a process of reducing the diameter on one end while not cutting away any material. They have been transported to the museum in Noblesville and are currently stored until they are needed. Riveting of the firebox is nearly complete with only the front section and several rivets in the corners needing to be replaced. This will require the rear driver of 587 to be dropped into a shallow pit to allow for the riveting to take place.

Visible external evidence of the presence of Drummond tubes was the rectangular inspection covers which were attached to the sides of the firebox, just ahead of the cab. The larger boilers and Drummond tubes increased their heating surface by and, at a higher operating boiler pressure of , these three locomotives were able to easily haul the load of the next higher class. Since by then, however, these locomotives were being withdrawn from mainline traffic, no more such reboilerings were carried out.Espitalier, T.J.; Day, W.A.J. (1945).

In September 2009 the decision was made to restore 323 to working order and it was moved into the workshops with the hope of having it operational in time for the Bluebell's fiftieth anniversary celebrations in August 2010. However, it was discovered the firebox backhead had cracked, requiring repairs that prevented the locomotive from attending the celebrations. 323 returned to service in Spring 2011, when it attended the 'Branch Line Weekend' celebrations. It is currently painted in 'Bluebell Blue' with the BRPS emblem on the side tanks.

D.A. Hendrie They were identical to the predecessor Classes 16 and 16B in most respects, except that Hendrie had added a combustion chamber to the boiler, similar to that of the Class 15A. This reduced the distance between tube plates from to . The presence of the combustion chamber was visible externally as an extension of the Belpaire firebox hump. The engines were equipped with Lambert sanding gear, which was a "wet" system whereby a mixture of water and sand was delivered to the rails.

The locomotives were rotated occasionally and all three had service spells as the O'okiep engine. By 1910 they were no longer used on the Nababeep line since the trains had become too heavy. As a result of the poor quality of water in the region and tough working conditions, the three locomotives suffered major problems with their fireboxes and tubes and replacements were required fairly frequently. As an example, the engine Juanita required a new boiler and firebox in 1895, just eight years after entering service.

A fourth locomotive was delivered from Kitson in August 1898, numbered 7 and named Albion. It differed from the first three locomotives in some respects, mainly its shorter boiler, longer firebox and a larger firegrate area. Like their predecessor condensing locomotives, these tender locomotives were equipped with sheet-metal casing above and below the running boards. This was to protect the motion and bearings as well as working parts of the J. Hawthorn-Kitson valve gear above the running boards from wind- blown sand.

The Duke was highly unpopular with crews, who regarded it as something of a liability due to its poor steam production. Inefficiencies caused by the aforementioned problems regarding the draughting abilities and firebox design meant that no further examples were constructed.Nock, O.S.: 'Performance and efficiency tests on B.R. class 8 locomotive' (Engineer: 1957, 204), pp. 293-294 The fact that no effort was made to rectify these problems indicates the change in policy regarding steam locomotives, with the Modernisation Plan entering circulation as the "Duke" entered service.

It then returned to the North Yorkshire Moors Railway for the 2011 season, before returning to the Churnet Valley Railway for the 2011 winter season, although its stay there was curtailed due to firebox troubles. Following a two-year repair effort, the engine re-entered service at the North Norfolk Railway in February 2014, where it ran for the rest of the year, before moving to Swanwick at the Midland Railway – Butterley to undergo work. In September 2018, 44767 was sold to the West Coast Railway Company.

They could run up to 20 minutes without power supply, like a fireless locomotive, once the boiler had been charged to full pressure. The firebox was retained, usually keeping hot embers, with a classic fire for longer operation on non-electrified tracks. The water circulation pump, the control circuit and the lighting were powered by a battery that was charged from a rectifier fed by one of the transformers. The system was capable of producing about 300 kg of steam per hour at 12 atm pressure.

The Lancashire and Yorkshire Railway Class5 were 2-4-2T steam locomotives designed by Chief Mechanical Engineer (CME) John Aspinall and introduced from 1889 for local passenger work. Later batches included progressive modifications such as extended coal bunkers and belpaire fireboxes. The final batch built from 1911 to 1914 under George Hughes incorporating superheated boilers and belpaire firebox gave increased tractive effort, others were also rebuilt to this standard. When Hughes introduced his classification system in 1919 the more powerful superheated locomotives were designated Class6.

Construction of the delayed 1926 order for 20 K class locomotives began in 1928 after alteration to the U class specification. As a result of Harold Holcroft’s position as one of Maunsell’s assistants, the new-builds also displayed the Churchward GWR 4300 Class influence. The ideas applied to this class were already used on the N, N1 and K class rebuilds, including long- travel valves for fast running, Belpaire firebox and conical boilers, constructed at the North British Locomotive Works in Glasgow.Clarke (Steam World, 2008 (248)), p.

Built by the North British Locomotive Company (NBL), it was designed by P.A. Hyde, Chief Locomotive Superintendent of the CSAR from 1902 to 1904, for goods train service on the Witwatersrand. It was superheated, with a Belpaire firebox, Walschaerts valve gear and plate frame. The Class 11 designation was retained when the CSAR was amalgamated into the SAR in 1912. SAR Class Experimental 5 In 1906, the CGR placed a single experimental 2-8-2 in service, designed by H.M. Beatty and built by Kitson.

This was addressed by the inclusion of a larger, firebox that required an extra trailing axle, giving the locomotive its distinctive 2-8-4 wheel arrangement. The Berkshire locomotive was so named for its testing location on the Berkshire Hills of the Boston & Albany Railroad. After the Class A-1 successfully outperformed a Class H-10 Mikado, the Boston & Albany Railroad became the first to order the new Berkshires. Over 600 were built by the Lima Locomotive Works, the American Locomotive Company, and Baldwin Locomotive Works.

E1 31067 at Margate 1958. In 1917 the SECR Board decided that when the London to Dover and Folkestone boat trains were reinstated after the war, they would be centred on London Victoria railway station, using the LCDR lines. This created a serious problem of producing a locomotive with sufficient power but with an acceptable axle load. Richard Maunsell therefore ordered the rebuilding one example with a larger cylinders, boiler and firebox, whilst at the same time reducing unnecessary weight elsewhere in the locomotive.

Diagram of a Fairlie locomotive Fairlie's answer was a double- ended steam locomotive, carrying all its fuel and water aboard the locomotive and with every axle driven. The double-ended part was accomplished by having one double-ended boiler on the locomotive, with one firebox in the centre and a smokebox at each end. The locomotive looked fairly conventional until the observer realised that the locomotive was two-faced, Janus-like. Fairlie was not the first person to devise a double-ended steam locomotive.

No buyer was found for K 921, which had been paired with the tender from KA 939, and it was later scrapped although the tender and inner firebox, and other parts, including driving wheels, were acquired by Steam Incorporated. It was announced in 2013 that K 911 will be the next major restoration project at Mainline Steam's Wellington depot at Plimmerton. K 911 retained its cylinders and was noted shortly after purchase in 1998 at their temporary Gracefield depot as having been stripped down for an overhaul.

W2 was named Freshwater. In January 1932, the Drummond boiler which had been fitted in 1912 was found to be in need of heavy repairs, and so a boiler of the type used to rebuild the A1 Class to the A1x Class was fitted at Ryde works. This boiler had a single-ring barrel long by diameter, firebox long with a grate area of , and worked at a pressure of . It returned to traffic in April 1932, having been renumbered W8 and reclassified A1x.

This is a glossary of the components found on typical steam locomotives. Schematic steam locomotive Guide to steam locomotive components (The image is of a composite imaginary locomotive, not all components are present on all locomotives and not all possible components are present and/or labelled in the illustration above). : 1 Tender – Container holding both water for the boiler and fuel such as wood, coal or oil for the fire box. : 2 Cab – Compartment where the engineer and fireman control the engine and tend the firebox.

Preserved Marshall 6nhp single-cylinder portable engine, no. 87866, built 1936. This design has a 'colonial' boiler and the patented "Britannia" firebox. A Marshall Threshing machine being demonstrated at the Holcot Steam Rally 2008 in Northamptonshire, with a Massey-Harris baler attached (rhs) Marshalls, Sons & Co. portable engine (right) 2nd half of the 19th century at the Riga open-air museum (Latvia) Marshall Sons & Co traction engine powered timber saw Marshall Sons & Co traction engine powered timber saw recorded at Fawley Hill, 18 May 2013.

When it burned natural gas, a ring of orifices was placed above the ash pit—a feature unique to this model. The placement of the gas-burning ring then required no modifications in the firebox construction so it could burn coal, coke, and wood as was originally intended for the main unit. The gas ring construction provided efficient heating; it extracted most of the heat because the gas was superheated before being ignited. This heater was constructed with smooth, cold-formed steel and a cast-iron body.

The coal bombs would be planted in the coal piles used to fuel Union steamships and locomotives by a team of operatives working behind enemy lines. When a coal bomb was shovelled into the firebox, it would explode, resulting the explosion of the pressurized steam boiler and the destruction of the vessel. Courtenay was sent to Richmond, Virginia carrying military dispatches, and he remained in Richmond to implement his plan. He first wrote to Confederate President Jefferson Davis on November 30, 1863, explaining his scheme.

Coal dust adhered to the perspiration-drenched skin and clothing of men shoveling soft coal in the radiant heat of a hot boiler firebox. The black gang are the members of a ship's crew who work in the fire room/engine room; they are also called stokers or firemen. They are called "black" because of the soot and coal dust that is thick in the air in the fire room/engine room. The term began being used in the days of the coal-fired steamships.

None of the passengers, who were taking the "Summer Eve Dinner Excursion" to Mount Holly Springs, were hurt. An investigation done by the National Transportation Safety Board determined that the accident was caused by poor maintenance and operator training. The board also pointed out that the Canadian design of the firebox may have prevented further injuries and perhaps deaths. Jerry Jacobson bought the engine at an auction in 1998, and it sat in an Ohio Central Railroad storage facility, still awaiting restoration as of 2009.

AT&SF; 2-10-2 No. 3932 In the United States, the type was produced between 1903 and 1930. The first were the Atchison, Topeka and Santa Fe Railway (AT&SF;) engines of the 900 and 1600 series, which were an early type with few advantages over the 2-10-0 Decapod, save their ability to operate in reverse without derailing. By 1919, the AT&SF; was building the definitive type, with the trailing truck supporting a large firebox. These were of the AT&SF; 3800 class.

Steam pressure can be released manually by the driver or fireman. If the pressure reaches the boiler's design working limit, a safety valve opens automatically to reduce the pressure and avoid a catastrophic accident. Aftermath of a boiler explosion on a railway locomotive, 1850 The exhaust steam from the engine cylinders shoots out of a nozzle pointing up the chimney in the smokebox. The steam entrains or drags the smokebox gases with it which maintains a lower pressure in the smokebox than that under the firebox grate.

B4X No. 2060 formerly named Kimberley pictured in 1948 In 1918 No. 46 was rebuilt by Lawson Billinton with a new boiler including a Robinson superheater. Unfortunately the resulting locomotive was not tested before Billinton decided to rebuild other members of the class, using his K class superheated boiler. The rebuilt locomotives were classified B4X. However, since the original frames could not be used - the K class firebox was too long to fit between the axles, new frames, new piston valve cylinders - they were virtually new engines.

The two earliest locomotives, both created in the United States of America, were experimental designs which were not perpetuated. In 1887, the Lehigh Valley Railroad experimented with a Ten- wheeler design with a Strong's patent firebox, a cylindrical device behind the cab which required an extension of the frame and the addition of two trailing wheels to support it. In 1889, the Chicago, Milwaukee and St. Paul Railway rebuilt a conventional with trailing wheels as a means of reducing its axle load.Ellis, Hamilton. (1981).

Various shapes of primitive smoking racks In this method the firebox is a narrow trench cut down a slope pointing into the prevailing wind. The middle part of the trench is covered over to make it into a tunnel. At the upper end of the trench is a vertical framework covered to form a chimney within which is placed the rack of foodstuff. At the lower upwind end of the trench is lit a small smokey fire, and sustained day and night until the foodstuff is cured.

La France was visibly not a GWR engine, although fitted with a Swindon chimney and paired with a standard tender, as immediately recognisable from firebox and the cab. Initially the locomotive was painted black, looking more LNWR than GWR, but it was repainted in 1905 into the standard GWR green livery. La France had two low pressure cylinders fitted between the frames, and two high pressure cylinders outside. The low pressure cylinders drove the front driving wheels while the high pressure cylinders drove the rear driving wheels.

Lima Locomotive Works' conception of superpower steam as realized in the 2-8-4 Berkshire type was the predecessor to the Hudson. The 2-8-4's 4-wheel trailing truck permitted a huge firebox to be located after the boiler. The resulting greater steaming rate ensured that such a locomotive would never run out of power at speed, a common failing of older locomotives. Applying the ideas of the freight-minded Berkshire type to the Pacific resulted in a 4-6-4 locomotive.

Flamme Type 36 2-10-0 At the Brussels International exhibition of 1910 the Belgian engineer exhibited his new Type 10 pacific, the most powerful European locomotive of the time. This was a four-cylinder superheated passenger locomotive with a distinctive tapered boiler of Flamme's design. Flamme used the large Belgian loading gauge to its most and made the round- topped boiler particularly high. The tapered section ahead of the firebox reduced to a boiler barrel which allowed enough height above for the steam dome.

Similar blowback can be caused by debris or other obstructions in the smokebox. In the days when steam-hauled trains were common in the United Kingdom, blowbacks occurred fairly frequently. In a 1955 report on an accident near Dunstable, the Inspector wrote: He also recommended that the British Transport Commission carry out an investigation into the causes of blowbacks. Blowbacks can also occur when a steam tube (or pipe) bursts in the boiler, allowing high-pressure steam to enter the firebox and thus egress onto the footplate.

One member of the class is preserved, No. (3)1874, which was rescued in March 1974 from the Woodham Brothers scrapyard in Barry, Vale of Glamorgan, South Wales. One of the "Woolwich" batch, this locomotive was bought and restored for use on the Mid-Hants Railway; it was steamed for the first time in preservation in 1977, and was operational at the railway's re-opening as a heritage attraction in April 1977. The locomotive was withdrawn in 1998 due to problems that require firebox reconstruction.

In Britain, Pannier Tank locomotives were used almost exclusively by the Great Western Railway. The first Great Western pannier tanks were converted from saddle tank locomotives when these were being rebuilt in the early 1900s with the Belpaire firebox. There were difficulties in accommodating the flat top of the latter within an encircling saddle tank which cut down capacity and increased the tendency to overheat the water in the tank.Holcroft, H: An outline of Great Western locomotive practice 1837–1947 Locomotive Publishing Company, London, U.K. (1957), p.

Construction of the boiler is unusual, as the steel tube plates are merely held in place by friction and the tubes are only lightly expanded into them with a tapered drift. Around the outside of the boiler shell are three heat-shrunk steel rings, the compressive stress of which retains the tubeplate. For additional strength, the boiler shell is further wrapped in a helical layer of piano wire. As the boiler is fired by a flat liquid-fuel burner, no enclosed firebox is required.

