. American engineer and railroad journal . Fig. 1. Fig. 3. /C,lasi C((lpoint. Fig. 2. lower ends of the stays % inch. Here we have an unconsciousapproval of the proposition that the first two rows of crownsheet stays do not stay, and that in view of the fact that thesteam pressure carried is 180 lbs. per square inch. The ques-tion that now presents itself is: Of what use are the stays onthe crown near the tube sheets and door sheets? Mr. Sandersons communication of last month covers thequestion of expansion of firebox sheets pretty thoroughly andpresents various points of interes
. American engineer and railroad journal . Fig. 1. Fig. 3. /C,lasi C((lpoint. Fig. 2. lower ends of the stays % inch. Here we have an unconsciousapproval of the proposition that the first two rows of crownsheet stays do not stay, and that in view of the fact that thesteam pressure carried is 180 lbs. per square inch. The ques-tion that now presents itself is: Of what use are the stays onthe crown near the tube sheets and door sheets? Mr. Sandersons communication of last month covers thequestion of expansion of firebox sheets pretty thoroughly andpresents various points of interest in the nature and locationof the line of fracture of staybolts. He refers also to the factof excessive local heating causing unusual and unlocked forstrains in sheets and staybolts, and among offer things citesthe irresistible forces at woik due to expansion. Prof. Goss ina recent article before one of the Eastern railroad clubs alsoquotes some stupendous figures on this same subject. ■We have arrived at the point where the concensus of opinionis that in the sheets of the firebox of
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
