Pneumatic Spreader Fired Boiler With Fire Bars

RFP (Radiant Furnace Smoke tube with Pneumatic Feeding)

RFP SERIES
Automatic feeding of fuels. Both auto and manual feeding of fuels simultaneously is possible.
Maximum flexibility in the choice of fuels.
More free board area. Hence complete combustion.

RANGE :
Capacity : 2 to 15 TPH
Working pressure : Upto 42 Kg/cm²
Fuels : Solid fuels like Coal, Wood (Waste / chips also husk, Baggasse, groundnut / Coconut Shell etc.,
Optional : Oil and gas.

Multi-tube boilers

A significant step forward came in France in 1828 when Marc Ssguin devised a two-pass boiler of which the second pass was formed by a bundle of multiple tubes. A similar design with natural induction used for marine purposes was the popular “Scotch” marine boiler. Prior to the Rainhill trials of 1829 Henry Booth, treasurer of the Liverpool and Meanchester Railway suggested to George Stephenson, a scheme for a multi-tube one-pass horizontal boiler made up of two units: a Firebox surrounded by water spaces and a boiler barrel consisting of two telescopic rings inside which were mounted 25 copper tubes; the tube bundle occupied much of the water space in the barrel and vastly improved heat transfer.

The firebox of a coal-fired train steam engine.


Section of typical boiler and firebox

Old George immediately communicated the scheme to his son Robert and this was the boiler used on Stephenson's Rocket, outright winner of the trial. The design was and formed the basis for all subsequent Stephensonian-built locomotives, being immediately taken up by other constructors; this pattern of fire-tube boiler has been built ever since

Cylindrical fire-tube boiler

An early proponent of the cylindrical form, was the American engineer, Oliver Evans who rightly recognised that the cylindrical form was the best from the point of view of mechanical resistance and towards the end of the 18th Century began to incorporate it into his projects. Probably inspired by the writings on Leupold’s “high-pressure” engine scheme that appeared in encyclopaedic works from 1725, Evans favoured “strong steam” i.e. non condensing engines in which the steam pressure alone drove the piston and was then exhausted to atmosphere.
The advantage of strong steam as he saw it was that more work could be done by smaller volumes of steam; this enabled all the components to be reduced in size and engines could be adapted to transport and small installations. To this end he developed a long cylindrical wrought iron horizontal boiler into which was incorporated a single fire tube, at one end of which was placed the fire grate. The gas flow was then reversed into a passage or flue beneath the boiler barrel, then divided to return through side flues to join again at the chimney (Columbian engine boiler). Evans incorporated his cylindrical boiler into several engines, both stationary and mobile. Due to space and weight considerations the latter were one-pass exhausting directly from fire tube to chimney. Another proponent of “strong steam” at that time was the Cornishman, Richard Trevithick. His boilers worked at 40–50 psi (276–345 kPa) and were at first of hemispherical then cylindrical form. From 1804 onwards Trevithick produced a small two-pass or return flue boiler for semi-portable and locomotive engines.

Trevithick's engine of 1806 is built around

an early example of a flued boiler (specifically, a return-flue type)

The Cornish boiler developed around 1812 by Richard Trevithick was both stronger and more efficient than the simple boilers which preceded it. It consisted of a cylindrical water tank around 27 feet (8.2 m) long and 7 feet (2.1 m) in diameter, and had a coal fire grate placed at one end of a single cylindrical tube about three feet wide which passed longitudinally inside the tank. The fire was tended from one end and the hot gases from it travelled along the tube and out of the other end, to be circulated back along flues running along the outside then a third time beneath the boiler barrel before being expelled into a chimney. This was later improved upon by another 3-pass boiler, the Lancashire boiler which had a pair of furnaces in separate tubes side-by-side. This was an important improvement since each furnace could be stoked at different times, allowing one to be cleaned while the other was operating.

Lancashire boiler, from Fairbairn's lecture

Railway locomotive boilers were usually of the 1-pass type, although in early days, 2-pass "return flue" boilers were common, especially with locomotives built by timothy Hackworth.

Haycock and wagon top boilers

Haycock and wagon top boilers

Newcomen steam engine.
– Steam is shown pink and water is blue.
– Valves move from open (green) to closed (red)

For the first Newcomen engine of 1712, the boiler was little more than large brewer’s kettle installed beneath the power cylinder.

Kettle from a Korean tea house.

Because the engine’s power was derived from the vacuum produced by condensation of the steam, the requirement was for large volumes of steam at very low pressure hardly more than 1 psi (6.9 kPa) The whole boiler was set into brickwork which retained some heat.

Pump to demonstrate vacuum

A large vacuum chaber

A wall built in Flemish bond

A voluminous coal fire was lit on a grate beneath the slightly dished pan which gave a very small heating surface; there was therefore a great deal of heat wasted up the chimney. In later models, notably by John Smeaton, heating surface was considerably increased by making the gases heat the boiler sides, passing through a flue. Smeaton further lengthened the path of the gases by means of a spiral labyrinth flue beneath the boiler. These under-fired boilers were used in various forms throughout the 18th Century. Some were of round section (haycock). A longer version on a rectangular plan was developed around 1775 by Boulton and Watt (wagon top boiler). This is what is today known as a three-pass boiler, the fire heating the underside, the gases then passing through a central square-section tubular flue and finally around the boiler sides.