The tenders were fitted with a fuel tank. The fuel oil was injected into the firebox by a jet of steam from the locomotive boiler, the flow being controlled by the fireman. The first six locomotives converted were fitted to burn distillate which was five times the cost of coal firing, although it was hoped that reduced servicing times would offset some of that extra cost. When cheaper crude oil became available the locomotives were again modified to allow them to burn this heavier product.

In 1902, when a second batch of 38 8th Class locomotives was ordered, later to become the Class 8D on the SAR, an additional four engines were ordered. These were of an experimental design, built to modified specifications. H.M. Beatty Beatty believed that, while the earlier 8th Class locomotives (later the SAR Class 8) steamed well, they would steam even better if they had a larger firegrate area. He was hampered by the fact that the firebox wrapper plates had to fit between the rearmost coupled wheels.

The locomotives represented a considerable advance in power over the Classes 15, 15A and 15B. They had thick bar frames and their boilers were larger in proportions than that of any existing SAR locomotive, while their boiler pitch was raised higher than that of anything else in service at that time. The boilers were equipped with three Coale pop type safety valves and a Schmidt type superheater. To reduce the length between boiler tube plates, a long combustion chamber was provided in the firebox.

In 1998, Acton Smith co-founded online gadget and gift retailer Firebox.com with Tom Boardman. In 2004, Firebox was listed on The Sunday Times' 'Fast Track 100' list of the fastest growing, privately owned business in the UK. In 2004, Acton Smith secured $10M backing and launched Mind Candy. The company launched alternate reality game Perplex City, a global treasure hunt with £100,000 buried somewhere in the world that played out across various media including websites, text messages, magazines, live events, skywriting and multiple helicopters.

Johnson retired in 1903 and was succeeded by Richard Mountford Deeley who began as an apprentice at the works. He carried on much where Johnson had left off, but improved the compounds with an uprated boiler and firebox, also changing the tender to a smaller six-wheeled design. Deeley was very soon promoted to Locomotive Superintendent, with Cecil Paget as Works Manager. Preserved Midland Compound No. 1000 In 1904 two steam motor- carriages for the Morecambe-Heysham service were fitted out at the carriage works.

In practice, the C class was initially a somewhat less successful design than the A2. Key shortcomings included a very long, manually stoked firebox that was difficult to fire and prone to clinkering, and an undersized boiler. The locomotives tended to run out of steam when worked hard. In an attempt to rectify these problems, locomotive C 5 was fitted in 1933 with a new front end, based on the Association of American Railroads (AAR) design of self-cleaning smokebox, to improve steaming qualities.

Sources conflict on her gross tonnage. Some sources state that she had a gross tonnage of 190 tons, other sources state that she had a gross tonnage of 147 tons. She was equipped with a crosshead steam engine with a piston with 22 inch (56 cm) bore and a 60 inch (150 cm) stroke, which was built by Klotz & Kramer of Sandusky, and was connected to the ship's paddle wheels via a wrought iron shaft. Steam for the engine was provided by a single × firebox boiler.

V1220 at the Western Australian Rail Transport Museum in April 2006 Twenty-four locomotives were ordered in 1951 from Beyer, Peacock & Co, Manchester. Capacity issues saw construction of the locomotives subcontracted to Robert Stephenson & Hawthorn's Darlington works although still issued with Beyer Peacock builders numbers. The locomotives entered service between April 1955 and November 1956.V Class Steam Locomotive Rail Heritage WA The locomotive was of a modern design with a high superheat, a large combustion chamber and a thermic syphon in the firebox.

Its Type FT tender was allocated to Kroonstad Loco as a spare tender for use on Class 15F locomotives, since all the Class 15Fs shedded at Kroonstad at the time were fitted with mechanical stokers. The Type FT could work coupled to these engines because they used the same type of Watson Standard no. 3B boiler and firebox arranged for mechanical firing as the Class 21. The tender was rarely used, if ever, since it had a smaller coal and water capacity than the Type JT tender normally fitted to the Class 15F.

In 1801, after James Watt's earlier patent on "a carriage propelled by a steam engine" had expired, Richard Trevithick constructed an experimental steam-driven vehicle (Puffing Devil) at Camborne, Cornwall. It was equipped with a firebox enclosed within the boiler, with one vertical cylinder, the motion of the single piston being transmitted directly to the driving wheels by means of connecting rods. It was reported as weighing fully loaded, with a speed of on the flat. Trevithick ran this for several hundred yards up a hill with several people hanging on to it.

It was discovered that many advances had been made and it was possible to return boilers to service which previously would have been scrapped. The next step was to examine the boilers of the other preserved 38 class members – 3820 and 3830 (though 3813 had survived, it was completely stripped and in two different locations) – and compare them with 3801's boiler. It was decided to use the boiler already in 3801, however, the inner firebox had suffered thermal fractures and would need extensive repairs. Restoration was deemed possible and a fund-raising appeal began.

The walls of the interior are flush sheathed. Each of the two downstairs has a massive fireplace with transitional Georgian/Federal Style mantel. While the mantels differ somewhat in detail, each is segmentally arched above the firebox and has side pilasters, a paneled frieze, and a heavy multi-layered shelf which is blocked outward at each corner and in the center. These mantels bear a strong similarity to the one found at the John R. Campbell House, located about one and a half miles west of the Perciphull Campbell House.

Inspection may be done from the bottom or top, or both if accessible. Chimney sweeps often encounter a range of unexpected objects in chimneys ranging from dead birds to tools, notes, love letters and other pieces of ephemera. Most modern chimney sweeps are professionals, and are usually trained to diagnose and repair hazards along with maintenance such as removal of flammable creosote, firebox and damper repair, and smoke chamber repair. Some sweeps also offer more complicated repairs such as flue repair and relining, crown repair, and tuckpointing or rebuilding of masonry chimneys and cement crowns.

Their original Belpaire boilers were fitted with Ramsbottom safety valves, while the Watson Standard boilers were fitted with Pop safety valves. The most obvious visual difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover on the smokebox of the reboilered locomotive just to the rear of the chimney, but this was not always the case, as illustrated below. In the case of the Class 3R locomotive, an even more obvious visual distinction is the absence of the Belpaire firebox hump between the cab and the boiler.

In 1999, Bachelor returned and discovered the remains of V 125 and V 136, both of which were salvaged although their frames and boilers were beyond repair. One of the small-firebox BA boilers was also salvaged as a means to restore one of the locomotives. In 2003, the Ohai Railway Board Heritage Trust decided to salvage the remains of the two P class locomotives dumped at Omoto, P 60 and P 133. Both locomotives placed in storage at group's Wairio base, pending eventual restoration which did not happen.

Norfolk & Western class M2 The class M2 locomotives are often mistakenly believed to be the largest conventional built, but the Mexican PR-8 was over four tons heavier. Many of them lasted into the 1950s, but were poor steamers since the boiler's heating surface had been significantly increased compared to the classes M and M1, but with no corresponding improvement of firebox volume and grate area. A single 4-8-0 continues to operate in the United States in Strasburg, Pennsylvania. The locomotive is the Norfolk and Western no.

As a result of the relatively high position of the boiler, the firebox was located above the locomotive frame. This characteristic design feature of Bavarian locomotives, influenced by Maffei, could already be seen and was utilised subsequently by the Baden VIIIe, Swiss GB C 4/5 and eventually the Bavarian G 4/5 H - albeit the latter being developed by Maffei. The Deutsche Reichsbahn took over four examples from the Bavarian State Railways, which had survived World War I and gave them the operating numbers 56 401–404.

Fowler's fireless locomotive at Edgware Road, October 1862 To avoid problems with smoke and steam overwhelming staff and passengers on the covered sections of the Metropolitan Railway, Fowler proposed a fireless locomotive. The locomotive was built by Robert Stephenson and Company and was a broad gauge 2-4-0 tender engine. The boiler had a normal firebox connected to a large combustion chamber containing fire bricks which were to act as a heat reservoir. The combustion chamber was linked to the smokebox through a set of very short firetubes.

The twenty examples of this class were designed by Patrick Stirling for the GSWR and were built by Sharp Stewart and Company (Works Nos. 1196-1205, 1264–73 and 1359–60) between July 1860 and October 1862. They were numbered 23, 35, 37, 116-122, 22, 24, and 123-30. The members of the class were fitted with domeless boilers and safety valves over the firebox, these were later replaced by those of Ramsbottom design over the centre of the boiler following a boiler explosion at Springhill in 1876.

However, Addington was not yet set up for mass production and construction was intermittent and drawn out, resulting in changes to the design over the course of building. The first pair had a curved running board that started high near the smokebox and curved over downward over the lead driver. The livery was black edged on the tender and cab with chocolate, and lined with a gold stripe. the boiler bands, steam dome casing and leading edge of the Belpaire firebox were polished brass and the wheels and frames were varnished.

London: George Allen & Unwin. . A inspection locomotive of the Philadelphia and Reading Railroad The first use of the wheel arrangement for a tender locomotive was under an experimental double-firebox locomotive, built to the design of George Strong at the Hinkley Locomotive Works in 1888. The locomotive was not successful and was scrapped soon afterwards. The wheel arrangement was named after the second North American tender locomotive class, built by the Baldwin Locomotive Works in 1894 for use on the Atlantic City line of the Philadelphia and Reading Railway.

Rocket as preserved in the Science Museum, London. A closer view Built as a prototype to win a speed trial, the engine was soon superseded by improved designs, such as Stephenson's Northumbrian and Planet designs, both of 1830. Within a few years, the Rocket itself had been much modified to be similar to the Northumbrian class. The cylinders were altered to a near-horizontal position, compared to the angled arrangement as new; the firebox capacity was enlarged and the shape simplified; and the locomotive was given a drum smokebox.

Another modification involved modifying the boiler and frame to accommodate oscillating firebars and a larger firebox to overcome the problems associated with the low-grade local coal from the Cyphergat collieries. Mechanical firegrate shaking was accomplished by means of a collar on the leading coupled axle which could be engaged by a roller with eccentrically mounted connecting rods to the oscillating firebars. The drawings to illustrate the operation of the oscillating firebars were published in Mechanical Engineers in 1890.Coal Burning on Cape Railways, Mechanical Engineers 1890, Plates 33 and 34.

Between 1993 and 2001, 765 was largely a static exhibit until a complete overhaul was commenced. In the meantime, the FWRHS operated Milwaukee Road 261 and restored C&O; 2716, the same locomotive which had developed firebox problems while on the Southern Railway, under lease from the Kentucky Railway Museum. After initial operations in 1996, 2716 required new tubes and flues per newly enacted Federal Railroad Administration regulations. At the time, the railroad historical society decided that it would fully invest its resources into a complete overhaul of 765.

Like the LMS Fairburn 2-6-4T built at the same time, they had a hopper bunker and absence of plating ahead of the cylinders. They were based on the LMS Fowler 2-6-4T by Sir Henry Fowler. In December 1962 locomotive No.50 received a boiler from one of the ex-NCC 2-6-0 tender locomotives, the boiler and firebox being overhauled and repaired at Derby. In early 1966 and towards the end of their careers, the Class WT locomotives were involved in working notable traffic.

The tender remained behind the locomotive to maintain the improved forward vision; this was possible because the locomotive burned Bunker C fuel oil rather than coal, so the fuel could easily be piped from the tender to the firebox, unlike a coal- burning locomotive. The smoke box end coupling was strengthened. The power reverse lever (Johnson Bar) and steam throttle motion direction were reversed. The drive wheel axles were also reversed, end for end without rekeying the return "fly" cranks, to reverse the expansion link timing on both sides.

Kitson works list, compiled by Reg Carter, November 1997 As built, the locomotive had an open cab area with a spectacle-type weatherboard as only protection for the crew against the elements. It is not known whether the engine was equipped with an enclosed cab post-delivery. It had a domeless boiler which took steam from the steam space above the firebox, with a sandbox mounted atop the boiler.New Light on Early Natal Locomotives, Article by Donald Bell & A.E. Durrant, SA Rail September-October 1994, pp. 164-166.

As the plates were still cylindrical they did not require stays, but there may have been a few small rod stays to support the flat part of the throatplate between the two sections of the shell. This boiler design was used for semi-portable engines from the 1860s. As the wider grate allowed the burning of poor fuels, such as straw or sugarcane waste, it was favoured for agricultural use and was widely known as the 'colonial' type. Marshalls built many of these and patented the design as their 'Britannia' firebox.

'portable' steam engine at Depot Monumentenhalle of Deutsches Technikmuseum Berlin Stationary Davey-Paxman engine from the 1890s. Detail view of same portable engine, showing Paxman builder's plate (dated 1921) on the regulator handle support above the firebox. Northern Chief of the Romney, Hythe and Dymchurch Railway built in 1925 Paxman was founded by James Noah Paxman, Henry and Charles Davey as Davey, Paxman & Davey, Engineers in 1865, later Davey, Paxman & Co. which became a limited company in 1898. In 1920 the company became a member of the Agricultural & General Engineers Ltd (AGE) combine.

Built in 1926 by Clayton Carriage and Wagon of Lincoln, England and assembled at NZR's Petone Workshops, the railcar could seat up to 52 people and its steam boiler could generate a pressure of 275 psi. It could be driven from either end and was capable of hauling a wagon or two of freight, and its airy, open design proved popular with passengers. It was not popular with crews or mechanics. Before it even commenced revenue operations, a heavier firebox and larger boiler had to be installed, and its poor reliability necessitated regular repairs.

Henry was never portrayed in the TV series as being blue, as he was in some early Railway Series stories; this was likely done so that young viewers would not confuse him with Gordon (as young readers had once done), as well as to save production costs. Old Shape: #Henry in the series has a curve in the running boards similar to an LNER Class A1/A3. #In the television series, he has his firebox flush with the running boards. #His dome is mounted like a Black Five's, close to the cab.

No. 178 was purchased from Bowaters by the Bluebell Railway in 1969, by this time non-operational due to the cylinder block having cracked earlier that year. It was purchased by members of the Port Line locomotive group, who started restoring it in 1992. Work continued on this engine including fitting it with a new boiler, originally fitted to 323 when it arrived in 1960. This locomotive was transferred back to the Bluebell's ownership in November 2007 and work continued with the firebox requiring partial renewal of the foundation ring.

In order to compete with the quite archaic Type 28 and Type 29 locomotives, Belgian State Railways ordered a copy of the 527 class, built by Neilson & Co. in 1881. This lone engine, used on heavy trains between Jemelle and Arlon on the Luxembourg line, performed poorly. In 1894, it was used as a test bed for a new kind of boiler designed by the Belgian engineer Mr. Docteur. It featured a steam reservoir perched atop the boiler and a firebox made of refractory brick and surrounded by air instead of water.

