The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1902-08-14
RAILROAD NEWS.
Santa Fe Men Criticise Wander
bilt Fire Boxes.
C. F. Lape Says They Are
Structurally Weak.
PRESCOTT'S OPINION.
Says the Trouble is With Water
Circulation.
Santa Fe Has Many Vanderbilt
Boxes in Use.
PRESCOTT'S OPINION.

SAdIlSS L L CSSOltp a focAtd l. e Ciie9A
neer whose home is at San Bernardino.
Cal. has Joined in the controversy con-
corning the value of the Vanderbilt fire.
boxes, which were invented by the son
of Millionaire Vanderbilt, and which
have been adopted by the Santa Fe in
many OF it's latest style engines.
Mr.. Prescott believes that the Wander
bilt flreboxes are all right in structural
stability, but thinks that they are dam
gerous until improved by the addition
of 4. circulating pipe.
G. F. Lape, former master mechanic OF
the Santa Fe in San Bernardino. is also
a believer in the Vanderbilt firebox, but
should be made.
The controversy concerning the strong
and weak points of the Vanderbilt fire.
boxes is one which is of interest to all
ment, and the following cOmmunica-
tions OH the subject from Mr.. Lape and
Mr.. Prescott to the Railway Age will
be of interest
The first is from c. F. Lape, and is
dated Chicago, July II. 1t appeared in
the Railway Age for July IS:
while here in Chicago in converse
ton with a number of railroad men, L
find that there is some objection to the
Vanderbilt corrugated firebox, owing to
the fact of it's coming down-in other
words. collapsing. l know it is fact,
that there have been cases of this kind.
ana Inlnk the cOlldpS1nS Is que 10 The
construction, namely, because the cor
rugations extending inwardly toward
the water space are not as sharp as they
should be. If they were sharper, more
of 'V'' shape than they now are, they
would better resist the pressure ana
would also give better support for the
inward corrugation or the corrugatioN
extending toward the fire, than when
they are both the same shape. Another
feature in reference to the construction
of the tube is that after it has been cor
rugated there is no reason, to my mind,
why it should not be hardened, as there
are no staybolts or anything else that
the hardening would interfere with. My
idea would be, that after the tube has
been corrugated and fitted, it should be
made red hot or of about the same tenn
per that we would make spring steel
for setting springs. 1t should then be
revolved and oil poured on the outside
until the tube is black. Then turn the
tube on end, covering over the open end
SO that the heat from the inside would
have to penetrate out, thereby drawing
the temper, equalizing the expansion
and contraction caused from the tenn
pering. In other words, draw the tenn
per from its own heat from the inside
I am strong advocate of the Wander
bilt firebox and believe that it SHOULD
not be condemned until it has had &
more fair and thorough test than it has
had heretofore. / believe it has come to
stay and it will fill a long-felt want in
become such an expense to the railroad
companies in the way of repairs to fire
boxes. c. T. LAPE."
Engineer Prescott, in the Railway
Age for August 8, discusses a feature
which will appeal especially to the men
in active charge of the operation of en-
gineS. He SAYS:
I'm your issue of July Is I notice a
communication from Mr.. c.. F. Lane.
relative to Vanderbilt fireboxes, and, as
the S1lhiQcf iS Of interest 7 hone
you may find space for the following:
Il am satisfied that this type of fire.
box has no structural weakness and is
well adapted in it's present form to
withstand high preSSureS. However, it
is a fact that several of them have col
lapsed in service. and as expert inves-
tigation has not made clear the cause
of the failures, 1 take the liberty to offer
an explanation based on my observa-
lions while running engines with this
firebox, using liquid fuel With this
type of boiler I have noted two full
gauges of water while the engine was
at rest, and almost Immediately after
starting the train and increasing the
fire SO as to maintain steam pressure,
the water level had fallen so that onlv
one scant gauge could be noted, and
the water would not assume it's normal
level until the throttle had been closed.
1.-The above action indicates, to me
that the circulation of water in these
boilers is not good, which seems very
plausible when one remembers that all
parts of this irebox are exposed to the
fire when using liquid fuel. and owing
to this fact steam is formed as fast
at the bottom of the water space as at
the top.
my idea is that the water which
comes from the forward end of the boil
er to replace that which has been
evaporated from around the firebox is
diverted upward by the rush of steam
from the lower water space. thereby
causing the greater part of it to return
forward without properly reestablishing
the water level around the frebox- For
this reason / believe that when forcing
the boiler to supply sudden demands,
the water level around the srebox be-
comes sufficiently lowered to expose the
upper portion of the frebox, thus al
lowing it to become overheated and
causing failure in time.
These engines raise steam very badly
when the water level in the boiler is
low, and as the dome is directly over
the firebox tube sheet this seems tc
prove more conclusively that there is an