Advanced steam technology - Revision history

Tideflat: /* Anderson and Holcroft */ add comment warning that Anderson condensing system redirects to this section

2024-10-04T08:39:12Z

Anderson and Holcroft: add comment warning that Anderson condensing system redirects to this section

← Previous revision		Revision as of 08:39, 4 October 2024
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	===Anderson and Holcroft ===		===Anderson and Holcroft ===
			<!-- [[Anderson condensing system]] redirects here -->
	Trials of the Anderson condensing system on the [[Southern Railway (Great Britain)]] took place between 1930 and 1935.<ref name="Holcroft, SHC" /> [[Condensing steam locomotive\|Condensing apparatus]] has not been widely used on steam locomotives, because of the additional complexity and weight, but it offers four potential advantages:		Trials of the Anderson condensing system on the [[Southern Railway (Great Britain)]] took place between 1930 and 1935.<ref name="Holcroft, SHC" /> [[Condensing steam locomotive\|Condensing apparatus]] has not been widely used on steam locomotives, because of the additional complexity and weight, but it offers four potential advantages:
	* Improved thermal efficiency		* Improved thermal efficiency

The ed17: Added {{Cleanup}} tag

2024-05-15T15:23:58Z

Added {{Cleanup}} tag

← Previous revision		Revision as of 15:23, 15 May 2024
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	{{Short description\|Evolution of steam power beyond mainstream mid-20th-century implementations}}		{{Short description\|Evolution of steam power beyond mainstream mid-20th-century implementations}}
			{{Cleanup\|reason=unclear scope\|date=May 2024}}
	{{use dmy dates\|date=August 2020}}		{{use dmy dates\|date=August 2020}}
	[[File:Sentinel-Cammell Steam Railcar No 5208 g.jpg\|thumb\|250px\|Sentinel-Cammell steam railcar]]		[[File:Sentinel-Cammell Steam Railcar No 5208 g.jpg\|thumb\|250px\|Sentinel-Cammell steam railcar]]

Redrose64: /* Anderson and Holcroft */ freshen link

2024-04-03T21:25:12Z

Anderson and Holcroft: freshen link

← Previous revision		Revision as of 21:25, 3 April 2024
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	* Reduced noise		* Reduced noise

	The Anderson condensing system uses a process known as [[mechanical vapor recompression]]. It was devised by a [[Glasgow]] marine engineer, [[Harry Percival Harvey Anderson]].<ref>{{cite web\| url=~~http~~://~~www.~~steamindex.com/people/engrs.htm \|title=Brief Biographies of Mechanical Engineers \|website=~~Steamindex~~.com \|access-date=2012-02-13}}</ref> The theory was that, by removing around 600 of the 970 [[British thermal unit]]s present in each [[pound (mass)\|pound]] of steam (1400 of the 2260 [[kilojoule]]s in each [[kilogram]]), it would be possible to return the exhaust steam to the boiler by a pump which would consume only 1–2% of the engine's power output. Between 1925 and 1927 Anderson, and another Glasgow engineer [[John McCullum]] (some sources give McCallum), conducted experiments on a stationary steam plant with encouraging results. A company, Steam Heat Conservation (SHC), was formed and a demonstration of Anderson's system was arranged at Surbiton Electricity Generating Station.<ref name="Holcroft, SHC" />{{sfnp\|Holcroft\|1965\|loc=Appendix V, Surbiton Power Station: Short Test of Fuel-Saving 7–8 January 1932 \|pages=207–209}}		The Anderson condensing system uses a process known as [[mechanical vapor recompression]]. It was devised by a [[Glasgow]] marine engineer, [[Harry Percival Harvey Anderson]].<ref>{{cite web \|url=https://steamindex.com/people/engrs.htm#andersonhph \|title=Brief Biographies of Major Mechanical Engineers \|website=steamindex.com \|access-date=2012-02-13 \|at=Anderson, Harry Percival Harvey }}</ref> The theory was that, by removing around 600 of the 970 [[British thermal unit]]s present in each [[pound (mass)\|pound]] of steam (1400 of the 2260 [[kilojoule]]s in each [[kilogram]]), it would be possible to return the exhaust steam to the boiler by a pump which would consume only 1–2% of the engine's power output. Between 1925 and 1927 Anderson, and another Glasgow engineer [[John McCullum]] (some sources give McCallum), conducted experiments on a stationary steam plant with encouraging results. A company, Steam Heat Conservation (SHC), was formed and a demonstration of Anderson's system was arranged at Surbiton Electricity Generating Station.<ref name="Holcroft, SHC" />{{sfnp\|Holcroft\|1965\|loc=Appendix V, Surbiton Power Station: Short Test of Fuel-Saving 7–8 January 1932 \|pages=207–209}}