35027 moved to the Swanage Railway in early 2000, further boiler work allowing it to operate a limited number of steamings from November 2000 until October 2003, when it was stopped with firebox cracks. Port Line was sold in 2004 to Jeremy Hosking, and moved to Southall. In January 2011, transferred to the Royal Scot Locomotive and General Trust (RSL>), Port Line was moved to Ian Riley's workshops at Bury on the East Lancashire Railway for overhaul to mainline standard, using the boiler from 35022 Holland America Line.

In 1829, the company built a new, experimental locomotive to enter in the Rainhill Trials. Rocket had two notable improvements — a multi-tube boiler and a separate firebox. Rocket won the trials and convinced the directors of the Liverpool and Manchester Railway to use steam locomotives on their railway, and to order these locomotives from Robert Stephenson & Co. Rocket's cylinder were originally angled at an angle of 45 degrees, but were later moved to be horizontal. The Invicta was the twentieth Robert Stephenson & Co. locomotive, and was built for the Canterbury and Whitstable Railway.

Robert Stephenson and Company built a number of Crampton type locomotives for the South Eastern Railway and the London, Chatham and Dover Railway. These were all of 4-2-0 wheel arrangement with inside cylinders and indirect drive. The inside cylinders drove a crankshaft located in front of the firebox and the crankshaft was coupled to the driving wheels by outside rods. They were unsuccessful on the LCDR, and the five Echo class locomotives were rebuilt as conventional 4-4-0 locomotives after only four years of service.

A later built variant with Schmidt superheater was called class SGS, where the designation stands for 'Standard Goods Locomotive, Superheated'. Compared to the wet steam version, the locomotives received larger cylinders with piston valves and larger boilers, as well as a four-axle tender with bogies. Locomotives delivered as SG class, which were later converted to superheated locomotives were allocated to the class SGC, where the C stands for 'converted'. The class SGSC, later called SGC2, had round fireboxes instead of the Belpaire firebox of the initial version.

Jervis' first steam locomotive design was the DeWitt Clinton while working as chief engineer for the Mohawk and Hudson Railroad in 1831. The following year he built the Experiment (later renamed the Brother Jonathan), the first steam locomotive with a leading bogie, a four-wheel leading truck that guides the locomotive into curves. This 4-2-0 locomotive, which had two powered driving wheels on a rear axle underneath the locomotive's firebox, became known as the Jervis type. The Mohawk & Hudson Rail Road began operating the 4-2-0 in 1832.

The band was formed in mid-2000, when musicians Andre Matos (Vocals, keyboards, ex-Viper), Luis Mariutti (Bass, ex-Firebox) and Ricardo Confessori (Drums, ex-Korzus) left the band Angra. At the time the band was assembled, they did not have a guitarist, so Hugo Mariutti (ex-Henceforth) was initially hired to assist in the compositions. Later they permanently integrated him into the band. The name chosen for the band, Shaman, refers to the religious practice of shamanism, with the word "shaman" generally thought to be of Siberian origin.

20 (Railway Clauses Consolidation Act, 1845) section 114 This was not technically possible to achieve until the firebox arch came into use, but burning coke, with its low smoke emissions, was considered to meet the requirement. This rule was quietly dropped, and cheaper coal became the normal fuel, as railways gained acceptance among the public. The smoke plume produced by a travelling locomotive seems now to be a mark of a steam railway, and so preserved for posterity. So called "gas works" produced coke by heating coal in enclosed chambers.

In 1888/89 the Marsch Railway (Marschbahn) in Schleswig- Holstein procured a total of eleven locomotives for mixed traffic on branch lines, which were an evolutionary development of an older locomotive class from 1875. The engines were described as scissors locomotives (Scherenlokomotiven) because the second axle was directly driven and the first axle coupled. That meant that the connecting rods and coupling rods looked as if they were sliding across one another like a pair of scissors. The trailing axle and low-pitched firebox gave the engine good riding qualities.

British 9F 92024 with Crosti boiler, showing secondary smokebox door and side- mounted chimney Schematic diagram of a Franco–Crosti boiler with single feedwater heater The Franco–Crosti boiler is a type of boiler used for steam locomotives. It was designed in the 1930s by Attilio Franco and Dr Piero Crosti. The main difference between it and conventional feedwater heaters widely used on the continent is that the Franco-Crosti boiler uses both exhaust steam and exhaust gases from the firebox. Conventional feedwater heaters only use exhaust steam.

An I4 incorporating a superheated boiler When the superheated boilers eventually arrived they were used for five further locomotives of the same design as the I2, but these were classified as I4. Unfortunately the neither the I2 nor I4 class addressed the fundamental problems with the I1 class, which was a firebox that was far too small. As a result, the two classes had relatively short lives working lightly loaded secondary services, and the Stroudley D1 class, and Billinton D1 class, which they had been designed to replace, continued working.

In service, they were found to be free steaming, excellent and smooth runners and low on maintenance costs. These qualities, with their roomy cabs and general handiness, made them popular with the enginemen, who nicknamed them Hatracks. CGR Chief Locomotive Superintendent H.M. Beatty was equally impressed by the sturdy and simple construction and the good steaming qualities of these locomotives. The bar frame allowed the firebox to be placed on top of it and to make it wider than what would have been possible with a plate frame on Cape gauge.

The intent was to eliminate helper requirements on grades, and thus a locomotive larger than the Union's previous switchers and 2-8-0 "Consolidations" was needed. Ten driving wheels allowed the application of sufficient tractive effort within the axle load limits of the line, and the requirement for a large firebox and plentiful steam-raising ability necessitated the trailing truck. To increase tractive effort still further, a booster engine was fitted to the leading tender truck. The unusual wheel arrangement was also a result of the turntable restrictions on the total wheel base.

The basis for the class XP design was the boiler and firebox of the XB, with some modification to their details. The wheels and cylinders of the two classes had the same dimensions. The XP's boiler pressure was higher, and its tractive effort was greater, than those of both the XB and the XC. Both class XP locomotives were fitted with Caprotti valve gear, and roller bearings on all engine and tender wheels. The class leader's bearings were supplied by Timken, and its class mate's bearings were by Skefco.

Like the LMS Fairburn 2-6-4T built at the same time, they had a hopper bunker and absence of plating ahead of the cylinders. They were based on the LMS Fowler 2-6-4T by Sir Henry Fowler. In December 1962 locomotive No.50 received a boiler from one of the ex-NCC 2-6-0 tender locomotives, the boiler and firebox being overhauled and repaired at Derby. In early 1966 and towards the end of their careers, the Class WT locomotives were involved in working notable traffic.

The NZR FA class was a class of tank steam locomotives that was built as a larger version of the NZR F class 0-6-0T. The requirements were for larger water and coal capacity on a locomotive that could handle grades better than the F class. Due to costs involved in producing new machines, NZR chose to rebuild existing machines with larger coal and water capacity, larger boiler and firebox, higher boiler pressure and larger diameter pistons. Seven F class engines were rebuilt between 1892 and 1897.

This reconstruction should not to be confused with the general repair of a number of locomotives which was also carried out in the Stendal Reichsbahn repair shop (Reichsbahnausbesserungswerk or RAW) from 1959 onwards. Under that programme only the refinements omitted during wartime were added back, and worn out components - or those which were too small (again for wartime austerity reasons) - were replaced. Usually only the firebox and pony trucks were replaced. These refurbished engines retained their original numbers, however the Rekoloks were reorganised, irrespective of their original numbers, into sub-class 52.80.

It spent its first ten years near Hillyard, Washington and then in 1919, was sent to Spokane, both in passenger service. On February 19, 1924, it returned to the Dale Street Shops for a major rebuild. It's not clear whether this was actually a rebuild or virtually a new engine. New parts included a Belpaire firebox, longer boiler, type A superheater, new solid leading wheels, a Delta trailing truck which made it a 4-6-2, new brakes, and one of its four conversions between oil and coal fuel.

Field-tube ; Feedwater: ; Feedwater pump: ; Field-tube:A form of water-tube where the water tubes are single-ended, similar to a thimble water tube with an internal tube to encourage circulation. ; : Replaceable cast-iron bars that form the base of the furnace and support the fire. These wear out frequently, so as designed for easy replacement.. See also Rocking grate ; Firebox:In a steam engine, the area where the fuel is burned. ; Firedoor:A door leading from outside the boiler into the firebox, through which fuel (such as coal) could be added by stokers.

This encourages rapid mixing of the cold feedwater with the hot steam, reducing the risk of thermal shock to the heated parts of the boiler. ; : a plate across the barrel of a fire-tube boiler, containing many small holes to receive the fire-tubes. A locomotive boiler has two tubeplates: one at the front of the inner firebox () and one at the front of the boiler, adjacent to the smokebox (). ; : A non-return valve allowing atmospheric air into the boiler, if a cold boiler reduces its internal pressure on cooling down.

Modern wood stoves universally have some method of secondary combustion to burn unburned gasses for greatly improved efficiency and emissions. One common method is via a catalyst. A catalytic wood stove will re-burn the gasses from the firebox in a catalyst- a matrix of steel or ceramic plated with a catalyst that allows combustion of these gasses at much lower temperatures than would ordinarily be possible. This is why among modern stoves, catalytic models tend to be much better at achieving low, even heat output, which is desirable in warmer weather.

In 1941, No. 8233 was requisitioned by the War Department and sent to Persia (Iran), becoming Iranian State Railways No. 41-109, during which time, it derailed following a collision with a camel. In 1944, it was converted to oil-firing. In 1948 it was at Suez, needing a new firebox, and was almost scrapped, but was then returned to England in 1952 and overhauled at Derby Works. In 1954, the engine was not needed in the Middle East and went instead to the Longmoor Military Railway as WD. No. 500.

The SNCF 4-240A class and SNCF 5-240P class was a group of 37 (12 + 25) 4-8-0 steam locomotives designed by André Chapelon, and regarded by some, as one of his best designs. They started life as Chemin de Fer de Paris à Orléans (Paris-Orleans Railway) 4500 class 4-6-2s before being rebuilt. The new boiler with the long, narrow Belpaire firebox came from the Nord "Super Pacifics". With all the pipes, domes, and pumps, these were double-chimneyed, husky looking locomotives of very different appearance than the Pacifics.

Murray also patented an automatic damper that controlled the furnace draft depending on the boiler pressure, and he designed a mechanical hopper that automatically fed fuel to the firebox. Murray was the first to adopt the placing of the piston in a horizontal position in the steam engine. He expected very high standards of workmanship from his employees, and the result was that Fenton, Murray and Wood produced machinery of a very high precision. He designed a special planing machine for planing the faces of the slide valves.

The original kitchen, now in the hall, features a large fireplace with bake oven in the rear wall of the firebox. The attic once housed a large loom that was later moved down to the west side of the cellar. Amos G. Avery, who owned and restored the house prior to its 1992 National Register of Historic Places listing, removed an 1871 Victorian balustrade on the front staircase installed by the second Theophilus Avery. The main barn is oriented on a north–south axis and has a conventional bent framing and sheathed with vertical boards.

Though it was considered to design a firedoor that opens inwards into the firebox thus preventing the inconvenience caused on the footplate, such a door would be exposed to the full heat of the fire and would likely deform, thus becoming useless. A more popular type of firedoor consists of a two-piece sliding door operated by a single lever. There are tracks above and below the firedoor which the door runs along. These tracks are prone to becoming jammed by debris and the doors required more effort to open than the aforementioned swinging door.

In the United States on the Southern Pacific Railroad, a series of cab forward locomotives were produced with the cab and the firebox at the front of the locomotive and the tender behind the smokebox, so that the engine appeared to run backwards. This was only possible by using oil-firing. Southern Pacific selected this design to provide air free of smoke for the engine driver to breathe as the locomotive passed through mountain tunnels and snow sheds. Another variation was the Camelback locomotive, with the cab situated halfway along the boiler.

The firebox, near the centre of the locomotive, was fed by the fireman from a third cab, linked to both driving cabs by the communication corridor. The entire ensemble was placed on a common frame and thus often referred to as an 0-6-6-0 tank engine, even though the actual notation is 0-6-0+0-6-0 since both engine units pivoted as on a Garratt, Double Fairlie or Meyer locomotive.Espitalier, T.J.; Day, W.A.J. (1943). The Locomotive in South Africa - A Brief History of Railway Development.

The Mikasa class featured a combustion chamber firebox to achieve sufficient combustion of the coal, which in turn improved boiler efficiency. Following the experience with the Mikasas, combustion chamber fireboxes were installed on the JNR 9700 class and JNR D52 class locomotives built from 1943. To improve maintenance logistics, care was taken during the design process to maximise the number common components between the Pashishi and Mikasa classes. Structurally it is generally an American design in its features, with the first dome being a sandbox, and the second being for steam.

On February 18, 1883, Wide West was reported to have been taken out of service at the Portland “boneyard”, an area on the Willamette River used for storage and rehabilitation of old steamboats. The vessel had undergone a thorough overhaul, during which the firebox was converted to a coal-burner. Other steamboats of the Oregon Railway and Navigation Company were undergoing conversion to coal-firing at the same time. The first trip with coal-fired boilers was on March 22, 1883, running from Portland to Astoria, with Captain Babbidge in command.

D16/2 'Super-Claud' No. 8813 in disguised wartime 'NE' black livery at March Locomotive Depot 14 July 1946. Originally painted in GER blue with red lining and bronze highlights, following the 1923 grouping the GER became part of the London and North Eastern Railway, and were painted in the company's apple green with LNER on the tender and cab-side numbers. Side rods were polished steel. The appearance was altered when a larger boiler and Belpaire firebox was fitted, meaning a change in the cab window shape as well.

The water-tube boiler consisted of heavy cast iron straight, square-section water-tubes across the firebox, joined by unheated pipes outside it. These tubes were arranged in three layers, with water pumped into the upper layer and steam extracted at the lower, giving that contra-flow arrangement. In 1927, Loftus P. Perkins, a descendant, lectured on these boilers and displayed a copper pipe, apparently from a engine of a type that was in use up until 1918. Perkins' high-pressure steam technology was also used in another invention, the steam gun.

The main frame therefore carried the smokebox, boiler, firebox, cab and coal bunker, as well as the underbelly water tank. The Class U were large and powerful locomotives. With their firegrate, they were originally equipped with mechanical stokers of the duplex type, but these were removed at the Germiston shops in 1937. Two reasons were given for the removal, firstly that the locomotives were being used in short-haul service on the Reef by then and secondly that the stokers were difficult to clear in the event of a blockage.

Kaolin produced wares of great strength when added to the paste; it also enhanced the whiteness of the body—a trait that became a much sought after property, especially when form blue-and-white wares grew in popularity. Pottery stone could be fired at a lower temperature () than paste mixed with kaolin, which required . These sorts of variations were important to keep in mind because the large southern egg-shaped kiln varied greatly in temperature. Near the firebox it was hottest; near the chimney, at the opposite end of the kiln, it was cooler.

