Question: What is the name of the movement that seeks renewed use of steam power in the modern era?

Answer: Advanced Steam

The weight of boilers and condensers generally makes the power-to-weight ratio of a steam plant lower than for internal combustion engines. For mobile applications steam has been largely superseded by internal combustion engines or electric motors. However, most electric power is generated using steam turbine plant, so that indirectly the world's industry is still dependent on steam power. Recent concerns about fuel sources and pollution have incited a renewed interest in steam both as a component of cogeneration processes and as a prime mover. <hl> This is becoming known as the Advanced Steam movement.[citation needed] <hl>

The weight of boilers and condensers generally makes the power-to-weight ratio of a steam plant lower than for internal combustion engines. For mobile applications steam has been largely superseded by internal combustion engines or electric motors. However, most electric power is generated using steam turbine plant, so that indirectly the world's industry is still dependent on steam power. Recent concerns about fuel sources and pollution have incited a renewed interest in steam both as a component of cogeneration processes and as a prime mover. This is becoming known as the <hl> Advanced Steam <hl> movement.[citation needed]


Question: Along with fuel sources, what concern has contributed to the development of the Advanced Steam movement?

The weight of boilers and condensers generally makes the power-to-weight ratio of a steam plant lower than for internal combustion engines. For mobile applications steam has been largely superseded by internal combustion engines or electric motors. However, most electric power is generated using steam turbine plant, so that indirectly the world's industry is still dependent on steam power. Recent concerns about fuel sources and pollution have incited a renewed interest in steam both as a component of cogeneration processes and as a prime mover. This is becoming known as the Advanced Steam movement.[citation needed]

Answer: pollution

The weight of boilers and condensers generally makes the power-to-weight ratio of a steam plant lower than for internal combustion engines. For mobile applications steam has been largely superseded by internal combustion engines or electric motors. However, most electric power is generated using steam turbine plant, so that indirectly the world's industry is still dependent on steam power. <hl> Recent concerns about fuel sources and pollution have incited a renewed interest in steam both as a component of cogeneration processes and as a prime mover. <hl> This is becoming known as the Advanced Steam movement.[citation needed]

The weight of boilers and condensers generally makes the power-to-weight ratio of a steam plant lower than for internal combustion engines. For mobile applications steam has been largely superseded by internal combustion engines or electric motors. However, most electric power is generated using steam turbine plant, so that indirectly the world's industry is still dependent on steam power. Recent concerns about fuel sources and <hl> pollution <hl> have incited a renewed interest in steam both as a component of cogeneration processes and as a prime mover. This is becoming known as the Advanced Steam movement.[citation needed]


Question: What is an example of a rotary engine without pistons?

It is possible to use a mechanism based on a pistonless rotary engine such as the Wankel engine in place of the cylinders and valve gear of a conventional reciprocating steam engine. Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and thermal expansion; the resulting leakage made them very inefficient. Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]

Answer: Wankel

<hl> It is possible to use a mechanism based on a pistonless rotary engine such as the Wankel engine in place of the cylinders and valve gear of a conventional reciprocating steam engine. <hl> Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and thermal expansion; the resulting leakage made them very inefficient. Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]

It is possible to use a mechanism based on a pistonless rotary engine such as the <hl> Wankel <hl> engine in place of the cylinders and valve gear of a conventional reciprocating steam engine. Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and thermal expansion; the resulting leakage made them very inefficient. Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]


Question: What parts of a conventional reciprocating steam engine could be replaced by a pistonless rotary engine?

Answer: cylinders and valve gear

<hl> It is possible to use a mechanism based on a pistonless rotary engine such as the Wankel engine in place of the cylinders and valve gear of a conventional reciprocating steam engine. <hl> Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and thermal expansion; the resulting leakage made them very inefficient. Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]

It is possible to use a mechanism based on a pistonless rotary engine such as the Wankel engine in place of the <hl> cylinders and valve gear <hl> of a conventional reciprocating steam engine. Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and thermal expansion; the resulting leakage made them very inefficient. Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]


Question: Along with wear, what development makes it difficult to seal the rotors in an engine that lacks pistons?