	SHC was interested in applying the system to a railway locomotive and contacted [[Richard Maunsell]] of the Southern Railway. Maunsell requested that a controlled test be carried out at [[Surbiton]] and this was done about 1929. Maunsell's technical assistant, [[Harold Holcroft]], was present and a fuel saving of 29% was recorded, compared to conventional atmospheric working. The Southern Railway converted [[SECR N class]] locomotive number A816 (later 1816 and 31816) to the Anderson system in 1930. The locomotive underwent trials and initial results were encouraging. After an uphill trial from [[Eastleigh railway station\|Eastleigh]] to Litchfield Summit, Holcroft is reported as saying:		SHC was interested in applying the system to a railway locomotive and contacted [[Richard Maunsell]] of the Southern Railway. Maunsell requested that a controlled test be carried out at [[Surbiton]] and this was done about 1929. Maunsell's technical assistant, [[Harold Holcroft]], was present and a fuel saving of 29% was recorded, compared to conventional atmospheric working. The Southern Railway converted [[SECR N class]] locomotive number A816 (later 1816 and 31816) to the Anderson system in 1930. The locomotive underwent trials and initial results were encouraging. After an uphill trial from [[Eastleigh railway station\|Eastleigh]] to Litchfield Summit, Holcroft is reported as saying:

RekishiEJ: /* Advantages of advanced steam technology */

2023-10-28T12:30:24Z

Advantages of advanced steam technology

← Previous revision		Revision as of 12:30, 28 October 2023
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	===Advantages of advanced steam technology===		===Advantages of advanced steam technology===
	In principle, combustion and power delivery of steam plant can be considered as separate stages. While high overall thermal efficiency may be difficult to achieve, largely due to the extra stage of generating a working fluid between combustion and power delivery attributable mainly to leakages and heat losses,<ref name=Porta/>{{rp\|54–61}} the separation of the processes allows specific problems to be addressed at each stage without revising the whole system every time. For instance, the boiler or steam generator can be adapted to use any heat source, whether obtained from solid, liquid or gaseous fuel, and can use [[waste heat]]. Whatever the choice, it will have no direct effect on the design of the engine unit, as that only ever has to deal with steam.		In principle, combustion and power delivery of steam plant can be considered separate stages. While high overall thermal efficiency may be difficult to achieve, largely due to the extra stage of generating a working fluid between combustion and power delivery attributable mainly to leakages and heat losses,<ref name=Porta/>{{rp\|54–61}} the separation of the processes allows specific problems to be addressed at each stage without revising the whole system every time. For instance, the boiler or steam generator can be adapted to use any heat source, whether obtained from solid, liquid or gaseous fuel, and can use [[waste heat]]. Whatever the choice, it will have no direct effect on the design of the engine unit, as that only ever has to deal with steam.

	==Early twenty-first century==		==Early twenty-first century==

Andy Dingley: /* Anderson and Holcroft */

2023-09-28T12:10:05Z

Anderson and Holcroft

← Previous revision		Revision as of 12:10, 28 September 2023
Line 21:		Line 21:
	* Reduced noise		* Reduced noise

	The Anderson condensing system uses a process known as [[mechanical vapor recompression]]. It was devised by a [[Glasgow]] marine engineer, [[Harry Percival Harvey Anderson]].<ref>{{cite web\| url=http://www.steamindex.com/people/engrs.htm \|title=Brief Biographies of Mechanical Engineers \|website=Steamindex.com \|access-date=2012-02-13}}</ref> The theory was that, by removing around 600 of the 970 [[British thermal unit]]s present in each [[pound (mass)\|pound]] of steam (1400 of the 2260 [[kilojoule]]s in each [[kilogram]]), it would be possible to return the exhaust steam to the boiler by a pump which would consume only 1–2% of the engine's power output. Between 1925 and 1927 Anderson, and another Glasgow engineer [[John McCullum]] (some sources give McCallum), conducted experiments on a stationary steam plant with encouraging results. A company, Steam Heat Conservation (SHC), was formed and a demonstration of Anderson's system was arranged at Surbiton Electricity Generating Station.<ref name="Holcroft, SHC" />		The Anderson condensing system uses a process known as [[mechanical vapor recompression]]. It was devised by a [[Glasgow]] marine engineer, [[Harry Percival Harvey Anderson]].<ref>{{cite web\| url=http://www.steamindex.com/people/engrs.htm \|title=Brief Biographies of Mechanical Engineers \|website=Steamindex.com \|access-date=2012-02-13}}</ref> The theory was that, by removing around 600 of the 970 [[British thermal unit]]s present in each [[pound (mass)\|pound]] of steam (1400 of the 2260 [[kilojoule]]s in each [[kilogram]]), it would be possible to return the exhaust steam to the boiler by a pump which would consume only 1–2% of the engine's power output. Between 1925 and 1927 Anderson, and another Glasgow engineer [[John McCullum]] (some sources give McCallum), conducted experiments on a stationary steam plant with encouraging results. A company, Steam Heat Conservation (SHC), was formed and a demonstration of Anderson's system was arranged at Surbiton Electricity Generating Station.<ref name="Holcroft, SHC" />{{sfnp\|Holcroft\|1965\|loc=Appendix V, Surbiton Power Station: Short Test of Fuel-Saving 7–8 January 1932 \|pages=207–209}}

