. American engineer and railroad journal . un-der notice. Interesting and valuable exi)erience was reportedconcerning a certain form of metallic steam conduit at the re-cent convention of the Master Mechanics Association, a por-tion of which, applying to all forms of flexible metallic con-duits, we reproduce as follows : The Comparative Efficiency and Economy of Metal Flexi-ble Joints Versus Rubber Hose for Steam-heating Connections. Mr. A. W. Gibbs (Pennsylvaffia R. R.).—I have availed my-self of some records of flexible joints, which we began to useabout 1892. At that time the maintenance of
. American engineer and railroad journal . un-der notice. Interesting and valuable exi)erience was reportedconcerning a certain form of metallic steam conduit at the re-cent convention of the Master Mechanics Association, a por-tion of which, applying to all forms of flexible metallic con-duits, we reproduce as follows : The Comparative Efficiency and Economy of Metal Flexi-ble Joints Versus Rubber Hose for Steam-heating Connections. Mr. A. W. Gibbs (Pennsylvaffia R. R.).—I have availed my-self of some records of flexible joints, which we began to useabout 1892. At that time the maintenance of connections be-tween our engines and tenders became troublesome, on accountof the oil which was thrown from the driving wheels, and itgave us a great deal of trouble by destroying various kinds offlexible hose which were not adapted to resist the action of oiland heat. We flnally adopted flexible metal joints, which wenow use wherever we have to convey steam between enginesand tenders. I find that since 1893 we have bought about 2,900. McLaughlins Conduit South Union Station, Boston. joints, for 750 engines altogether, being equipped on all of thelines. There appear to have been about 25 failures from vari-ous causes. These joints are now used entirely for the purposementioned, partly because they resist the action of oil, whichdestroys other material, partly because there is no possibilityof bursting, which is very awkward on a through train, whereyou cannot afford to stop, and partly because in our steamheating system we have to carry very heavy pressures betweenthe engine and tender, in order to operate a vacuum you do not have to carry much more than 40 lbs.,unless you are running a dynamo in the baggage car; but weare practically runuing a separate engine all the time on ourpassenger trains, because we have a vacuum pump in our ten-der. While the first cost is greater, there are places where youcannot afford to have a failure even at the expense of great
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