Answer: thermal expansion

It is possible to use a mechanism based on a pistonless rotary engine such as the Wankel engine in place of the cylinders and valve gear of a conventional reciprocating steam engine. Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. <hl> The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and thermal expansion ; the resulting leakage made them very inefficient. <hl> Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]

It is possible to use a mechanism based on a pistonless rotary engine such as the Wankel engine in place of the cylinders and valve gear of a conventional reciprocating steam engine. Many such engines have been designed, from the time of James Watt to the present day, but relatively few were actually built and even fewer went into quantity production; see link at bottom of article for more details. The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and <hl> thermal expansion <hl>; the resulting leakage made them very inefficient. Lack of expansive working, or any means of control of the cutoff is also a serious problem with many such designs.[citation needed]

The major problem is the difficulty of sealing the rotors to make them steam-tight in the face of wear and <hl> thermal expansion <hl> ; the resulting leakage made them very inefficient.


Question: When did Watt finish the development of his improvements to Newcomen's engine?

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser. Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

Answer: 1775

<hl> The next major step occurred when James Watt developed (1763– 1775 ) an improved version of Newcomen's engine, with a separate condenser. <hl> Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763–<hl> 1775 <hl>) an improved version of Newcomen's engine, with a separate condenser. Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763– <hl> 1775 <hl> ) an improved version of Newcomen's engine, with a separate condenser.


Question: What did Watt add to Newcomen's engine between 1763 and 1775?

Answer: condenser

<hl> The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser . <hl> Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate <hl> condenser <hl>. Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate <hl> condenser <hl> .


Question: Compared to Smeaton's improvement on Newcomen's engine, how much coal did Watt's engine use?

Answer: half

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser. <hl> Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. <hl> Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser. Boulton and Watt's early engines used <hl> half <hl> as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.


Question: In addition to Watt, Boulton and Smeaton, whose engine was an atmosphere design?

Answer: Newcomen's

<hl> The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser. <hl> Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763–1775) an improved version of <hl> Newcomen's <hl> engine, with a separate condenser. Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.


Question: In an atmospheric engine, what does air pressure push against?

Answer: piston

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser. Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". <hl> They were powered by air pressure pushing a piston into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. <hl> The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.

The next major step occurred when James Watt developed (1763–1775) an improved version of Newcomen's engine, with a separate condenser. Boulton and Watt's early engines used half as much coal as John Smeaton's improved version of Newcomen's. Newcomen's and Watt's early engines were "atmospheric". They were powered by air pressure pushing a <hl> piston <hl> into the partial vacuum generated by condensing steam, instead of the pressure of expanding steam. The engine cylinders had to be large because the only usable force acting on them was due to atmospheric pressure.


Question: How many mechanisms does a typical steam engine have to keep boiler pressure from getting too high?

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]

Answer: two

<hl> Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. <hl> Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]

Steam engines frequently possess <hl> two <hl> independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]


Question: What is restrained with a lever in the top of a boiler?

Answer: plug valve

a plug valve in the top of a boiler.

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain <hl> a plug valve in the top of a boiler. <hl> One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a <hl> plug valve <hl> in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]


Question: What type of valve is used by recent safety valves?

Answer: adjustable spring-loaded

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. <hl> The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. <hl> This arrangement is considerably safer.[citation needed]

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an <hl> adjustable spring-loaded <hl> valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]


Question: In an adjustable spring-loaded valve, what needs to be broken to allow an operator to tamper with it?

Answer: seal

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. <hl> The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. <hl> This arrangement is considerably safer.[citation needed]

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a <hl> seal <hl> illegally is broken. This arrangement is considerably safer.[citation needed]


Question: Along with a desire for more steam pressure, what were early drivers looking to generate when they fastened safety valves down?

Answer: more power

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. <hl> Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and more power from the engine. <hl> The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]

Steam engines frequently possess two independent mechanisms for ensuring that the pressure in the boiler does not go too high; one may be adjusted by the user, the second is typically designed as an ultimate fail-safe. Such safety valves traditionally used a simple lever to restrain a plug valve in the top of a boiler. One end of the lever carried a weight or spring that restrained the valve against steam pressure. Early valves could be adjusted by engine drivers, leading to many accidents when a driver fastened the valve down to allow greater steam pressure and <hl> more power <hl> from the engine. The more recent type of safety valve uses an adjustable spring-loaded valve, which is locked such that operators may not tamper with its adjustment unless a seal illegally is broken. This arrangement is considerably safer.[citation needed]


Question: What was the ultimate development of the horizontal engine?

