MR # 2299
| MR # 2299 | |
|---|---|
 only known photo of the locomotive
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| Numbering: | 2299 |
| Number: | 1 |
| Manufacturer: | Derby Works |
| Year of construction (s): | 1908 |
| Retirement: | 1915 |
| Type : | 1'C1 'h8 |
| Service mass: | 69.8 t |
| Top speed: | 130 km / h |
| Driving wheel diameter: | 1625 mm |
| Impeller diameter: | 1000 mm |
| Number of cylinders: | 8th |
| Cylinder diameter: | 457 mm (18 ″) |
| Piston stroke: | 305 mm (12 ″) |
| Boiler overpressure: | 12.4 bar |
| Grate area: | 5.1 m² |
| Locomotive brake: | Vapor barrier |
The no. 2299 of the Midland Railway , also known as Paget locomotive known was a 1908 completed experimental steam locomotive , in a new steam engine and a new firebox were tried.
history
The design came from Cecil Paget, the former works manager of the railway's own workshop in Derby Works , who initially financed the project out of his own pocket. Construction of the locomotive began under his supervision in 1906, but the project ran out of money after a short time. Cecil Paget was promoted to head of railway operations, so that the locomotive had to be completed by chief engineer Richard Deeley with funds from the railway.
The first experiments under steam took place in January 1909. Right from the start there were problems with the control valves of the cylinders. The locomotive carried out several test runs from Derby to London and Manchester .
During an attempt in 1912, the locomotive got stuck in a curve at Syston. The engine of the locomotive seized during towing, so that the main line was blocked for seven hours. Before the locomotive could be moved again, the control linkage had to be dismantled because there were problems with the sleeve valves again, which had cracked in several places. After this incident, the locomotive was parked and removed from stock in 1915. The demolition took place in 1919.
technology
A new steam engine should be tried out for a smoother running of the locomotive. Attempts were also made to save costs by installing a dry fire box without a water jacket.
Steam engine
The smooth running of the locomotive should be achieved by a multi-piston steam engine in which the engine had less imbalance . Similar to an internal combustion engine , the steam engine had eight cylinders with single-acting plunger pistons that worked on the direct current principle . It was arranged horizontally in two blocks of four cylinders between the frame cheeks . One block was between the first and second drive axles , the other between the second and third. All driving axles were cranked . The outer cylinders of the first block act on the first drive axis, the inner two of the first and the outer two of the second block act on the second central drive axis and the inner two of the second block act on the third drive axis. Thus, the first drive axle had two cranks on the outside, the second four cranks and the third two cranks on the inside. The locomotive was designed with an outer frame so that there was enough space between the frame cheeks for the cylinder blocks.
control
The cylinders were controlled by rotating sleeve valves. The valves were driven by a longitudinal shaft that ended in a gear located behind the fire box, which also contained the switchover for reverse travel, which could be controlled via a steam cylinder. The transmission took the movement from an additional crank arranged in the extension of the coupling rods.
Steam boiler
The boiler was as a normal fire-tube boiler according to Stephenson built, but had a dry firebox. The classic fire box was an elaborate construction made of copper with stud bolts , which was no longer available. This should save material, production and maintenance costs. There came a firebox with a lining of refractory bricks on the rear wall and the side walls are used. In contrast to the Brotan kettle , no riser pipes in the area of the fire box were used. There was only a water room directly above the fire box, the ceiling of which was held in place by studs. A fire bridge that was bricked up at a certain distance in front of the pipe wall prevented cold combustion air from reaching it. The very long fire box had two fire holes to feed the 5.1 m² grate. It was the largest grate ever installed in the UK.
probation
Although the locomotive is said to have reached 130 km / h with a full load, it was not a success. In addition to steam leaks from the plungers, the sleeve valves were the main cause of the locomotive's failure. The sleeves were made of phosphor bronze , the valve housings were made of cast iron - two materials with different coefficients of expansion . This led to leaks or seizure of the valves.
The boiler had excellent evaporation capacity, but the brick fire box did not prove itself. The fireclay bricks cracked, shattered and sometimes fell out of the brickwork - an experience that was also made in other firebreaks with brickwork in railway operations.
Web links
- Strange Locomotives - Paget locomotive (Midland Railway). In: YouTube. April 25, 2018(English).
Individual evidence
- ↑ a b Multi-cylinder locomotive Midland Ry . In: Locomotive Magazine . No. 420 , August 27, 1927, p. 243-244 .
- ^ Strange Locomotives
- ^ The Paget Locomotive. In: Chasewaterstuff's Railway & Canal Blog. July 14, 2013, accessed October 7, 2018 .
- ^ A b P. Ransome-Wallis: Illustrated Encyclopedia of World Railway Locomotives . Courier Corporation, 2001, ISBN 978-0-486-41247-4 , pp. 462-463 ( google.com ).
- ^ Douglas Self: The Paget Locomotive. In: Unusual Steam Locomotives. February 8, 2004, accessed October 7, 2018 .