111 High chimneys on locomotives with low footplates had the additional advantage of keeping smoke and condensing steam above the engine driver's field of vision. Grade limitations of railways through hilly terrain required tunnels and overhead bridges imposing a loading gauge limiting the height of chimneys. Increasing the velocity of steam exhaust tended to both accelerate airflow through the firebox and lift the smoke higher above the end of the chimney. By the 1830s, steam exhaust was directed through a contracted nozzle called a blastpipe, so as to achieve the desired velocity through the chimney.

Prototype LSWR T7 4-2-2-0 This very unusual wheel arrangement was used by Dugald Drummond of the London and South Western Railway between 1897 and 1901 on two classes of divided drive locomotives, the T7 and E10 classes. The absence of coupling rods enabled the driving wheels to be more widely spaced than on a 4-4-0 locomotive and permitted the inclusion of a larger firebox Seven locomotives of the type were built which performed adequately, but also displayed disadvantages over a 4-4-0 and so the type was not perpetuated.

A RegioSwinger multiple unit of the Croatian Railways Steam locomotives are locomotives with a steam engine that provides adhesion. Coal, petroleum, or wood is burned in a firebox, boiling water in the boiler to create pressurized steam. The steam travels through the smokebox before leaving via the chimney or smoke stack. In the process, it powers a piston that transmits power directly through a connecting rod (US: main rod) and a crankpin (US: wristpin) on the driving wheel (US main driver) or to a crank on a driving axle.

A well insulated modern steam accumulator can preserve pressure over many hours. Thus the operating cost of a fireless steam shunter can be far less than that of a comparable diesel. Fireless locomotives are also safer to operate than conventional steam locomotives, aside from the elimination of ignition hazards. The primary cause of a locomotive boiler explosion is the depletion of boiler water, through inattention or excessive use, exposing the crown sheet directly to the flames of the firebox without the cooling effect of the water covering, weakening it to the point of failure.

This model is vaguely similar in some respects to a one-off model identified as made by Mersey Model Co. Ltd. It has been suggested by some people that the Mersey model was used as a prototype for the Cyldon 13/1 and that there may be a link between the two companies. This is very unlikely and there is no known documentation to support this speculation. A later version of the 13/1 had changes to the firebox and burner which were then adopted in the later models 13/2 - 13/4.

It is widely believed that the Japanese or Cossacks of the White movement burned them in the firebox of a steam engine in Muravyevo-Amurskaya (currently Lazo) station. A number of locations in the Russian Far East now bear Lazo's name, the most prominent being Lazovsky District in Primorsky Krai and imeni Lazo District in Khabarovsk Krai. Between 1944 and 1991 the Moldovan city of Sîngerei was named Lazovsk, after Lazo. One of the streets in the center of Chişinău, the capital of the Republic of Moldova, is named after him.

Alcatraz wharf Alcatraz Wharf is located on the southeast side of Alcatraz Island, in San Francisco Bay, California, US. Classified as building number 33 of the Alcatraz Island National Historic Landmark, its historic name variants were "Alcatraz Dock" and "Alcatraz Pier". It is the main access point to Alcatraz. Another dock on the island's northwest side was only used for rock loading. The wharf contained many of the islands historic buildings, including Building 64 (Alcatraz Defensive Barracks), the Bombproof Barracks, Chinatown, Ranger Office, Garage, Dock Tower, Storage Vault, and Firebox #3.

Each wheel had its own > driving mechanism, fed from a single boiler. The following is the Scientic > American description of the locomotive specifications: > >> The boiler was of the locomotive type (that is, a fire-tube boiler), 60 inches (152 cm) in diameter and 15 feet 94.6 metres) in length. It was placed over the driving mechanisms, its center line being 61 inches (155 cm) above the floor. There were 200 tubes, 2 inches (5 cm) in diameter and 7 feet (2.1 metres) long; the firebox was 4.5 feet (1.4 metres) square.

The slide valves, operated by Stephenson Link motion, were on top of the cylinders and employed rocker shafts. The balance weight for the Stephenson motion was seldom used on American locomotives and was replaced by a powerful coiled spring. On the 8th Class, the boiler pitch (the height of the boiler's centre- line above rail level) was higher than on earlier CGR locomotives, raised to . This was done to accommodate the large firebox with its firegrate area which had to be installed above instead of between the frames.

No. 100 as built in 1902 The first prototype was completed at the Swindon Works of the GWR (Lot 132) in February 1902. It was numbered 100 and in June 1902 was named Dean (later William Dean) to mark the latter's retirement. The new design incorporated all of Churchward's current ideas including a domeless parallel boiler, raised Belpaire firebox, diameter outside cylinders with piston stroke, and boiler pressure of . The piston valves were driven by rocking levers actuated by the expansion link of Stephenson valve gear – this particular design was only used on no. 100.

In April 1869 he reported that the Cudworth type cost £23-2-3d per year (equivalent to £ in ) in maintenance, whilst the type with a brick arch cost £4-18-6d (equivalent to £ in ), and as a result, he gave instructions for the replacement of all Cudworth fireboxes when the locomotives next became due for heavy repairs. Between 1869 and 1876, all LCDR locomotives which had been fitted with the Cudworth firebox had these replaced by the brick-arch type, which was not only cheaper to maintain but had lower first cost.

James Millholland (1812–1875) was an American railway master mechanic who is particularly well known for his invention of many railway mechanisms. His association with the Philadelphia and Reading Railroad Company as master machinist spanned fifty years in the early development of the American railroad. He also founded the locomotive shops at Mount Savage, Maryland, the center of the Cumberland and Pennsylvania Railroad. Millholland's inventions and contributions include the cast-iron crank axle, wooden spring, plate girder bridge, poppet throttle, anthracite firebox, water grate, drop frame, and steel tires.

The pivots were located under the two boiler saddles and were carried on centre bearings which formed part of the engine unit frames. Not a CGR Double Fairlie, but showing the type's central firebox and cramped cab workspace The steam pipes were routed across the front tube- plates into fittings which formed a prolongation of the bottom part of the smokeboxes. From there, steam passed through a swivelling and sliding joint to the cylinders. The exhaust pipes back to the smokeboxes were equipped with ball and socket joints.

The major difference was in the brake rods of which there were two inboard of the wheels. The earlier SO and 562 locomotives had four pull- rods, the outer ones being outside of the wheels. The 1915 batch (Classified 52 and 502) had direct motion, without rocker arms, driving inclined piston valves, and Robinson superheater. The only external difference was that the shaft and reversing rod were a little higher which resulted in the rear of the left hand side sandbox rod being inclined upwards from the centre sandbox back to the firebox.

In 1988 it was used hauling trains from Christchurch to Rangiora for a week for the Ferrymead 125 celebrations. One of the days it was taken out of service for repairs to her firebox and was replaced by C 864, but returned to service the following day. In 1992 W 192 was leased to the Ashburton Railway & Preservation Society for uses on their former Mount Somers Branchline at The Plains Vintage Railway & Historical Museum. In 1993 the NZR sold 192 to the Rail Heritage Trust of New Zealand.

The locomotives were placed in service at Kimberley and took over the working of the Union Limited and Union Express between there and Johannesburg from the narrow firebox Class 16DA. They were never stationed at Braamfontein Loco in Johannesburg, but were serviced there in the process of working between Kimberley and Johannesburg. They also worked south from Kimberley to Beaufort West.Information supplied by Les Pivnic, retired Assistant Curator, South African Railway MuseumSoul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 26: Braamfontein West to Klerksdorp (home signal) by Les Pivnic, Part 1.

Immediately behind the smokebox was a cylindrical sand box; sanding, which was by hand, was provided in front of the leading wheels and behind the rear ones since the engine worked as much backwards as forwards. On the saddle tank, which extended from the front of the smokebox to the front of the firebox, was a Sharp Stewart maker's plate. The buffer beams were of wood – a common practice in 1874 – and the buffers themselves had almost rectangular heads. Jacks were carried as was common practice on all BNCR engines at this time.

The G 12 was based on the Prussian G 12.1 and a 2-10-0 locomotive built for the Chemins de fer Ottomans d'Anatolie of the Ottoman Empire by Henschel (see Prussian G 12 (CFOA type)). The locomotives differed - after Robert Garbe retired - in several points from earlier principles for Prussian locomotive design. Firstly they had a continuous bar frame and a wide, outer, Belpaire firebox located above the frame with a large grate area. The same principles entered also into other, later designs such as the Prussian T 20 or Prussian P 10.

On December 8, 1967, No. 208 (No. 722) and No. 207 (No. 630) were both traded back to the Southern Railway for use in their steam excursion program in return for a pair of former Central of Georgia ALCO RS-3s.. While they retrieved their old numbers, No. 722 had a cracked firebox, but No. 630 was in better condition, and has been given minor repairs as it began excursion service in February 1968.. Two years later, No. 722 had its firebox repaired and a brand new paint scheme of Southern's Sylvan green with gold linings to match the fellow excursion locomotive No. 4501.. It made its debut in 1970 with Nos. 630 and 4501 for the National Railway Historical Society (NRHS) convention in Charleston, South Carolina. In May 1979, Southern loaned No. 722 to the Wilmington and Western Railroad (WWRC) to operate on their Wilmington and Northern Branch line.... In September 1980, Southern loaned the locomotive again, this time to the Tennessee Valley Railroad Museum (TVRM) in Chattanooga, Tennessee along with No. 630 to make way for larger steam locomotives such as Canadian Pacific No. 2839, Texas and Pacific No. 610 and Chesapeake and Ohio No. 2716 to pull the longer and heavier excursions on Southern's system.

A 1914 picture of Reading Class M1sa showing the cab behind the wide Wootten Firebox, a first for the Reading Reading Railway 2-10-2 no. 3000 In 1900, the Reading Shops began construction along the Reading yards and North 6th Street, facilitating the maintenance and construction of a greater locomotive and rolling stock fleet. The shops were completed four years later, with their imposing brick architecture, they were the largest railroad shops in America, and unlike most railroads, allowed the Reading to make its own engines. They still stand today in non RR use. Larger steam locomotives were introduced to haul the increasing traffic, including the massive N1 class 2-8-8-2 (Chesapeake) Mallet, and Reading made one M1 class 2-8-2 freight hauler, Baldwin Locomotive Works built the rest. Big freight haulers were the massive K-1 2-10-2 locomotives, some were built in Reading, Pennsylvania from the Mallets, others were built by Baldwin. The G1 class 4-6-2 were passenger locomotives. These classes were an important break of tradition of the Readings motive power fleet. The M1s were the first Reading locomotives to include a trailing truck, and the first engine with the cab behind the Wootten firebox.

Almost immediately there were differences in goals between management. The General Machinery Corporation management wanted to terminate steam locomotive production, while the Lima management was still committed to the development of a 4-8-6 super steam locomotive, nicknamed "double-bubble" for its unique firebox, designed with poppet valves, to be a true competitor in the diesel market, the design of which began in 1929. By April 1949, the design was shelved, and Lima finished its final steam locomotives a month later. Chief Mechanical Officer Bert Townsend resigned in protest of the decision to scrap the plans to build steam locomotives.

Experiments conducted by the Franklin Institute, Boston, in the 1830s had initially cast doubt on the practice of adding water as soon as the escape of steam through the device was noted. A steam boiler was fitted with a small observation window of glass and heated beyond its normal operating temperature with the water level below the top of the firebox. When water was added it was found that the pressure rose suddenly and the observation glass shattered. The report concluded that the high temperature of the metal had vaporised the added water too quickly and that an explosion was the inevitable result.

In some locomotives where the boiler is operated at very high pressures, the tube itself would be made of metal-reinforced toughened glass. It is important to keep the water at the specified level, otherwise the top of the firebox will be exposed, creating an overheat hazard and causing damage and possibly catastrophic failure. To check that the device is offering a correct reading and the connecting pipes to the boiler are not blocked by scale, the water level needs to be “bobbed” by quickly opening the taps in turn and allowing a brief spurt of water through the drain cock.Unidentified author (1957).

Firebox turbulence was created by steam jets and clinkering was inhibited by introducing exhaust steam under the grate. Sanding was improved and de-sanding jets were installed to clean the rails after the locomotive had passed. The modifications improved the locomotive's steaming rate and enabled it to achieve significantly higher power and significantly lower fuel consumption than other unmodified Class 19D locomotives, the coal savings and increased output being in the order of 20% to 25%. The success of this experiment convinced the SAR management at the time of the viability of the project which culminated in the Class 26 Red Devil.

On steam locomotives, the cab is normally located to the rear of the firebox, although steam locomotives have sometimes been constructed in a cab forward or camelback configuration. The cab, or crew or driver's compartment of a diesel or electric locomotive will usually be found either inside a cabin attached to a hood unit or cowl unit locomotive, or forming one of the structural elements of a cab unit locomotive. The former arrangement is now the norm in North America for all types of diesel or electric locomotives. In Europe, most modern locomotives are cab units with two cabs, one at each end.

Tonks worked for the BBC, writing stories and reviewing poetry for the BBC European Service. She published poems in collections and The Observer, the New Statesman, Transatlantic Review, London Magazine, Encounter, and Poetry Review, she read on the BBC's Third Programme. She also wrote "poetic novels".Keith Tuma (ed.): Anthology of Twentieth- Century British and Irish Poetry (OUP, USA, 2001) Her work appears in many anthologies, including Anthology of Twentieth-Century British and Irish Poetry (ed. Keith Tuma), Oxford Book of Twentieth Century English Verse, British Poetry since 1945, and The Firebox: Poetry in Britain and Ireland after 1945 (ed.

Like the Watson Standard boilers, the Loubser boilers also had the distinctive rectangular regulator cover just to the rear of the chimney. In the case of the Classes 12A and 12AR locomotives, three even more obvious differences are the extended smokebox, the Watson cab and the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives. The reboilered locomotives were considered by some enginemen to be inferior steamers compared to the as-built engines. A shortened version of Loubser's Class 12AR boiler was later used on the new Class S1 shunting locomotives.

In the process, they were also equipped with Watson cabs with their distinctive slanted fronts to facilitate access to the firebox side stays, compared to the vertical fronts of the original cabs. In the case of the NBL-built locomotives, the reboilered engines were also fitted with running boards which continued straight through underneath their cabs. The new boilers raised the engine's boiler pitch by . At the same time, the footplate was extended at the back end, in the form of a platform overhanging the tender, which dispensed with the usual fall plate between engine and tender.

Darlington Works provided drawings for the bogies, and Stratford Works designs for the GE-type , tender. Due to weight restrictions it proved to be impossible for all three cylinders to drive the middle coupled axle, the design used divided drive with the middle cylinder driving the leading axle and was positioned forward above the front bogie. The LNER also ordered some modifications, including an increase in cylinder size from to , and a lengthening of the firebox by with longer frames, and lighter springs. The design continued to prove problematic and the LNER eventually cancelled a penalty clause in the original contract.

The job of a locomotive fireman was physically demanding—strenuous, filthy and dangerous. Although by no means a highly skilled task, locomotive firemen nevertheless needed to develop not only physical prowess, moving heavy coal on a swaying platform, but also a certain job savvy, estimating the engine's burn rate and future fuel needs, making sure that water was continuously in the boiler to avoid an explosion and ensuring that coal was sufficiently and properly spread in the firebox to ensure the locomotive's efficient operation. A locomotive's fireman worked in a tandem with the train's engineer, serving in a subordinate role as his assistant.