	SHC was interested in applying the system to a railway locomotive and contacted [[Richard Maunsell]] of the Southern Railway. Maunsell requested that a controlled test be carried out at [[Surbiton]] and this was done about 1929. Maunsell's technical assistant, [[Harold Holcroft]], was present and a fuel saving of 29% was recorded, compared to conventional atmospheric working. The Southern Railway converted [[SECR N class]] locomotive number A816 (later 1816 and 31816) to the Anderson system in 1930. The locomotive underwent trials and initial results were encouraging. After an uphill trial from [[Eastleigh railway station\|Eastleigh]] to Litchfield Summit, Holcroft is reported as saying:		SHC was interested in applying the system to a railway locomotive and contacted [[Richard Maunsell]] of the Southern Railway. Maunsell requested that a controlled test be carried out at [[Surbiton]] and this was done about 1929. Maunsell's technical assistant, [[Harold Holcroft]], was present and a fuel saving of 29% was recorded, compared to conventional atmospheric working. The Southern Railway converted [[SECR N class]] locomotive number A816 (later 1816 and 31816) to the Anderson system in 1930. The locomotive underwent trials and initial results were encouraging. After an uphill trial from [[Eastleigh railway station\|Eastleigh]] to Litchfield Summit, Holcroft is reported as saying:

Andy Dingley: /* References */

2023-09-25T12:45:24Z

References

← Previous revision		Revision as of 12:45, 25 September 2023
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	\|title=Locomotive Adventure: Fifty Years With Steam		\|title=Locomotive Adventure: Fifty Years With Steam
	\|publisher=[[Ian Allan Publishing\|Ian Allan]]		\|publisher=[[Ian Allan Publishing\|Ian Allan]]
	\|chapter=		\|chapter=XIII Interlude: A New Horizon, 1927 et seq.
	\|pages=		\|pages=155–173
	}}</ref>		}}</ref>

Andy Dingley: /* Holcroft and Anderson */ Anderson and Holcroft - Anderson was clearly the primary instigator in this

2023-09-25T12:36:51Z

Holcroft and Anderson: Anderson and Holcroft - Anderson was clearly the primary instigator in this

← Previous revision		Revision as of 12:36, 25 September 2023
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	In the UK, [[Sentinel Waggon Works]] developed a vertical [[water-tube boiler]] running at {{convert\|275\|psi\|MPa\|2\|abbr=on\|lk=on}} which was used in road vehicles, shunting locomotives and railcars. Steam could be raised much more quickly than with a conventional [[locomotive boiler]].		In the UK, [[Sentinel Waggon Works]] developed a vertical [[water-tube boiler]] running at {{convert\|275\|psi\|MPa\|2\|abbr=on\|lk=on}} which was used in road vehicles, shunting locomotives and railcars. Steam could be raised much more quickly than with a conventional [[locomotive boiler]].

	===~~Holcroft~~ and ~~Anderson~~===		===Anderson and Holcroft ===
	Trials of the Anderson condensing system on the [[Southern Railway (Great Britain)]] took place between 1930 and 1935.<ref name="Holcroft, SHC" /> [[Condensing steam locomotive\|Condensing apparatus]] has not been widely used on steam locomotives, because of the additional complexity and weight, but it offers four potential advantages:		Trials of the Anderson condensing system on the [[Southern Railway (Great Britain)]] took place between 1930 and 1935.<ref name="Holcroft, SHC" /> [[Condensing steam locomotive\|Condensing apparatus]] has not been widely used on steam locomotives, because of the additional complexity and weight, but it offers four potential advantages:
	* Improved thermal efficiency		* Improved thermal efficiency

