A Catechism of the Steam Engine Part 1

A Catechism of the Steam Engine.

by John Bourne.

PREFACE

TO THE FOURTH EDITION.

For some years past a new edition of this work has been called for, but I was unwilling to allow a new edition to go forth with all the original faults of the work upon its head, and I have been too much engaged in the practical construction of steam s.h.i.+ps and steam engines to find time for the thorough revision which I knew the work required. At length, however, I have sufficiently disengaged myself from these onerous pursuits to accomplish this necessary revision; and I now offer the work to the public, with the confidence that it will be found better deserving of the favorable acceptation and high praise it has already received. There are very few errors, either of fact or of inference, in the early editions, which I have had to correct; but there are many omissions which I have had to supply, and faults of arrangement and cla.s.sification which I have had to rectify. I have also had to bring the information, which the work professes to afford, up to the present time, so as to comprehend the latest improvements.

For the sake of greater distinctness the work is now divided into chapters.

Some of these chapters are altogether new, and the rest have received such extensive additions and improvements as to make the book almost a new one.

One purpose of my emendations has been to render my remarks intelligible to a tyro, as well as instructive to an advanced student. With this view, I have devoted the first chapter to a popular description of the Steam Engine--which all may understand who can understand anything--and in the subsequent gradations of progress I have been careful to set no object before the reader for the first time, of which the nature and functions are not simultaneously explained. The design I have proposed to myself, in the composition of this work, is to take a young lad who knows nothing of steam engines, and to lead him by easy advances up to the highest point of information I have myself attained; and it has been a pleasing duty to me to smooth for others the path which I myself found so rugged, and to impart, for the general good of mankind, the secrets which others have guarded with so much jealousy. I believe I am the first author who has communicated that practical information respecting the steam engine, which persons proposing to follow the business of an engineer desire to possess.

My business has, therefore, been the rough business of a pioneer; and while hewing a road through the trackless forest, along which all might hereafter travel with ease, I had no time to attend to those minute graces of composition and petty perfection of arrangement and collocation, which are the attribute of the academic grove, or the literary parterre. I am, nevertheless, not insensible to the advantages of method and clear arrangement in any work professing to instruct mankind in the principles and practice of any art; and many of the changes introduced into the present edition of this work are designed to render it less exceptionable in this respect. The woodcuts now introduced into the work for the first time will, I believe, much increase its interest and utility; and upon the whole I am content to dismiss it into circulation, in the belief that those who peruse it attentively will obtain a more rapid and more practical acquaintance with the steam engine in its various applications, than they would be likely otherwise to acquire.

I have only to add that I have prepared a sequel to the present work, in the shape of a Hand-Book of the Steam Engine, containing the whole of the rules given in the present work, ill.u.s.trated by examples worked out at length, and also containing such useful tables and other data, as the engineer requires to refer to constantly in the course of his practice.

This work may be bound up with the "Catechism," if desired, to which it is in fact a Key.

I shall thankfully receive from engineers, either abroad or at home, accounts of any engines or other machinery, with which they may become familiar in their several localities; and I shall be happy, in my turn, to answer any inquiries on engineering subjects which fall within the compa.s.s of my information. If young engineers meet with any difficulty in their studies, I shall be happy to resolve it if I can; and they may communicate with me upon any such point without hesitation, in whatever quarter of the world they may happen to be.

JOHN BOURNE.

9 BILLITER STREET, LONDON,

_March 1st, 1856_.

PREFACE

TO THE FIFTH EDITION.

The last edition of the present work, consisting of 3,500 copies, having been all sold off in about ten months, I now issue another edition, the demand for the work being still unabated. It affords, certainly, some presumption that a work in some measure supplies an ascertained want, when, though addressing only a limited circle--discoursing only of technical questions, and without any accident to stimulate it into notoriety,--it attains so large a circulation as the present work has reached. Besides being reprinted in America, it has been translated into German, French, Dutch, and I believe, into some other languages, so that there is, perhaps, not too much vanity in the inference that it has been found serviceable to those perusing it. I can with truth say, that the hope of rendering some service to mankind, in my day and generation, has been my chief inducement in writing it, and if this end is fulfilled, I have nothing further to desire.

I regret that circ.u.mstances have prevented me from yet issuing the "Hand-Book" which I have had for some time in preparation, and to which, in my Preface of the last year, I referred. I hope to have sufficient leisure shortly, to give that and some other of my literary designs the necessary attention. Whatever may have been the other impediments to a more prolific authors.h.i.+p, certainly one of them has not been the coldness of the approbation with which my efforts have been received, since my past performances seem to me to have met with an appreciation far exceeding their deserts.

JOHN BOURNE.

_February 2d, 1857_.

PUBLISHERS' NOTICE.

In offering to the American public a reprint of a work on the Steam Engine so deservedly successful, and so long considered standard, the publishers have not thought it necessary that it should be an exact copy of the English edition; there were some details in which they thought it could be improved, and better adapted to the use of American engineers. On this account, the size of the page has been increased to a full 12mo, to admit of larger ill.u.s.trations, which in the English edition are often on too small a scale; and some of the ill.u.s.trations themselves have been supplied by others equally applicable, more recent, and to us more familiar examples. The first part of Chapter XI, devoted in the English edition to English portable and fixed agricultural engines, in this edition gives place entirely to ill.u.s.trations from American practice, of steam engines as applied to different purposes, and of appliances and machines necessary to them. But with the exception of some of the ill.u.s.trations and the description of them, and the correction of a few typographical errors, this edition is a faithful transcript of the latest English edition.

