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Diagramatic section through an earlier steam locomotive boiler and firebox to the right. Note the boiler is not fitted with a superheater. In the standard steam locomotive fire-tube boiler, the firebox is surrounded by water space on five sides. The bottom of the firebox is open to atmospheric pressure, but covered by fire grates (solid fuel ...
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. 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 ...
The typical locomotive firebox of the day was long and narrow, fitting in between the locomotive's frames. The successful design of a trailing truck with the firebox mounted behind the driving wheels (e.g. the Pacific or 4-6-2 class) not yet been developed. Wootten instead mounted his huge firebox above the locomotive's driving wheels. The ...
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The earliest locomotives, such as Stephenson's Rocket, had no cab; the locomotive controls and a footplate for the crew were simply left open to the elements. However, to protect locomotive crews against adverse weather conditions, locomotives gradually came to be equipped with a roof and protective walls, and the expression "cab" refers to the cabin created by such an arrangement.
[5] [7]: 18 Early American locomotives had bar frames, made from steel bar; in the 20th century they usually had cast steel frames or, in the final decades of steam locomotive design, a cast steel locomotive bed – a one-piece steel casting for the entire locomotive frame, cylinders, valve chests, steam pipes, and smokebox saddle, all as a ...
The J class adopted an alternative approach to the problem by employing a high-set boiler (with the boiler centre 9 ft 2 + 1 ⁄ 2 in (2.807 m) above rail level, [9] compared with 8 ft 4 in (2.54 m) for the K class [10]) setting the firebox above the frames and driving wheels, and retaining the K class' short wheelbase.
On one side was the development of a steam turbine locomotive, eventually designated as Class V1 resembling the later Chesepeake & Ohio M-1, albeit with a 4-8-0+4-8-0 wheel arrangement. This locomotive spent years in development, but never materialized, though did culminate in the construction of the S2 of 1944.