Andy Dingley: /* Novel versus conventional layout */

2023-09-25T12:35:04Z

Novel versus conventional layout

← Previous revision		Revision as of 12:35, 25 September 2023
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	====Novel versus conventional layout====		====Novel versus conventional layout====
		⚫	[[File:Sentinel-Cammel.jpg\|thumb\|Sentinel-Cammell locomotive]] A design mounted on power bogies with compact water-tube boiler similar to [[Sentinel Waggon Works\|Sentinel]] designs of the 1930s. Example: Sentinel-Cammell locomotive (right).
	Both 52{{nbsp}}8055 and the proposed 5AT are of conventional layout, with the cab at the back, while the ACE{{nbsp}}3000 had the cab located at the front. Other approaches are possible, especially with liquid fuel firing. For example:		Both 52{{nbsp}}8055 and the proposed 5AT are of conventional layout, with the cab at the back, while the ACE{{nbsp}}3000 had the cab located at the front. Other approaches are possible, especially with liquid fuel firing. For example:
	; [[Cab forward\|Cab-forward]] type: This is a well-tried design with the potential for a large power output and would provide the driver good visibility. Being single-ended it would have to be turned on a [[turntable (railroad)\|turntable]], or a triangular junction. Example: [[Southern Pacific 4294]].		; [[Cab forward\|Cab-forward]] type: This is a well-tried design with the potential for a large power output and would provide the driver good visibility. Being single-ended it would have to be turned on a [[turntable (railroad)\|turntable]], or a triangular junction. Example: [[Southern Pacific 4294]].
	; [[Garratt]] type: Another well-tried design with large power potential. Example: [[South Australian Railways 400 class]]. A future design could include shorter water tanks, and a cab at each end, to give the driver a good view in either direction.		; [[Garratt]] type: Another well-tried design with large power potential. Example: [[South Australian Railways 400 class]]. A future design could include shorter water tanks, and a cab at each end, to give the driver a good view in either direction.
			; With power bogies:
⚫	~~; With power bogies:~~[[File:Sentinel-Cammel.jpg\|thumb~~\|200px~~\|Sentinel-Cammell locomotive]] A design mounted on power bogies with compact water-tube boiler similar to [[Sentinel Waggon Works\|Sentinel]] designs of the 1930s. Example: Sentinel-Cammell locomotive (right).

	====Fireless locomotives====		====Fireless locomotives====

Andy Dingley: /* Holcroft and Anderson */

2023-09-25T12:33:54Z

Holcroft and Anderson

← Previous revision		Revision as of 12:33, 25 September 2023
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	* Reduced noise		* Reduced noise

	The Anderson condensing system uses a process known as [[mechanical vapor recompression]]. It was devised by a [[Glasgow]] marine engineer, [[Harry Percival Harvey Anderson]].<ref>{{cite web\| url=http://www.steamindex.com/people/engrs.htm \|title=Brief Biographies of Mechanical Engineers \|website=Steamindex.com \|access-date=2012-02-13}}</ref> The theory was that, by removing around 600 of the 970 [[British thermal unit]]s present in each [[pound (mass)\|pound]] of steam (1400 of the 2260 [[kilojoule]]s in each [[kilogram]]), it would be possible to return the exhaust steam to the boiler by a pump which would consume only 1–2% of the engine's power output. Between 1925 and 1927 Anderson, and another Glasgow engineer [[John McCullum]] (some sources give McCallum), conducted experiments on a stationary steam plant with encouraging results. A company, Steam Heat Conservation (SHC), was formed and a demonstration of Anderson's system was arranged at Surbiton Electricity Generating Station.		The Anderson condensing system uses a process known as [[mechanical vapor recompression]]. It was devised by a [[Glasgow]] marine engineer, [[Harry Percival Harvey Anderson]].<ref>{{cite web\| url=http://www.steamindex.com/people/engrs.htm \|title=Brief Biographies of Mechanical Engineers \|website=Steamindex.com \|access-date=2012-02-13}}</ref> The theory was that, by removing around 600 of the 970 [[British thermal unit]]s present in each [[pound (mass)\|pound]] of steam (1400 of the 2260 [[kilojoule]]s in each [[kilogram]]), it would be possible to return the exhaust steam to the boiler by a pump which would consume only 1–2% of the engine's power output. Between 1925 and 1927 Anderson, and another Glasgow engineer [[John McCullum]] (some sources give McCallum), conducted experiments on a stationary steam plant with encouraging results. A company, Steam Heat Conservation (SHC), was formed and a demonstration of Anderson's system was arranged at Surbiton Electricity Generating Station.<ref name="Holcroft, SHC" />