On 25 November 1918 there were two fatalities and one injury when a 'light engine' ran out of control at the top of the Barron Gorge, 2 km ('a mile and a quarter') from the Kuranda Railway Station. The engine and tender derailed on a sharp curve and hit a rock wall, the engine falling on its side, causing the boiler to burst and the firebox to be torn open. The driver and fireman, Thomas Patrick Duignan, 27, and Evan William Whiting, 22, were thrown clear but suffered severe injuries and extensive burns. The guard, James Foley, also received serious injuries.

475 Even though, at the time, the wide-firebox Mikado had much more potential as far as speed is concerned, the Norfolk and Western Railway opted for the class M for its shorter wheelbase that enabled it to have over 90 percent of the locomotive's weight on the driving wheels, and the four-wheel leading truck for greater stability. The N&W; operated from the early 1900s to the late 1950s. Built by Baldwin Locomotive Works from 1906 and nicknamed Mollies, the class M, class M1 and class M2 became the most numerous American class of .

Since the space between the main frame is also narrow, cast-steel cross beams were inserted between the main frame and the rear frame, which gave more space to install the firebox. This was the first time this technique was used by a Japanese manufacturer. Despite having a very long wheelbase, the Class 900 could pass through curves of radius. To accomplish this, the leading truck was given a movement range of to each side, the first set of drivers had a lateral movement range of , and the flanges of the third set of drivers were narrower than the others.

To provide additional space for the cylinders, the locomotive was outside framed. A significant difference between the Paget and a steam motor locomotive is that the Paget valvegear was driven centrally, every cylinder's valve being driven by geared shafts from a single jackshaft that was in-turn driven by the coupling rods. Although the locomotive achieved its goal of avoiding vibration and hammer blow, and its novel boiler and firebrick firebox was also simple and reliable, it was not considered an overall success. The rotary valvegear absorbed more power to drive it than a conventional design and suffered from problems with thermal expansion.

The North Staffordshire Railway (NSR) H1 Class was a class of 0-6-0 steam locomotive designed by John H. Adams, third son of William Adams. They were designed as a development as the previous H Class, adding a Belpaire firebox to a new design of boiler, which was similar to that of the NSR G class but with a reduced barrel length. 4 were built between December 1910 and March 1911 all at the company's Stoke railway works. The whole class was withdrawn by the end of 1930, having quickly been displaced by the LMS 4F.

Southern Pacific Railroad's MC-2 class of steam locomotives was the first class to be ordered by and built for Southern Pacific (SP) as cab forward locomotives. They were built in 1909 following the design of SP's MC-1 class built earlier that year. The success of this locomotive model led to the design and introduction of the AC class of 4-8-8-2 cab forward locomotives in the 1930s and 1940s. In order to get the fuel oil from the tender to the opposite end of the locomotive where the firebox sat, SP had to pressurize the oil in the tender.

To retain the same power output as the P2s, the boiler operates at 250psi instead of 220psi. Because of improved heat treatment methods and modern tooling, a durable infinitely-variable cam can be used instead of the stepped cam adopted for the early P2s, enabling greater efficiency. The P2's boiler is shorter than the original, and the smokebox is 17 inches longer. The change was made because the extra boiler length failed to raise extra steam as firebox gases cooled towards its far end and the longer smokebox will provide a larger vacuum reservoir to smooth exhaust pulses.

The M1 was a class of steam locomotive of the Pennsylvania Railroad (PRR). It was a class of heavy mixed-traffic locomotives of the 4-8-2 "Mountain" arrangement, which uses four pairs of driving wheels with a four-wheel guiding truck in front for stability at speed and a two-wheel trailing truck to support the large firebox needed for sustained power. Although built for both passenger and freight work, they spent most of their service lives hauling heavy high-speed freight trains. Many PRR men counted the M1 class locomotives as the best steam locomotives the railroad ever owned.

The pony truck of the V2 class was replaced by Thompson's own design of bogie and they had an extended smokebox. They retained the same boiler as the V2 class although the pressure was increased to 225psi, giving an increased tractive effort of . The firebox was also the same as the V2 although these were the first LNER locomotives to be fitted with a rocking grate and ashpan. Rather than have all three cylinders driving a single axle Thompson adopted divided drive with the middle cylinder driving the first pair of driving wheels and the outside cylinders the middle pair.

Until the advent of the Bulleid Light Pacifics, a D15 was usually to be found working the Brighton to Plymouth service. Number 468 differed from the rest of the class in that it had the safety valves mounted on the firebox, with Urie N15 style dome and safety valve casings, whilst the others had Drummond direct-loaded safety valves on their domes. As built, number 463 was fitted with a hooter rather than a whistle, which it kept until the Second World War. The class continued into British Railways service in 1948 but were gradually withdrawn in the early 1950s.

The inner and outer fireboxes were square in plan, with flat sides that required staying. At the top these four sides were vaulted inwards to a point, having a profile approximating a then-fashionable Gothic arch. These provided a large steam space above the waterline, but their flat surfaces limited working pressure. Stephenson used the Gothic arch firebox for their long- boiler locomotives as well, including their 2-2-2 North Star of 1841Not the better-known GWR North StarAhrons, British Steam Railway Locomotive, p. 53-54 and outside-cylindered 2-2-2s for the Yarmouth and Norwich Railway in 1844.

Now that the ship is using a different fuel to fire the boiler, however, a flue damper has also been fitted to produce a finer tolerance of control in the firebox. This uses less fuel to produce more steam, and hence delivers much greater economy. During the winter the crew switch from their roles as tour guides and boat operators into boat maintenance specialists, working on the jetty at Pier Cottage to return Gondola to peak condition for the next season. Most recently, in the winter of 2012/13 the crew and selected contractors carried out the biggest overhaul since the re-build.

On this locomotive, the arrangement of the saddle-tank precluded the use of the usual steam dome on the boiler barrel. Instead, steam for the cylinders was collected by a perforated pipe, fitted to the combined regulator and steam collector box, which was arranged at the highest point in the steam space above the crown of the firebox. The 1930s Chief Mechanical Engineer of the South African Railways, A.G. Watson, adopted a somewhat similar method for his largest Watson Standard boilers, which came so close to the upper limits of the loading gauge that there was insufficient space for a steam dome.

Built into the design of the room facing side of the unit are two vents, one at the top and one at the bottom. Once the air in the empty space begins to heat up, convection pushes this heated air further up in the chamber until it is eventually pushed out through the top vent. This phenomenon works in the same way to draw air in through the bottom vent. As the hot air is pushed out, space is emptied in the chamber behind the firebox, which then draws cold air in through the bottom vent.

The main disadvantages are the added complexity and cost of the superheater tubing and the adverse effect that the "dry" steam has on lubrication of moving components such as the steam valves. Shunting locomotives did not generally use superheating. The normal arrangement involved taking steam after the regulator valve and passing it through long superheater tubes inside specially large firetubes of the boiler. The superheater tubes had a reverse ("torpedo") bend at the firebox end so that the steam had to pass the length of the boiler at least twice, picking up heat as it did so.

The standard chimney on top of the smokebox was only used during lighting up. In normal working the gases went through firetubes inside the preheater drum that led to a second smokebox situated beneath the boiler from which there emerged a chimney on the right-hand side, just forward of the firebox. In the event, the experiment did not deliver the hoped-for benefits, and efficiency was not increased sufficiently to justify the cost and complexity. Moreover, conditions were unpleasant on the footplate in a cross-wind, this in spite of the later provision of a small deflector plate forward of the chimney.

Locomotive numbers 92165–92167 were built with a mechanical stoker, which was a helical screw that conveyed coal from the tender to the firebox, where it would be directed to the required part of the grate by high-pressure steam jets controlled by the fireman. The stoker made higher steaming rates possible, and it was hoped that mechanical stoking might enable the burning of low-grade coal. It was relatively inefficient, and the locomotives used in this trial were rebuilt to the normal configuration. Simply supplying more low grade coal than a fireman could do by hand did not provide efficient burning.

D.A. Hendrie They were identical to the predecessor Class 16 and successor Class 16C in most respects, except that they had wider cabs than the Class 16, while the Class 16C was equipped with a combustion chamber in the firebox. Other minor alterations from the Class 16's characteristics were the injector and some cab and footplate arrangements. During 1936, the coupled wheels were enlarged from diameter and the boiler pressure setting accordingly adjusted from , which raised their tractive effort slightly from at 75% of boiler pressure.South African Railways & Harbours/Suid Afrikaanse Spoorweë en Hawens (15 Aug 1941).

A dummy boiler which looked like the original boiler with its Belpaire firebox was fabricated and installed and it was refitted with an original wide Hendrie cab which was found dumped at the old Pretoria Mechanical Workshops.SAR-L YahooGroup Message 35393 (Talk:South African Class 16B 4-6-2#Class 16B 805) (Accessed on 11 June 2017) It was then plinthed outside the new Johannesburg station on 18 and 19 March 1974, with the work taking two days to complete. The Minister of Transport, the Hon. B.J. Schoeman, unveiled the commemorative plaque during a ceremony on 1 July 1974.

As such, ownership of the 1223, as well as the 7002, was turned over to the museum, from which the Strasburg continued to lease and operate both engines. In 1989, Strasburg's newly acquired ultrasound device revealed that the firebox walls of both 1223 and 7002 were not thick enough to comply with the updated Federal Railroad Administration regulations, thus deeming the engines unsafe for operation. The Strasburg declined to make the necessary repairs as the engines did not belong to them. Moreover, the Railroad Museum of Pennsylvania preferred to keep the original fabric of their equipment intact.

Often referred to as "necking", this type of corrosion can reduce the strength of the staybolts until they are incapable of supporting the firebox at normal pressure. Grooving (deep, localized pitting) also occurs near the waterline, particularly in boilers that are fed with water that has not been de-aerated or treated with oxygen scavenging agents. All "natural" sources of water contain dissolved air, which is released as a gas when the water is heated. The air (which contains oxygen) collects in a layer near the surface of the water and greatly accelerates corrosion of the boiler plates in that area.

The boiler and firebox are currently being restored at the Strasburg Railroad Company, Strasburg, Pennsylvania, while the rest of the locomotive remains at Riverhead. In 2013 the RMLI initiated a nationwide fundraising effort to raise $900,000 dollars towards the restoration of the locomotive. The restoration included an agreement to lease it to the Strasburg Rail Road for a period of 48 years, with Strasburg Rail Road contributing over $1 million additional dollars towards its restoration. The locomotive may possibly be in full operation on the Strasburg Railroad in three to five years after fundraising goals are met.

EAR&H; Garratt 58 Class no. 5804 The Malayan Railway sold EAR&H; eight metre gauge USATC S118 Class steam locomotives in 1948, and another eight in 1949. EAR&H; converted them to oil fuel and numbered them 2701–2716, making them the 27 class. EAR&H; allocated them to its Tabora Depot on its Tanganyika section. They entered service in 1949 and 1950, working the lines to Mwanza, Kigoma and Mpanda where their light axle loading was an advantage and their high firebox enabled them to run through seasonal flooding on the Kigoma and Mpanda branches.

The locos were originally painted brown with gold and black lining, after the grouping replaced by crimson lake with gold and black lining. Latterly, after the Great Depression had set in, they ran in plain black. There was no turntable on the line, and engines ran chimney first towards Waterhouses, despite initial concerns (usually engines on a gradient run the other way, to keep the water over the firebox crown) about the steeper down section (1 in 40) out of Waterhouses. In latter years E.R. Calthrop returned from repairs in Crewe facing the other way, as can be seen in later photographs.

The first level was usually for the wheel arrangement and was usually coded by a letter of the alphabet. Different railroads used different codes, so that "J" on the New York Central Railroad meant a 4-6-4 (Hudson), while on the Norfolk and Western Railway it mean a 4-8-4 (Northern), and on the Baltimore and Ohio Railroad it denoted a 4-4-0 with a Wootten firebox. Articulated locomotives were handled through two different methods. On many railroads each wheel arrangement was assigned its own unique letter, due to the limited number of arrangements that had to be represented.

In early 1945, Dolgoch was sent to the Atlas Foundry in Shrewsbury to be overhauled. At this time the railway's only other locomotive, Talyllyn, was so worn out it could not be safely operated and services on the railway were suspended. Dolgoch returned to service in September 1945, with new displacement cylinder lubricators mounted on each side of the smokebox, a new chimney, and a repaired inner firebox and retubed the boiler. Around 1949, Dolgochs boiler was patched, and on 26 August 1949, Dolgoch cracked her frame in an accident, which resulted in her driver being dismissed from the company.

Mountaineer built in 1866 by James Cross and Company for the Neath and Brecon Railway The first locomotive was The Progress, built in 1865 by James Cross and Company for the Neath and Brecon Railway. However, having the draught from both halves of the boiler through one firebox was unsuccessful. There was a tendency for most of the hot gases from the fire to go through one half of the boiler, so the other half made little contribution to steam-raising and was inefficient. The first Ffestiniog Railway Fairlie — Little Wonder — had separate fireboxes and proved far more successful.

Production locomotives followed from the end of 1944, but these were rather different, the lesson that backwards-facing cylinders next to the firebox were a bad idea having been relearned. The production Q2 locomotives were of 4-4-6-4 arrangement; they were the largest non-articulated locomotives ever built and the most powerful locomotives ever static tested, producing on the PRR's static test plant. The Q2 locomotives were also the most powerful steam locomotive ever constructed with ten driving wheels. In operation, the Q2 could outperform pre-existing freight engines hauling double the tonnage of their predecessors.

A pulverized coal-fired boiler is an industrial or utility boiler that generates thermal energy by burning pulverized coal (also known as powdered coal or coal dust since it is as fine as face powder in cosmetic makeup) that is blown into the firebox. The basic idea of a firing system using pulverised fuel is to use the whole volume of the furnace for the combustion of solid fuels. Coal is ground to the size of a fine grain into the boiler, mixed with air and burned in the flue gas flow. Biomass and other materials can also be added to the mixture.

The locomotive was basically an 0-6-0 but the axle load was lightened by the addition of a leading truck and to accommodate this the frames and footplate were extended forward by a couple of feet or so. It was, to the eye, a Tram-type locomotive. In due time the side-skirting was removed, only the deep, almost enclosed cab steps and the fixing points giving a clue as to it ever being there. The locomotive was subsequently rebuilt, the cab was enlarged and fitted with new steps, a Belpaire firebox and a flat-topped dome fitted.

While the valve gear problems were largely solved by reducing travel from the original 8 inches to inches, the plate frames continued to crack especially in the region of the firebox. While many repairs were undertaken to fix the frames, this problem was only solved by replacing the frame with the new design constructed for the KA and KB classes. This was only done as the replacement was required; as a result not all of the class received the new frames. After the Second World War, a coal shortage occurred and NZR converted a large number of locomotives to oil burning.

