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";s:4:"text";s:8563:"Following on “simple” engines of the type described above, came compound or two-stage expansion vertical engines. Her overall length was 582 feet and her extreme beam was 57 ft. 10 in. It is Geelong Show time again. The angle should be identical for TDC and BDC. read more. The first is a small beam engine, made by Swen Pettig. For use in the Navy the triple-expansion engine was widely adopted after the developments in protective armour. Very tricky and too anxiety provoking to be thinking about a video. So I gave it an hour being rotated in the lathe at 200 rpm. It is on the end of the engine. A triple-expansion engine is a compound engine that expands the steam in three stages, i.e. The eccentric grubscrew needs to be loosened, and  rotated on the crankshaft to bring the point of port opening to 10 degrees past TDC. They indicated a horse-power of 4,971 and drove a single screw giving an average speed of 13 knots on the Atlantic crossing. Reader Richard suggested that I include a ruler in some of the triple photos, for a sense of scale, so here it is. The video is a bit shakey, because it is taken on my hand held phone while I am using he other hand to operate the controls. The next day it would not run. I used no gaskets. Note:  the drain cock passages MUST NOT be occluded by the piston at TDC or BDC. In 1874 a Liverpool shipowner, Mr. W. H. Dixon, decided to employ three-stage expansion in his screw-steamer Propontis. As you can see it has a  heavy duty frame,  shoulder bolts holding the rolls with machined slots for various sized pipe, and a 19mm hex connector for the driving battery drill. The additional valves were operated by separate eccentrics through links that permitted the cut-off to be varied. OK, this post is just an excuse to show some pics. Still deciding where to run them. in. The longitudinal alignment with the cylinder bores was determined by the precise drilling in the tops of the columns, and the cylinder base covers. In case I eventually install a mechanism to open all of the cocks simultaneously, they are in straight line, which necessitated making extension peices for the high pressure cylinder cocks. Triple-expansion engines attained large dimensions when used in big passenger liners. And I doubt that I will be able to avoid a jumble of pipework. The power reverse was rendered necessary by the massive proportions of the component parts. Their common stroke was 3 ft. 9 in. The other side is a bit lessy fussy, showing the steam inlet valve, the Stephenson’s links, weigh shaft  and controls. Duncan. After that the tight spots still exist, but much less pronounced. High pressure steam acts on the piston of the small cylinder, then exhausts to the middle cylinder. I was very pleased that they did so without a problem. H.M.S. Next, decide where in the cycle you want steam to be admitted. The A. Lopez had a displacement of 2,665 tons and was 270 feet long with a beam of 38 feet. per sq. These engines indicated 4,400 horsepower at eighty revolutions a minute, with a steam pressure of 220 lb. Some of the new pipework on the traction engine. The cranks on the cranshaft are shifted 120° A ship with triple expansion engines. Stephenson’s reversing mechanism assembled and working. It is the biggest, and there is not much engine stuff getting physically in the way. Later I realised that the extra three rolls do not have to be identical diameter to the first three, as long as each triple are identical. Remove the valve chest cover, bolt the valve chest to the cylinder block, and rotate the crankshaft by hand until the port is obviously visually open. High pressure steam acts on the piston of the small cylinder, then exhausts to the middle cylinder. Bolton is one of the iconic designs of model engineering. The con rods and big end shells and bearings have been painstakingly machined, and I do not want to think about remaking them if I stuff up. The protractor reading is recorded, and used as before. Ten tubular boilers, each with four furnaces, supplied steam at a pressure of 25 lb. Not perfectly yet, but working. The blades were set at a pitch of 25 ft. 6 in. The diameters of the cylinders were as follows: high-pressure 2 ft. 11 in., low-pressure 6 ft. 4 in., second intermediate-pressure, 4 ft. The crankshaft, turned from stainless steel a year or two ago, and the conrods. One of my readers has requested a description of the triple engine timing procedure, so that will appear on this blog soon. The exhaust steam passed through jackets round the cylinders to the top of the condenser. The high pressure valve chest cover. At that point the port will be open by the thickness of the paper. The long-term project is to reinstate most of the original track down to the Thames at Hampton. Since my “Strange Lights over Geelong” experience I have been looking at all sorts of weird posts on YouTube. Indeed, there are YouTube interviews with ex astronauts about UFO’s on the moon, and ex government ministers and officials about UFO’s and aliens, and Rothwell. Come December, and that will be 3 years that this project has occupied my thoughts and workbench. The vacant pegs are for 2″ rolls which are yet to be made. The flywheel is too big for the scale, but my model does not have the weight and momentum of a propeller shaft and propeller, so a sizeable flywheel seemed appropriate. Like this. Still considering whether it should be a squarish box on a stand like the railway water towers, or a cylinder on a low stand. It is not running very smoothly, because it is on air rather than steam, and because it is probably only powered on the high pressure cylinder, and maybe a bit on the intermediate, and not at all on the low pressure cylinder. The engines indicated 6,545 h.p. To reduce friction, the main slides were fitted with relief frames. It was necessary therefore to place the starboard propeller six feet astern of the other and to provide an opening in the ship’s “deadwood” to. and 28 ft. 6 in. All 429 fasteners! This pressure was reduced to 250 lb. The reason for this slow progress in the Navy was the necessity for placing the machinery below the water-line. ft. The common stroke was 5 feet. No photograph or video can prepare you for the breathtaking sight of the world’s largest working triple-expansion steam pumping engine in action. That will be located behind the boiler. She was built by the Thames Ironworks Shipbuilding and Engineering Co. in 1900. There is a mountain of information out there, and while a lot of it is lies and rubbish, some is harder to dismiss. Noteworthy twin-screw triple-expansion engines were fitted in H.M.S. Pics following.. (the top and bottom ports). Hathorn Davey Triple Expansion Engine Compared to the beam engines, this engine is of fairly modern design and represents the most common type of pumping engine built for waterworks after about 1900. per sq. Displacement oiler top left, brass flywheel, and pipework. Then drilled and reamed, and parted in a lathe big enough for the 2″ bar to be securely held. per sq. The surface condenser was placed at the back of the engine and was supplied with cooling water by a separately driven centrifugal pump. Two sets of triple-expansion engines were installed in the Majestic, driving twin screws with a diameter of 19 ft. 6 in. The next two engines you have probably seen before. The boilers were fitted with economizers to heat the feed water. And that the measurements are recorded and placed in a secure vault. For a treat, I am sharing four short clips taken today. The stroke of all the cylinders was 5 feet. When the port starts to open, you can hear your exhaled breath coming through (if your hearing is OK, which mine is not). At the time of her building she was the fastest battleship in the Royal Navy. Anyway, to continue with my story, as I was zooming out from this point, I noticed a bright shape about 138km towards the south. Sir E. J. Harland’s device affords an interesting comparison with Edward Shorter’s screw of 1800, described in an earlier chapter dealing with marine propellers. For this reason a chain drive and fly-wheel have been incorporated in the model. and a displacement of 14,000 tons. It is actually titled the Royal Geelong Show, but having had more than a gutful of royal non-entities visitors being adored by unthinking cringers, flocking around Harry and Meaghan Kardashian, Windsor, and being a committed republican, I refuse to bother with the “Royal” handle. 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