	SHC was interested in applying the system to a railway locomotive and contacted [[Richard Maunsell]] of the Southern Railway. Maunsell requested that a controlled test be carried out at [[Surbiton]] and this was done about 1929. Maunsell's technical assistant, [[Harold Holcroft]], was present and a fuel saving of 29% was recorded, compared to conventional atmospheric working. The Southern Railway converted [[SECR N class]] locomotive number A816 (later 1816 and 31816) to the Anderson system in 1930. The locomotive underwent trials and initial results were encouraging. After an uphill trial from [[Eastleigh railway station\|Eastleigh]] to Litchfield Summit, Holcroft is reported as saying:		SHC was interested in applying the system to a railway locomotive and contacted [[Richard Maunsell]] of the Southern Railway. Maunsell requested that a controlled test be carried out at [[Surbiton]] and this was done about 1929. Maunsell's technical assistant, [[Harold Holcroft]], was present and a fuel saving of 29% was recorded, compared to conventional atmospheric working. The Southern Railway converted [[SECR N class]] locomotive number A816 (later 1816 and 31816) to the Anderson system in 1930. The locomotive underwent trials and initial results were encouraging. After an uphill trial from [[Eastleigh railway station\|Eastleigh]] to Litchfield Summit, Holcroft is reported as saying:

	<blockquote>		<blockquote>
	"In the ordinary way this would have created much noise and clouds of steam, but with the condensing set in action it was all absorbed with the ease with which snow would melt in a furnace! The engine was as silent as an electric locomotive and the only faint noises were due to slight pounding of the rods and a small blow at a piston gland. This had to be experienced to be believed; but for the regulator being wide open and the reverser well over, one would have imagined that the second engine (an [[LSWR T14 class]] that had been provided as a back-up) was propelling the first."<ref>{{cite book\| last=Robertson\| first=Kevin\| title=Leader and Southern Experimental Steam\| publisher=Alan Sutton Publishing\| year=1990\| pages=22–33\| isbn=0-86299-743-7}}</ref>		"In the ordinary way this would have created much noise and clouds of steam, but with the condensing set in action it was all absorbed with the ease with which snow would melt in a furnace! The engine was as silent as an electric locomotive and the only faint noises were due to slight pounding of the rods and a small blow at a piston gland. This had to be experienced to be believed; but for the regulator being wide open and the reverser well over, one would have imagined that the second engine (an [[LSWR T14 class]] that had been provided as a back-up) was propelling the first."<ref>{{cite book\| last=Robertson\| first=Kevin\| title=Leader and Southern Experimental Steam\| publisher=Alan Sutton Publishing\| year=1990\| pages=22–33\| isbn=0-86299-743-7}}</ref>
	</blockquote>		</blockquote>

	The trials continued until 1934 but various problems arose and the project went no further. The locomotive was converted back to standard form in 1935.<ref >{{cite web\| first=Douglas\| last=Self\| author-link=Douglas Self\| url=http://www.douglas-self.com/MUSEUM/LOCOLOCO/holcroft/holcroft.htm\| title=The Holcroft-Anderson Recompression Locomotive\| date=2008-04-01\|access-date=2012-02-12}}</ref>		The trials continued until 1934 but various problems arose, mostly with the fan for [[forced draught]], and the project went no further.<ref name="Holcroft, SHC" /> The locomotive was converted back to standard form in 1935.<ref >{{cite web\| first=Douglas\| last=Self\| author-link=Douglas Self\| url=http://www.douglas-self.com/MUSEUM/LOCOLOCO/holcroft/holcroft.htm\| title=The Holcroft-Anderson Recompression Locomotive\| date=2008-04-01\|access-date=2012-02-12}}</ref>

	===André Chapelon===		===André Chapelon===

Andy Dingley: /* References */

2023-09-25T12:31:18Z

References

@@ Line 104: / Line 104: @@
 == References ==
-{{reflist}}
+{{reflist|refs=
 {{Steam engine configurations|state=collapsed}}

← Previous revision		Revision as of 15:23, 15 May 2024
Line 1:		Line 1:
	{{Short description\|Evolution of steam power beyond mainstream mid-20th-century implementations}}		{{Short description\|Evolution of steam power beyond mainstream mid-20th-century implementations}}
			{{Cleanup\|reason=unclear scope\|date=May 2024}}
	{{use dmy dates\|date=August 2020}}		{{use dmy dates\|date=August 2020}}
	[[File:Sentinel-Cammell Steam Railcar No 5208 g.jpg\|thumb\|250px\|Sentinel-Cammell steam railcar]]		[[File:Sentinel-Cammell Steam Railcar No 5208 g.jpg\|thumb\|250px\|Sentinel-Cammell steam railcar]]