The railway workshops, like the offices, were located in Devoran, and Miner was substantially rebuilt here in 1869, but traffic began to decline as the copper mines closed and in 1879 a receiver was appointed. Smelter was relegated to the status of reserve engine; but lack of maintenance meant that the line deteriorated and derailments were common. Spitfire was rebuilt, but this was a disaster compared to that of Miner. A new firebox was ordered, it was slightly too big, and apparently the frames were forced apart to accommodate it, with subsequent wear on the rear springs and bearings.

The dragon kiln was the traditional form of kiln used in southern China. Also known as a climbing kiln, this type in its final development consisted of a tunnel-like flue built up a slope from a main firebox. Along the sides of the kiln subsidiary entrances for side-stoking enabled the whole structure to be heated, and allowing the later dragon kilns to exceed 50 metres in length without any substantial drop in temperature. The draught created by the flow of hot air up the slope meant that the dragon kiln could be built without a chimney.

In 2002 the boiler received a Hydrostatic and Ultrasonic test and was deemed to be in good condition for returning the Locomotive to operational condition. It was then decided that the DRHS would go through with performing a complete restoration of #315. On August 24, 2007, a fire was lit inside #315s firebox at the D&S; Roundhouse and that evening the locomotive moved under its own power for the first time in 58 years. The Locomotive first ran at the D&SNG; after fixing some minor issues and having to borrow D&RGW; 223's tender trucks.

The crew will need to have enough water in the boiler to keep the crown sheet of the firebox covered for the downhill trip, and while the engineer is blowing the whistle and making the first brake pipe reduction, the fireman is using the raging fire to inject water against the climbing pressure gauge. Though the cars are fitted with K-1 and K-2 triple valves with retainers, the retainers are always set for the full release position. Brake pipe pressure is set to 70 lbs. fully charged and controlling speed with needed reductions as the grade and load require.

Cape Government Railways Double Fairlie, c. 1888 The first Fairlie locomotives later became known as Double Fairlies. In general appearance, most of them were reminiscent of the German-built Zwillinge which saw service on the narrow gauge lines in German South West Africa and other German territories. However, while the Zwillinge were pairs of individual locomotives which were semi-permanently coupled back-to-back, the Double Fairlie was a single locomotive with either a double-ended boiler or two separate boilers with smokeboxes at each end, a central firebox and a central cab, all mounted on one rigid frame.

Model Stirling engine, with external heat from a spirit lamp (bottom right) applied to the outside of the glass displacer cylinder. Newcomen's engine, a precursor of the steam engine, with the boiler heated from beneath Sectioned steam locomotive. Although the fire is within an enclosed firebox, this is still an external combustion engine, as the exhaust gas and the steam working fluid are kept separate. An external combustion engine (EC engine) is a heat engine where a working fluid, contained internally, is heated by combustion in an external source, through the engine wall or a heat exchanger.

Railroads ordered locomotives tailored to their specific requirements, though some basic design features were always present. Railroads developed some specific characteristics; for example, the Pennsylvania Railroad and the Great Northern Railway had a preference for the Belpaire firebox. In the United States, large-scale manufacturers constructed locomotives for nearly all rail companies, although nearly all major railroads had shops capable of heavy repairs and some railroads (for example, the Norfolk and Western Railway and the Pennsylvania Railroad, which had two erecting shops) constructed locomotives entirely in their own shops.Perfecting The American Steam Locomotive, J. Parker Lamb, Indiana University Press 2003, , p.

The trailing truck allows a larger, deeper firebox than that of a . Like all ten- coupled designs, the long rigid wheelbase of the coupled wheels presented a problem on curves, requiring flangeless drivers, lateral motion devices and much sideplay on the outer axles. To limit this problem, the coupled wheels were generally small, up to in diameter, which in turn generated the problem of insufficient counterweights to balance the weight of the driving rods.pp.92, 138, 148-149, 172-173, 192-193 The 's inherent problem was the low speed restriction on the type, which was about .

The V2s were the only major class of 2-6-2 tender locomotives used in Britain. Whilst 2-6-2T tank locomotives were common in the UK, the only other 2-6-2 tender locomotives were the unsuccessful experimental Midland Railway Paget locomotive of 1908, and the two examples of Gresley's LNER Class V4 of 1941. The wheel arrangement allowed the fitting of a large firebox uninhibited by the rear driving wheel, and the front pony truck improved stability at high speeds. The V2 was derived from the Class A1/A3 pacifics with smaller driving wheels (of compared to ) and a shortened boiler.

After introducing two unsuccessful designs of 4-4-2 tank locomotive with the I1 and I2 classes, Douglas Earle Marsh learned a lesson and provided a new design with a far larger firebox. The new design was a tank version of Robert Billinton's successful B4 class tender locomotives. At the time of its introduction locomotive engineers were beginning to take an interest in superheating and Marsh therefore ordered two locomotives from Brighton Works for comparative purposes, one with a traditional saturated boiler and one incorporating the Schmidt superheater. These were built in October 1907 and March 1908 respectively.

However, outdoor wood boilers emit more wood smoke and associated pollutants than other wood-burning appliances. This is due to design characteristics such as the water-filled jacket surrounding the firebox, which acts to cool the fire and leads to incomplete combustion. Outdoor wood boilers also typically have short stack heights in comparison to other wood-burning appliances, contributing to ambient levels of particulates at ground level. An alternative that is increasing in popularity are wood gasification boilers, which burn wood at very high efficiencies (85-91%) and can be placed indoors or in an outbuilding.

This system used a beam whose fulcrum was the driving axle. On flat and level surfaces, the beam would be slightly raised, but upon starting or on grades, the resistance made the beam assume a horizontal position which caused the locomotive to tip upward. Norris engine for the Birmingham and Bristol Railway A more practical solution, first put into production by Norris, relocated the driving axle to a location on the frame in front of the locomotive's firebox. This was done because Baldwin refused to grant rights to Norris to use his patented "half-crank" arrangement.

Cantilevering the weight of the firebox and the locomotive crew behind the driving axle placed more weight on the driving axle without substantially reducing the weight on the leading truck. However, Norris's design led to a shorter wheelbase, which tended to offset any gains in tractive force on the driving axle by reducing the locomotive's overall stability. A number of Norris locomotives were imported into England for use on the Birmingham and Bristol Railway since, because of the challenges presented by the Lickey Incline, British manufacturers declined to supply. Once steel became available, greater rotational speeds became possible with multiple smaller coupled wheels.

Semi-subterranean in construction, the groundhog kiln featured a door leading into a long, low passage of brick or rock construction, with a stack or chimney poking out of the ground up hill. Ware was loaded in the low passageway or "ware-bed" and the fire was built in a sunken firebox, located just inside the door. The design allowed the stack to draw heated air, flames and ash through the pottery grouped inside and created the draft needed to generate the intense heat required to create stoneware. This type of firing or " burning " worked particularly well with large pieces of pottery.

While the Class 10 had outside admission valves, the Class 10-2 superheated used inside admission piston valves. Two Trevithick exhaust steam feedwater heaters were mounted on the running boards on either side of the smokebox above the cylinders and a Weir's feedwater pump was mounted on the left-hand side of the firebox. Each feedwater heater cylinder was external diameter and between tube plates, and contained 108 external diameter brass tubes. The feedwater heaters and the feedwater pump were removed after a few years, since the feedwater heater tubes proved to be troublesome to clean.

The early examples used a firebox grate of , but the last few classes had larger grates of . All of these were considered light Pacifics by the road, and there were a few engines of orphan classes as well. Some of these were scrapped as compounds, but most were rebuilt with two simple cylinders and operating pressure. Northern Pacific Ry. 4-6-2 No. 2223 stops in Carrington, N.D., in February 1948. The railroad began scrapping these in 1932, but regretted it during the massive traffic of the Second World War. Two were semi-streamlined for a brief period during 1939.

Fuel consumption was approximate one cord per hour, or, conservatively estimated, one cord for every 16 miles travelled. This was less than one-half of what a Mississippi-type steamboat with comparable capacity would consume. The boiler was designed with a spark arrester which captured combusted material from the firebox, automatically hosed down the material with water, and discharged it into the river through a port in the hull. This kept the upper decks clean from soot which would otherwise have been exhausted through the smokestack and reduced the amount of paint needed for the cabins.

With further increases in load and needs for additional traffic speed, in September 1934 Gresley instructed Doncaster Works to investigate the possibility of increasing the tractive effort of the K2s. After recommending against a design which increased boiler pressure and cylinder diameter to , in 1935 the Joint Traffic & Locomotive Committee signed off provision of a new design by reducing the 1936 build of K3s from 21 to 20. The eventual May 1936 design was based on the 1924 proposal for a 2-6-0 with diameter coupled wheels, but with K3 cylinders, a K2 boiler, and a B17 firebox.

That one was caused by an overheated coffee roaster, and it was quickly extinguished."Excellent Work by Firemen; Blaze in Wholesale District Promptly Extinguished," Los Angeles Times, February 3, 1904, page 7 1906\. Arsonists were suspected in a blaze that broke out in a new two-story addition at the rear of Standard Woodenware at 230-234 Los Angeles Street on February 18, 1906. The firebox alarm was pulled by a passing police officer, but help was slow to arrive because most of the nearby engine companies were fighting another fire at Fifth and Main streets.

Northumbrian was an early steam locomotive built by Robert Stephenson in 1830 and used at the opening of the Liverpool and Manchester Railway. It was the last of Stephenson's 0-2-2 locomotives in the style of Rocket, but it introduced several innovations. It was the first locomotive to have the Stephenson type firebox incorporated in the boiler, and having a smokebox the full diameter of the boiler, it therefore had the first true 'locomotive' boiler. It also had plate frames, a proper tender, and the cylinders set at a relatively low angle to the horizontal, giving smoother running.

The tender locomotive was first introduced in 1911 and throughout the 1920s to 1940s, the wheel arrangement was widely used in North America and to a lesser extent in the rest of the world. The type combined the basic design principles of the Pacific type with an improved boiler and larger firebox that necessitated additional support at the rear of the locomotive. In general, the available tractive effort differed little from that of the Pacific, but the steam-raising ability was increased, giving more power at speed. The was best suited to high-speed running across flat terrain.

The maximum height of the locomotive was , the maximum width and the length over coupler faces .The Railway Gazette (1946). 4-8-2 Class "15F" Locomotives for the South African Railways. "The Railway Gazette," 20 September 1946. 33 Tothill Street, Westminster, S.W.1. p. 4. The pre-war locomotives were equipped with two large inclined Ross-pop safety valves, mounted on the upper sides of the boiler just ahead of the firebox and aimed about 80 degrees apart. When these inclined valves blew off under a station canopy, bystanders often received a shower of slimy wet soot.

While the Class 10 had outside admission valves, the Class 10-2 saturated used inside admission piston valves. Two Trevithick exhaust steam feedwater heaters were mounted on the running boards on either side of the smokebox above the cylinders and a Weir's feedwater pump was mounted on the left-hand side of the firebox. Each feedwater heater cylinder was of external diameter and between tube plates, and contained 108 external diameter brass tubes. The feedwater heaters and the feedwater pump were removed after a few years since the feedwater heater tubes proved to be troublesome to clean.

The Class 10 was designed by Hyde to take full advantage of the new track of the CSAR, which was gradually replacing the old sections on mainlines. The locomotive had plate frames, a wide Belpaire firebox, outside admission piston valves and Walschaerts valve gear, and was superheated. Its coupled wheels were larger in diameter than those of H.M. Beatty's Karoo Class Pacific which had entered service on the Cape Government Railways (CGR) the year before. At the time, the CSAR Classes 10 and 11 which were acquired simultaneously, were the heaviest and largest locomotives built for gauge.

Some oil- burning engines were originally designed to be coal powered but were converted. When a coal-burning steam locomotive is converted to burn oil, various modifications are usual: # the grate is covered with broken firebrick to act as a reservoir of heat. If the oil flame is blown out (e.g. by a downdraft when entering a tunnel) the hot firebrick will re-ignite it # the lower part of the inner firebox is lined with firebrick # shorter superheater elements are fitted The latter two changes are needed because oil firing produces higher temperatures than coal firing, and can cause rapid erosion of metal.

Among the first of the duties which fell to Isaac Dodds was designing the railway's first engine The Cutler. While up to that time, locomotive boilers had been fastened rigidly to the frames, Dodds fastened it at the front only, allowing for movement with expansion at the firebox end.Ransom, P.J. G., (1990) The Victorian Railway and How It Evolved, (p177) London: Heinemann Whether this locomotive was built by him, or whether the railway itself built any, is unclear, though Dodds left in 1842 to set up in business on his own. Certainly, at that time, demand may have been outstripping supply.

No. 2 Enid shunting at Llanberis The boilers are inclined on the locomotives, to ensure that the boiler tubes and the firebox remain submerged when on the gradient, a standard practice on mountain railways – the locomotive always runs chimney-first up the mountain. The water gauges (gauge glasses) are mounted half at the centre on the locomotive so that the water level does not change with the gradient. One result of the boiler's angle is that the firehole door is at waist height, requiring the fireman to lift the coal some distance. The boiler is not superheated.

BR Standard Class 9F with the experimental Franco-Crosti boiler Locomotives with ten driving wheels were rare in British railway history. In 1913 an initial design for a four-cylinder 2-10-0 of tractive effort was produced by the Lancashire and Yorkshire Railway, but none were built. This had been inspired by 's 2-10-0s working in Belgium and used a similar tapered boiler, with the round- topped firebox almost filling the loading gauge. The first 2-10-0 was built during the Second World War, as a variant of the "Austerity" 2-8-0 for lightly built railways.

As well as the capital, Aveling was freed of some of the commercial work. The firm exhibited their Patent Agricultural Locomotive Engine for Threshing, Ploughing and General Traction Purposes at Battersea in 1862. Aveling moved the cylinder forward from over the firebox to the front of the boiler. The steam jacket that surrounds the cylinders did away with the need for a separate dome (the patent stated that the cylinders were placed within the dome).Patent 1295 of 1861 The jacket reduced condensation, and hence priming, in the cylinders, valve gear and now non-existent supply piping.

The top level is the 2-metre-high chimney cone. The firebox is an opening at the bottom of the first laboratoire, 1 metre high, 0.58 metres wide and 0.29 metres deep.Page 469 Volume two - Second edition -Traité des arts céramiques, ou des poteries, considérées dans leur histoire by Alexandre Brongniart, Louis-Alphonse Savétat - Chez Béchet jeune, libraire éditeur 22 Rue Monsieur-le -prince à Paris - janvier 184 - Archive of the Ashmolean museum library - accessed on Google Books In the vault between the first and second laboratoires, is a large flue at the centre and 9 small ones around the edge.