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

Answer: Corliss steam engine

<hl> The acme of the horizontal engine was the Corliss steam engine , patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. <hl> When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the <hl> Corliss steam engine <hl>, patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the <hl> Corliss steam engine <hl> , patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff.


Question: In what year was the Corliss engine patented?

Answer: 1849

<hl> The acme of the horizontal engine was the Corliss steam engine, patented in 1849 , which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. <hl> When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the Corliss steam engine, patented in <hl> 1849 <hl>, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the Corliss steam engine, patented in <hl> 1849 <hl> , which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff.


Question: How much less steam did the Corliss engine use compared to the Watt engine?

Answer: 30%

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". <hl> In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning. <hl>

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using <hl> 30% <hl> less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.


Question: How many valves did the Corliss engine use?

Answer: four

<hl> The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a four -valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. <hl> When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a <hl> four <hl>-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a <hl> four <hl> -valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff.


Question: What award was given to Corliss?

Answer: Rumford medal

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. <hl> When Corliss was given the Rumford medal the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". <hl> In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.

The acme of the horizontal engine was the Corliss steam engine, patented in 1849, which was a four-valve counter flow engine with separate steam admission and exhaust valves and automatic variable steam cutoff. When Corliss was given the <hl> Rumford medal <hl> the committee said that "no one invention since Watt's time has so enhanced the efficiency of the steam engine". In addition to using 30% less steam, it provided more uniform speed due to variable steam cut off, making it well suited to manufacturing, especially cotton spinning.


Question: What scientific field's theory has received contributions from the steam engine?

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

Answer: thermodynamic

<hl> The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. <hl> The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

The steam engine contributed much to the development of <hl> thermodynamic <hl> theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.


Question: Who made experimental measurements on a model steam engine?

Answer: Watt

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. <hl> The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. <hl> Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by <hl> Watt <hl> on a model steam engine led to the development of the separate condenser. Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.


Question: What was developed from Watt's measurements on a model steam engine?

Answer: condenser

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. <hl> The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser . <hl> Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate <hl> condenser <hl>. Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

The experimental measurements made by Watt on a model steam engine led to the development of the separate <hl> condenser <hl> .


Question: Who confirmed Watt's discovery of latent heat?

Answer: Joseph Black

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. <hl> Watt independently discovered latent heat, which was confirmed by the original discoverer Joseph Black , who also advised Watt on experimental procedures. <hl> Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. Watt independently discovered latent heat, which was confirmed by the original discoverer <hl> Joseph Black <hl>, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

Watt independently discovered latent heat, which was confirmed by the original discoverer <hl> Joseph Black <hl> , who also advised Watt on experimental procedures.


Question: What concept, originally discovered by Black, was later discovered independently by Watt?

Answer: latent heat

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. <hl> Watt independently discovered latent heat , which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. <hl> Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

The steam engine contributed much to the development of thermodynamic theory; however, the only applications of scientific theory that influenced the steam engine were the original concepts of harnessing the power of steam and atmospheric pressure and knowledge of properties of heat and steam. The experimental measurements made by Watt on a model steam engine led to the development of the separate condenser. Watt independently discovered <hl> latent heat <hl>, which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures. Watt was also aware of the change in the boiling point of water with pressure. Otherwise, the improvements to the engine itself were more mechanical in nature. The thermodynamic concepts of the Rankine cycle did give engineers the understanding needed to calculate efficiency which aided the development of modern high-pressure and -temperature boilers and the steam turbine.

Watt independently discovered <hl> latent heat <hl> , which was confirmed by the original discoverer Joseph Black, who also advised Watt on experimental procedures.


Question: What is a main advantage of the Rankine cycle?

One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its liquid phase at this point. By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

Answer: during the compression stage relatively little work is required to drive the pump

<hl> One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump , the working fluid being in its liquid phase at this point. <hl> By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

One of the principal advantages the Rankine cycle holds over others is that <hl> during the compression stage relatively little work is required to drive the pump <hl>, the working fluid being in its liquid phase at this point. By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

One of the principal advantages the Rankine cycle holds over others is that <hl> during the compression stage relatively little work is required to drive the pump <hl> , the working fluid being in its liquid phase at this point.