MECHANICAL PRINCIPLES OF THE STEAM ENGINE.

CLa.s.sIFICATION OF ENGINES.

1. _Q._--What is meant by a vacuum?

_A._--A vacuum means an empty s.p.a.ce; a s.p.a.ce in which there is neither water nor air, nor anything else that we know of.

2. _Q._--Wherein does a high pressure differ from a low pressure engine?

_A._--In a high pressure engine the steam, after having pushed the piston to the end of the stroke, escapes into the atmosphere, and the impelling force is therefore that due to the difference between the pressure of the steam and the pressure of the atmosphere. In the condensing engine the steam, after having pressed the piston to the end of the stroke, pa.s.ses into the condenser, in which a vacuum is maintained, and the impelling force is that due to the difference between the pressure of the steam above the piston, and the pressure of the vacuum beneath it, which is nothing; or, in other words, you have then the whole pressure of the steam urging the piston, consisting of the pressure shown by the safety-valve on the boiler, and the pressure of the atmosphere besides.

3. _Q._--In what way would you cla.s.s the various kinds of condensing engines?

_A._--Into single acting, rotative, and rotatory engines. Single acting engines are engines without a crank, such as are used for pumping water.

Rotative engines are engines provided with a crank, by means of which a rotative motion is produced; and in this important cla.s.s stand marine and mill engines, and all engines, indeed, in which the rectilinear motion of the piston is changed into a circular motion. In rotatory engines the steam acts at once in the production of circular motion, either upon a revolving piston or otherwise, but without the use of any intermediate mechanism, such as the crank, for deriving a circular from a rectilinear motion.

Rotatory engines have not hitherto been very successful, so that only the single acting or pumping engine, and the double acting or rotative engine can be said to be in actual use. For some purposes, such, for example, as forcing air into furnaces for smelting iron, double acting engines are employed, which are nevertheless unfurnished with a crank; but engines of this kind are not sufficiently numerous to justify their cla.s.sification as a distinct species, and, in general, those engines may be considered to be single acting, by which no rotatory motion is imparted.

4. _Q._--Is not the circular motion derived from a cylinder engine very irregular, in consequence of the unequal leverage of the crank at the different parts of its revolution?

_A._--No; rotative engines are generally provided with a fly-wheel to correct such irregularities by its momentum; but where two engines with their respective cranks set at right angles are employed, the irregularity of one engine corrects that of the other with sufficient exact.i.tude for many purposes. In the case of marine and locomotive engines, a fly-wheel is not employed; but for cotton spinning, and other purposes requiring great regularity of motion, its use with common engines is indispensable, though it is not impossible to supersede the necessity by new contrivances.

5. _Q._--You implied that there is some other difference between single acting and double acting engines, than that which lies in the use or exclusion of the crank?

_A._--Yes; single acting engines act only in one way by the force of the steam, and are returned by a counter-weight; whereas double acting engines are urged by the steam in both directions. Engines, as I have already said, are sometimes made double acting, though unprovided with a crank; and there would be no difficulty in so arranging the valves of all ordinary pumping engines, as to admit of this action; for the pumps might be contrived to raise water both by the upward and downward stroke, as indeed in some mines is already done. But engines without a crank are almost always made single acting, perhaps from the effect of custom, as much as from any other reason, and are usually spoken of as such, though it is necessary to know that there are some deviations from the usual practice.

NATURE AND USES OF A VACUUM.

6. _Q._--The pressure of a vacuum you have stated is nothing; but how can the pressure of a vacuum be said to be nothing, when a vacuum occasions a pressure of 15 lbs. on the square inch?

_A._--Because it is not the vacuum which exerts this pressure, but the atmosphere, which, like a head of water, presses on everything immerged beneath it. A head of water, however, would not press down a piston, if the water were admitted on both of its sides; for an equilibrium would then be established, just as in the case of a balance which retains its equilibrium when an equal weight is added to each scale; but take the weight out of one scale, or empty the water from one side of the piston, and motion or pressure is produced; and in like manner pressure is produced on a piston by admitting steam or air upon the one side, and withdrawing the steam or air from the other side. It is not, therefore, to a vacuum, but rather to the existence of an unbalanced plenum, that the pressure made manifest by exhaustion is due, and it is obvious therefore that a vacuum of itself would not work an engine.

7. _Q._--How is the vacuum maintained in a condensing engine?

_A._--The steam, after having performed its office in the cylinder, is permitted to pa.s.s into a vessel called the condenser, where a shower of cold water is discharged upon it. The steam is condensed by the cold water, and falls in the form of hot water to the bottom of the condenser. The water, which would else be acc.u.mulated in the condenser, is continually being pumped out by a pump worked by the engine. This pump is called the air pump, because it also discharges any air which may have entered with the water.

8. _Q._--If a vacuum be an empty s.p.a.ce, and there be water in the condenser, how can there be a vacuum there?

_A._--There is a vacuum above the water, the water being only like so much iron or lead lying at the bottom.

9. _Q._--Is the vacuum in the condenser a perfect vacuum?