The locomotive made its first passenger carrying journey for the public from Maitland to Sydney three days later. It then regularly hauled special trains throughout New South Wales being based at 3801 Limited's Eveleigh depot."3830 recommissioning" Railway Digest December 1997 pages 34-37 On 30 November 2008, 3830 was relocated to the New South Wales Rail Transport Museum, Thirlmere. It was withdrawn in July 2009 after receiving crown stay damage. In November 2013 a report into the condition of the boiler suggested the locomotive would not steam again without at least a new inner firebox and most likely a new boiler.

A.G. Watson In an attempt to improve the steaming properties of further orders of Class 16DA locomotives, A.G. Watson, who had succeeded Colonel Collins as CME in 1929, designed a boiler of the Wootten type. It had a very wide firebox with a grate area of . Watson was a firm believer in large firegrates with enlarged blast pipe caps to give a reasonably low burning rate of fuel per unit of grate area, which improved boiler efficiency and reduced the emission of sparks and partially burnt fuel.Soul of A Railway, System 5, Part 1: Bloemfontein. Captions 1, 19.

The B-class locomotives were easily recognisable by their use of external frames and bearings, and coupling rods mounted outside the frames, earning them the nickname "overarmers". They featured an unusual design of firebox, which had two separate chambers, each with its own firedoor, divided by a water space that effectively acted as a thermic syphon, and joined at the tubeplate. The two fireboxes were designed to be worked separately, with one fire being built while the other was burning. That configuration was designed to extract the maximum heat from the wood fuels the VR used in its early years.

To check for steam leaks or to clean accumulated soot from inside the firebox of a steam locomotive, someone had to climb inside, through the firehole (where the coal is shovelled in). A one-piece suit avoids the potential problem of loosened soot entering the lower half of one's clothing through the gap in the middle. As the firehole opening is only just large enough for a fit individual to negotiate, a one-piece suit also avoids the problem of the waistband snagging on the firehole as one bends to wriggle through, or of jacket tails snagging if one has to come out backwards.

The cylinders were increased in size to in diameter, the largest used on a British steam locomotive at that time. The substantial boiler design was also different from the parallel version used on the H15, and became the first tapered types to be constructed at Eastleigh Works. Contrary to boiler construction practices elsewhere where tapering began near the firebox, it was restricted to the front end of the N15's barrel to reduce the diameter of the smokebox, and consequently the weight carried by the front bogie. The design also featured Urie's design of narrow-diameter "stovepipe" chimney, a large dome cover on top of the boiler, and his "Eastleigh" superheater.

The newly amalgamated Southern Railway needed a group of powerful shunting tank locomotives to work in its marshalling yards around London and on freight transfers between them. Robert Urie's G16 class 4-8-0 performed this task well, and further examples were on order in 1922, but Richard Maunsell considered the firebox to be too large and the superheater an unnecessary expense on such locomotives. He therefore cancelled the order in favour of a new design. Due to the requirement for heavy shunting, the design was provided with an 0-8-0 wheel arrangement to increase traction, whilst enabling the locomotives to negotiate tight curves prevalent in goods yards.

1A boiler had a larger superheater than the Class 19B. In a break with prior custom, the ash pan and running boards were affixed to the locomotive frame instead of to the boiler to facilitate easier removal of the boiler for repairs. The Class 19C was also built with Watson's altered cab with a slanted front to facilitate access to the firebox stays on the sides ahead of the cab. The Watson cab, like the Watson Standard boiler, was to become standard on later SAR steam locomotive classes. The first five Watson Standard boilers to be designed were the numbers 1, 1A, 2, 2A and 2B.

After Norfolk Southern ended their steam program in late 1994, the Fort Wayne Railroad Historical Society (FWRHS), same owner as No. 765, moved No. 2716 to their facilities a year later.. In July 1996, the FWRHS restored it to its original C&O; appearance, repaired its firebox, and operated it on brief push-pull excursions through Logansport, Indiana before the Federal Railroad Administration (FRA) inspectors ordered to give either No. 2716 new flues, or No. 765 a complete overhaul; the latter was the end result. The FWRHS decided to return the former back to its display site at the Kentucky Railway Museum in 2001.

Joshua A. Leach, founder of the B of LF and Grand Master of the organization from 1873 to 1876 Early railway transportation relied upon steam engines to power railway locomotives—large coal-fired boilers which generated motive power through the manipulation of concentrated steam. These boilers required a regular input of fuel to keep the train fired up and running. It was the task of so-called locomotive firemen to shovel coal into a train engine's firebox through a narrow opening, thereby feeding the fire.Paul Michel Taillon, Good, Reliable, White Men: Railroad Brotherhoods, 1877-1917. Urbana, IL: University of Illinois Press, 2009; p. 18.

NSWR drawing 37-114 Broadmeadow Loco Depot Meal Room For Running Staff dated 24 July 1924 Adjacent to the arrival road inspection pits and a timber framed stores building clad in corrugated iron was also provided.NSWGR drawing 23181 Broadmeadow Loco Depot Alteration to Buildings and Locations dated 26 September 1923 Two elevated de-ashing roads were constructed to the south of the site near the coal stage. These de- ashing pits consisted of a set of pits between the rails and side pits that were used for the disposal of the ashes from the smokebox and ashpan produced by the burning of coal in the firebox of the steam locomotives.

A number of large narrow gauge industrial locomotives were built in the U.K. by W. G. Bagnall of Stafford. Generally, these were constructed on the Meyer principle as s, but were fitted with a circular firebox that did not project below the footplate. A number were built for sugarcane railways in South Africa one of which was imported into the USA and resides on the Cripple Creek and Victor Railway in Colorado where it can be seen in pieces today. The last example, maker's number 3024, named Monarch, was built in 1953 for Bowater's Railway at Sittingbourne in Kent and now resides on the Welshpool and Llanfair Light Railway.

In large houses they were built in next to the chimney, with a firebox under an iron plate that was approximately by , or in larger houses a pair of square plates. In the 18th century the batter was mixed in a small wooden bucket which was not cleaned, so that the particles on the sides acted as a fermenting agent for the next baking. In the 19th century, the use of baker's yeast and porcelain containers or enamel pails became standard. The size of the ladle varied relative to the current cost of oatmeal; for many decades, oatcakes were by tradition one penny each, or 18 for a shilling.

No. 87 Kestrel was the first to be rebuilt in 1946 and was the first GNR loco to receive a Harland and Wolff-built square topped Belpaire firebox. Merlin had one fitted in 1950 with its old boiler rebuilt as a spare. The V Class was chosen to haul the new Enterprise non-stop service between Dublin and Belfast in August 1947. The premium service was limited to seven bogie coaches. In the early 1950s the ‘Pounders’ shared most of the heavy main line work with the newer VS Class but, with the introduction of new British United Traction DMUs in 1957, the class was relieved of its main duties.

The Pennsylvania Railroad's steam locomotive class D2 (formerly Class B, pre-1895) comprised twenty 4-4-0 locomotives intended for mountain passenger helper service, constructed at the railroad's own Altoona Works (now owned by Norfolk Southern) during 1869–1880. They were the second standardized class of locomotives on the railroad and shared many parts with other standard classes. This design differed from the Class A (later D1) mainly in its smaller drivers for greater tractive effort in mountainous terrain. Like all the early standardized 4-4-0s on the PRR, the Class B had a wagon-top boiler with steam dome and a firebox between the two driving axles.

The former Great Southern and Western Railway class K3 2-6-0 locomotive number 356, built by the North British Locomotive Company as an 0-6-0 in 1903 and subsequently rebuilt by the GS&WR;, was converted into a testbed for the turf- burning project. Modifications to 356 included a new firebox, fitted with tuyeres,Shepherd, p. 30 and two Crosti-type feedwater heaters, one on either side of the main boiler, which used heat from exhaust gases to heat boiler feedwater. Preheating coils were also located in the tender's water tank, and the chimney was positioned at the rear of the tender.

It was intended that CC1 would be the forerunner of a class of fifty eight locomotives, which would normally burn oil but would be capable of using turf in emergencies.Shepherd, p. 54 On the basis of the trial results, John Click developed a design for a single-ended version of CC1, which would address space, weight and other problems experienced with the CC1 configuration. This locomotive would have had a single-ended boiler barrel (still of square section) with a cab located at the firebox end of the boiler; water tanks would be located at either end of the locomotive and a bunker at the cab end.

The cylinders were mounted beneath the smokebox and a transverse crankshaft ran crossways beneath the boiler, just ahead of the firebox. The frame of these engines was a large iron box casting that formed a single piece foundation for both the engine and boiler. Owing to the small height available with this pre-fabricated foundation, the semi-portable engine had no large flywheel, as was standard practice for stationary engines. The need for a more even power delivery, without the smoothing effect of a flywheel, encouraged the use of twin cylinder engines, even though a larger single cylinder would be cheaper and equally powerful.

Under the Whyte notation for the classification of steam locomotives by wheel arrangement, ' represents a configuration of four leading wheels on two axles, usually in a leading bogie with a single pivot point, four powered and coupled driving wheels on two axles, and two trailing wheels on one axle, usually in a trailing truck which supports part of the weight of the boiler and firebox and gives the class its main improvement over the configuration. This wheel arrangement is commonly known as the Atlantic type, although it is also sometimes called a Milwaukee or 4-4-2 Milwaukee, after the Milwaukee Road, which employed it in high speed passenger working.

The performance-enhancing idea to heat water using many small diameter tubes through the boiler was communicated to Robert via a letter from his father, George, who heard about it from Henry Booth and Marc Seguin . With both George and Booth in Liverpool, Robert was responsible for the detail design, and he fitted twenty-five diameter tubes from a separate firebox through the boiler. In September the locomotive was sent to Rainhill where it was coupled with its tender; when it was given the name Rocket is not known. The Rainhill Trials started on Tuesday, 6 October, and between 10,000 and 15,000 people had assembled to watch.

Southern Pacific Railroad's AC-4 (meaning Articulated Consolidation) class of steam locomotives was the first class of 4-8-8-2 cab forward locomotives. They were intended to improve on the railroad's MC (Mallet-Consolidation) class 2-8-8-2 locomotives with a larger firebox, hence, the four-wheel leading truck (instead of the two-wheel). The AC-4s were the first SP Mallets built for simple expansion. Baldwin Locomotive Works built them in August through October 1928 with a maximum cutoff of 70%, so tractive effort was rated at ; a few years later, limited cutoff was dropped and calculated tractive effort increased to .

This results in the draft being forced through the fire bed in the thinner areas towards the flue sheet, which usually is hindered by the lack of draft between the grates and the arch brick. New firemen sometimes have a hard time learning this because there are fewer training hours available on the K-28 class locomotives compared to the railroad's usual K-36 workhorses which have a larger firebox and are more forgiving of poor technique. These locomotives are popular subjects for model railroaders, and high quality scale models in HOn3 and On3 scales have been produced by several manufacturers since the 1950s.

Casa Rinconada is an Ancestral Puebloan archaeological site located atop a ridge adjacent to a small rincon across from Pueblo Bonito in Chaco Culture National Historical Park, northwestern New Mexico, United States. The Ancestral Puebloan great kiva, Casa Rinconada. It is an isolated great kiva (out of four in Chaco Canyon) with all the typical elements of great kivas: a masonry firebox, an inner bench, four roof-supporting large seating pits, masonry vaults, and 34 niches, divided into two sizes, encircling the kiva. There is also an unusual 39 foot (12 m) long underground passage, perhaps used in the ceremonies to allow performers sudden entry thus surprising the audience.

EffieEffie, Bromby collection, 1875, accessed August 2009 The first engine was an "Effie" which was built simply to provide motive power for Sir Arthur's first experiments and did not represent a final design. Like his other locos, however, it used a boiler with a cylindrical "launch"-type firebox manufactured by Abbott and Company of Newark-on-Trent. Without the fire box projecting below the barrel, the over-hang of the frame was equalized at each end, without the use of trailing wheels, since he wished to concentrate the weight on the driving wheels. It also, he felt, had a low first cost with relatively easy maintenance.

For the first time in Germany, a cast steel locomotive frame after American practice was used. This was lighter and more slender for the same degree of strength, and contributed to the locomotive's graceful, lightweight appearance. While the locomotive was not disguised by a streamlined casing, a degree of air-smoothing was applied, with a conical smokebox front, a smoothly curved plate covering the area beneath the smokebox down to the buffer beam and out to the cylinders, and streamlined fairings around the stack and steam dome. The front of the cab was faired in to the boiler top and firebox sides in a smooth, streamlined curve.

The Big Boy class was developed by Union Pacific and the American Locomotive Company (ALCO) to handle the grades of the Wasatch Range. UP determined that its goals for the new class could be achieved by making several changes to the existing 4-6-6-4 "Challenger" design by enlarging the firebox to about (about ), lengthening the boiler, adding four driving wheels, and reducing the diameter of the driving wheels from . The Big Boy was articulated like the Mallet locomotive design, although without compounding. It was designed for stability at , allowing for a wide margin of reliability and safety, as steam locomotives normally operated well below that speed in freight service.

D.A. Hendrie Like the Class 14, the Class 14B had Walschaerts valve gear and a Belpaire firebox. Because it was intended for use on the lower section of the Natal mainline, D.A. Hendrie, Chief Mechanical Engineer (CME) of the South African Railways (SAR), concluded that no high degree of superheat would be attainable and the locomotives were therefore ordered without superheaters. They were intended for use on the Town Hill section near Pietermaritzburg, where the old line was on a 1 in 30 (3⅓%) gradient and where speeds were low with frequent stops which, it was reasoned, would not justify the use of superheating.

The difficulty was that the two conditions were in conflict, because the boiler of the locomotive would take up the space also needed for the driving axle. One solution to the problem was the Crampton design, in which the driving axle was moved behind the boiler's firebox. These engines were relatively long in comparison to their contemporaries, and had long rigid frames, sometimes with as many as three carrying axles ahead of the driving axle, creating a 6-2-0 wheel arrangement. Cramptons were most popular in France and Germany, but some were also used in England, by companies including the London & North Western Railway (LNWR).

2995 was not required by Austin and was sold to a scrap and plant dealer in South Wales from whom it was purchased by the National Coal Board for use at one of their collieries in South Wales until problems developed with its steel firebox. Steel fireboxes are less tolerant of poor maintenance and it is likely that the loco did not receive boiler washouts as regularly as should have been the case. Serious consideration was given to replacing the boiler with one from a Great Western Railway pannier tank locomotive. But this idea was not pursued and the loco was subsequently scrapped on site in 1967.

1950 In 1927, the SAR placed ten Class HF Modified Fairlie Double Mikados in service, followed by an eleventh one in 1928. The locomotive was designed by the SAR under the direction of Colonel F.R. Collins DSO, SAR Chief Mechanical Engineer from 1922 to 1929, and was built by Henschel & Son in 1926 and 1927, hence the designation of Class HF for "Henschel Fairlie". Designed for mainline work, it was the Modified Fairlie equivalent of the Class GE Garratt which was similar in both size and mechanical respects. It had Walschaerts valve gear, a bar frame and was superheated, with a round-topped firebox.

In the United States, 0-6-2 locomotives were largely 2-6-0 type locomotives which had been rebuilt with a larger firebox and therefore required greater weight distribution near their backs. The leading wheels were therefore relocated to the rear as trailing wheels. Nearly all of these locomotives were assigned to switch locomotive workings or used on branch lines. Many 0-6-2 types were found in the state of Hawaii on sugar cane railroads across the state. Most notable were the 0-6-2T’s of the Mcbryde Sugar Company of Kauai, 3 of which survive and are currently the only original steam engines operating in Hawaii.

SBB E 3/3 locomotive in electric-steam form An electric-steam locomotive is a steam locomotive that uses electricity to heat the water in the boiler to create steam instead of burning fuel in a firebox. This is a highly unusual type of locomotive that only makes economic sense under specific conditions. Normally, it would be much more efficient to build and use an electric locomotive. However, lack of time and resources (as during wartime), lack of coal or similar fuel, and the presence of relatively cheap and available electricity may make conversion of an existing steam locomotive into an electric-steam locomotive a viable proposition.

Pennsylvania Railroad 1223 is a 4-4-0 "American" type steam locomotive built in 1905 for the Pennsylvania Railroad by the railroad's own Altoona Works for passenger service. After being retired from active service in 1950, the locomotive ran excursion trains on the Strasburg Rail Road outside of Strasburg, Pennsylvania from 1965 to 1989 when it was removed from service requiring firebox repairs. Currently, the engine is on static display at the Railroad Museum of Pennsylvania outside of Strasburg. It was listed on the National Register of Historic Places in 1979. The 1223 is the only surviving example of the Pennsylvania Railroad D16sb class.

The heat riser is an insulated, vertical channel that draws flames upward and powers the rest of the firebox. The heat riser should be insulated to help hold the flames at high temperatures for a complete combustion.. The low thermal conductivity of the insulation material allows temperature to build up within the heat riser to high temperatures. When the hot gasses reach the enclosing barrel, it gives off a significantly higher amount of heat, which cools the hot air to a relatively lower temperature. This flow causes a strong convective current within the heat riser, which creates a forward airflow which helps wood to burn sideways in the wood feed.

There were a number of detail variations in the locomotives and they did not all remain in the same condition as built. Some locomotives built under British Railways administration were used as test beds for various design modifications with a view to incorporating the successful modifications in the Standard Classes of locomotives built from 1951 onwards. These modifications included outside Caprotti valve gear, roller bearings (both Timken and Skefco types) on the coupled and tender axles in varying combinations, and an experimental steel firebox. Other locomotives had modified draughting to "self clean" the smokebox (thereby reducing turn-around and disposal times and eliminating or mitigating one of the most unpopular jobs).

Taff Vale railmotor Riches, the Taff Vale Railway's locomotive engineer, designed in 1903 the first articulated railmotor with the boiler unusually placed across the frames with a single firebox and two short drums, this giving a high steam raising capacity. The engine unit and carriage pivoted on a pin, and the two parts could be separated in twenty minutes. The carriage had a third class saloon for 40 passengers and a first class compartment for 12 and an open rear driving position. This was followed by fifteen more: six in 1904, the engines built by Avonside Engine Co. and another six from Kerr, Stuart & Co. in 1905.

A fireman or stoker, sometimes called a "boilerman" A fireman, stoker or watertender is a person whose occupation it is to tend the fire for the running of a boiler, heating a building, or powering a steam engine. Much of the job is hard physical labor, such as shoveling fuel, typically coal, into the boiler's firebox. On steam locomotives the title fireman is usually used, while on steamships and stationary steam engines, such as those driving saw mills, the title is usually stoker (although the British Merchant Navy did use fireman). The German word Heizer is equivalent and in Dutch the word stoker is mostly used too.

They had an elegant look, brought about by the flared copper-top chimney and large brass steam dome cover. When built, they were painted in the then-standard VR green livery and were kept in immaculate condition, in accordance with standards of the era. During the early 20th century they were painted in Canadian Pacific Red, and then, in the 1920s, the entire class received the standard livery adopted at that time – all-over black. The boilers were a conventional type with round-topped firebox and a working pressure of . The boiler barrel was in diameter, long between the tubeplates, and there were 198 brass boiler tubes, in diameter.

Where a simple vertical boiler requires additional heating surface, particularly where this is directly exposed to the furnace so as to raise steam more rapidly, field-tubes may be installed in the roof of the firebox, almost down to the level of the firebed. They thus act as a form of thermic syphon. As they are only mounted at one end and are free to expand in the heat, many of the usual expansion problems of thermic syphons are avoided. To encourage adequate circulation though, tubes should not be closer than 30° to horizontal, and longer tubes may need to be steeper than this.

Under Cudworth the railway was the largest British user of the experimental and ultimately unsuccessful Crampton locomotive type with twenty examples built between 1847 and 1851.Bradley (1963), pp. 43, and 44-53. He also patented a double-firebox which enabled locomotives to burn cheaper coal without smoke, but were considerably more expensive to build and maintain.Nock (1987), pp.7-8. Cudworth also provided several sound locomotive types for the railway, but resigned in 1876 after Sir Edward Watkin ordered 20 express locomotives against Cudworth's wishes, which subsequently proved to have been unsuccessful.Marshall (1978), p.62. After a brief interregnum James Stirling was appointed Chief Mechanical Engineer on 28 March 1878.

Blackmore Vale. The right- hand one shows boiler pressure, the one on the left steam chest pressure. The earliest locomotives did not show the pressure of steam in the boiler, but it was possible to estimate this by the position of the safety valve arm which often extended onto the firebox back plate; gradations marked on the spring column gave a rough indication of the actual pressure. The promoters of the Rainhill trials urged that each contender have a proper mechanism for reading the boiler pressure, and Stephenson devised a nine-foot vertical tube of mercury with a sight-glass at the top, mounted alongside the chimney, for his Rocket.

Driving wheels were small and usually supported the firebox as well as the main section of the boiler. Banking engines (US: helper engines) tended to follow the principles of shunting engines, except that the wheelbase limitation did not apply, so banking engines tended to have more driving wheels. In the US, this process eventually resulted in the Mallet type engine with its many driven wheels, and these tended to acquire leading and then trailing bogies as guidance of the engine became more of an issue. As locomotive types began to diverge in the late 19th century, freight engine designs at first emphasised tractive effort, whereas those for passenger engines emphasised speed.

Isaac Dodds became engaged with the Horsely Iron Company in the summer of 1832, and was seeming ably to facilitate orders from throughout the British Isles. In 1833 the Liverpool and Manchester Railway, a leading railway operating company of that time, opened a competition for a new locomotive design. The Dodd's designed entry though Horsley was seemingly the best entry, new locomotive innovations being claimed including a frame made from solid plate, use of expanding boiler attachment plates at the firebox end, and horizontal cylinders fitted outside the frame. The resulting locomotive Star was initially trialled on the Liverpool and Manchester Railway (L&MR;).

According to a 1999 article in the Times Leader, Martin was tortured and murdered in a sawmill in the mountains about from the creek where her body was found. According to theories by the police, the killer had attempted to dismember her body and destroy it in the mill's firebox, but had been scared off by the mill's owner, James Kedd. Kedd had assumed that the killer was a mere trespasser and had fired a warning shot in the killer's direction. The killer then drove to a point close to the creek and carried Martin's body the final 75 yards to the creek, where he abandoned it.

A bucket used to collect sap, built circa 1820 Around the time of the American Civil War (1861-1865), syrup makers started using large, flat sheet metal pans as they were more efficient for boiling than heavy, rounded iron kettles, because of a greater surface area for evaporation. Around this time, cane sugar replaced maple sugar as the dominant sweetener in the US; as a result, producers focused marketing efforts on maple syrup. The first evaporator, used to heat and concentrate sap, was patented in 1858. In 1872, an evaporator was developed that featured two pans and a metal arch or firebox, which greatly decreased boiling time.

Locomotives with total adhesion, where all of the wheels are coupled together, generally lack stability at speed. To counter this, locomotives often fit unpowered carrying wheels mounted on two-wheeled trucks or four-wheeled bogies centred by springs/inverted rockers/geared rollers that help to guide the locomotive through curves. These usually take on weight – of the cylinders at the front or the firebox at the rear — when the width exceeds that of the mainframes. Locomotives with multiple coupled- wheels on a rigid chassis would have unacceptable flange forces on tight curves giving excessive flange and rail wear, track spreading and wheel climb derailments.

To increase the heating surface area, the two flues were joined by a U shaped tube at the forward end of the boiler; the firebox and chimney were both positioned at the rear same end, one on either side. Sans Pareil had two cylinders, mounted vertically at the opposite end to the chimney, and driving one pair of driving wheels directly - the other pair were driven via connecting rods, in the typical steam locomotive fashion. At the Rainhill Trials, Sans Pareil was excluded from the prize because it was slightly over the maximum permitted weight. Nevertheless, it performed very well but had a strange rolling gait due to its vertical cylinders.

During the first two decades of the 20th century, the Pacific wheel arrangement enjoyed limited popularity on tank locomotives. On a locomotive, the trailing wheels support the coal bunker rather than an enlarged firebox and such a locomotive is therefore actually a tank engine version of the Ten-wheeler tender locomotive. Indeed, many of the earliest examples were either rebuilt from tender locomotives or shared their basic design. Around 1920, it became apparent to designers that the wheel arrangement allowed a too limited bunker size for most purposes, with the result that most later designs of large suburban tank classes were of the Hudson or Adriatic wheel arrangement.

The locomotive was one of three members of the class to haul the Fifteen Guinea Special, British Railways' last steam- hauled passenger train, on 11 August 1968. It took the first leg from Liverpool Lime Street to Manchester Victoria at the beginning of the tour before running from Manchester Victoria to Liverpool Lime Street with the returning train at the end of the day's tour. This locomotive was used in place of sister engine 45305 which had been selected for this duty, but had been failed with a collapsed firebox brick arch the night before the run, and had been withdrawn prematurely as a result.

Unlike some other countries which utilised the design for heavy passenger duties, the Australian was more typically used as a heavy goods locomotive with small coupled wheels and a very large firebox. The first in Australia was the gauge of the Tasmanian Government Railways. Nineteen were built in batches between 1922 and 1945 by Perry Engineering in South Australia, Walkers Limited of Maryborough, Queensland and Clyde Engineering of New South Wales. Until 1950, the class handled the majority of mainline goods trains around the state.Tasmanian Government Railways Q5 Statically DisplayedTasmanian Transport Museum: Exhibit - Q5 Armstrong Whitworth built ten 500 class locomotives for the South Australian Railways in 1926.

The L&MR; was ultimately advised to pay £3,000 damages for the high value load on the basis they had not adequately displayed notices that the owners should have insured it. Swiftsure was involved in several experiments during its service life. In November 1836 the L&MR; performed a coal burning trial involving Swiftsure and several other locomotives, the results being generally unsuccessful with Swiftsures firebox damaged by excessive heat. Locomotives at this period were forced to use the more expensive and sometimes problematic coke in order to fulfill the requirement to "consume their own smoke"; it took several years for the technology to use coal successfully in locomotives to evolve.

The GER Classes S46, D56 and H88 (classified Classes D14, D15, and D16 by the London and North Eastern Railway) were three classes of similar 4-4-0 steam locomotive designed by James Holden (S46 and D56) and A. J. Hill (H88) for the Great Eastern Railway. They were given the nickname Claud Hamilton after the pioneer engine of the class, named after Lord Claud Hamilton (1843–1925) the chairman of the Great Eastern Railway. The D56 class of 1903-4 evolved the design to include a square-topped Belpaire firebox. The H88 class of 1923 featured a larger superheated boiler, leading them to be known as Super Clauds.

The four-cylinder compound locomotive designed by Gaston du Bousquet for the French Chemin de Fer du Nord, of which two (3.1101 and 3.1102) were built at the company's workshops in 1911, was the first tender locomotive in the world with this wheel arrangement. Named the Baltic since it was intended for service on the Paris-Saint Petersburg express, its most remarkable feature was the en echelon arrangement of the two low-pressure inside cylinders in order to accommodate the very large bore. One of them was built with a water-tube firebox. Although they were not multiplied, they were the forerunners of the highly successful Nord Pacifics and Super-Pacifics.

In 1923, just after the Grouping, a series of new designs were drawn up at Horwich in an attempt to set the direction of future locomotive development, rather than the Crewe or Derby influences. John Billington worked on a wide- firebox pacific based on the newly rebuilt 4-6-0 Dreadnoughts, a new 2-8-2 heavy freight locomotive and also a 4-cylinder 2-10-0, based on Hughes' Flamme-inspired design. These designs were not well received by the new LMS directors at Euston, and Horwich would produce few influential designs thereafter. The 2-10-0 in particular, and its long wheelbase, was opposed by the civil engineering department.

The Decapod developed mainly under Chief Draughtsman Frederick Vernon Russell was an extraordinary endeavour to develop a steam locomotive which could perform at the level of electric traction.Skeat 1953 It was built in 1902 to forestall an imminent scheme for an electrified railway out of London to suburbs served by the GER. Since the proponents of the scheme had a slogan about electric trains accelerating to thirty miles an hour in thirty seconds, Holden resolved to obtain the same performance with steam traction. A massive boiler with Wootten firebox, three cylinders each with its own blastpipe cone, and ten smallish driving wheels ensured a lively acceleration.

Jones (1998) pp.56-57 Under pressure from the Interstate Commerce Commission, Franklin firebox doors were installed on the locomotives, and an automobile headlight was connected to a six volt storage battery to serve as a headlight.Whitney (1989) p.12 Train service was reduced from four to two round trips per day effective 10 October 1921.Jones (1998) p.69 The Monson Pond quarry extension was abandoned in 1922.Jones (1998) p.99 The track crew was laid off in 1933, and the train crew became responsible for right-of-way maintenance and freight transfer at Monson Junction.Jones (1998) p.79 Locomotive #3 was the only operable engine after 1936.

No.72 Fenchurch was purchased by the Bluebell Railway in 1964. After much initial use, the locomotive was retired for overhaul in 1970, and returned to traffic in 1972 for its centenary. However, it was withdrawn in 1975, and with a new firebox re-entered service in 1980, running until 1988. At its next overhaul, the need to replace one pair of the original wrought iron wheels due to the detection of cracks in a wheel-hub meant the locomotive was not returned to traffic until 2001. Although carrying an A1X boiler, the smokebox was rebuilt during that overhaul such that it now looks very similar to its original A1 form.

DRG Baureihe 05 #05 003 in 1937 In steam locomotive design, a cab forward design will typically have the driver's compartment or cab placed forward of the boiler at the very front of the engine. On a coal-fired locomotive, the fireman's station remains on the footplate behind the firebox so as to be next to the tender. On an oil- fired locomotive, the fireman's station could be (and normally is) in the forward cab. This type of design was widely, though not commonly, used throughout Europe in the first half of the 20th century, often in conjunction with an enclosed body design and/or streamlining.