Question: During the compression stage of the Rankine cycle, what state is the working fluid in?

Answer: liquid

<hl> One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its liquid phase at this point. <hl> By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its <hl> liquid <hl> phase at this point. By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]


Question: How much turbine power is consumed by the pump while the work fluid is condensed?

Answer: 1% to 3%

One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its liquid phase at this point. <hl> By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. <hl> The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its liquid phase at this point. By condensing the fluid, the work required by the pump consumes only <hl> 1% to 3% <hl> of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]


Question: What is the approximate turbine entry temperature of a gas turbine?

Answer: 1500 °C

One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its liquid phase at this point. By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. <hl> Gas turbines, for instance, have turbine entry temperatures approaching 1500 °C . <hl> Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

One of the principal advantages the Rankine cycle holds over others is that during the compression stage relatively little work is required to drive the pump, the working fluid being in its liquid phase at this point. By condensing the fluid, the work required by the pump consumes only 1% to 3% of the turbine power and contributes to a much higher efficiency for a real cycle. The benefit of this is lost somewhat due to the lower heat addition temperature. Gas turbines, for instance, have turbine entry temperatures approaching <hl> 1500 °C <hl>. Nonetheless, the efficiencies of actual large steam cycles and large modern gas turbines are fairly well matched.[citation needed]

Gas turbines, for instance, have turbine entry temperatures approaching <hl> 1500 °C <hl> .


Question: What is an example of a pump component?

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker

Answer: injector

<hl> Other components are often present; pumps (such as an injector ) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. <hl> When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker

Other components are often present; pumps (such as an <hl> injector <hl>) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker

Other components are often present; pumps (such as an <hl> injector <hl> ) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes.


Question: In addition to recirculating water, what do condensers do?

Answer: recover the latent heat of vaporisation

<hl> Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation , and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. <hl> When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and <hl> recover the latent heat of vaporisation <hl>, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and <hl> recover the latent heat of vaporisation <hl> , and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes.


Question: What components raise steam temperature above its saturated vapor point?

Answer: superheaters

<hl> Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. <hl> When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and <hl> superheaters <hl> to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker


Question: What is another name for a coal supply bin?

Answer: bunker

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. <hl> When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin ( bunker ) to the firebox. <hl> See: Mechanical stoker

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (<hl> bunker <hl>) to the firebox. See: Mechanical stoker

When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin ( <hl> bunker <hl> ) to the firebox.


Question: What mechanism moves coal from a bunker to the firebox?

Answer: stoking

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. <hl> When coal is used, a chain or screw stoking mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. <hl> See: Mechanical stoker

Other components are often present; pumps (such as an injector) to supply water to the boiler during operation, condensers to recirculate the water and recover the latent heat of vaporisation, and superheaters to raise the temperature of the steam above its saturated vapour point, and various mechanisms to increase the draft for fireboxes. When coal is used, a chain or screw <hl> stoking <hl> mechanism and its drive engine or motor may be included to move the fuel from a supply bin (bunker) to the firebox. See: Mechanical stoker


Question: The frequent availability of what substance allowed land-based steam engines to exhaust a great deal of steam?

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

Answer: feed water

<hl> Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. <hl> Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

Land-based steam engines could exhaust much of their steam, as <hl> feed water <hl> was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]


Question: People of what nationality invented the steam turbine?

Answer: British

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. <hl> It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. <hl> HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the <hl> British <hl> invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]


Question: What was an example of a type of warship that required high speed?

Answer: dreadnought battleships

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. <hl> It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships , and ocean liners. <hl> HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the <hl> dreadnought battleships <hl>, and ocean liners. HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the <hl> dreadnought battleships <hl> , and ocean liners.


Question: Other than warships, what ships typically required high speeds?

Answer: ocean liners

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. <hl> It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners . <hl> HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and <hl> ocean liners <hl>. HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]

It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and <hl> ocean liners <hl> .


Question: In what year was HMS Dreadnought launched?

Answer: 1905

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. <hl> HMS Dreadnought of 1905 was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed] <hl>

Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War I, the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the British invention steam turbine where speed was required, for instance in warships, such as the dreadnought battleships, and ocean liners. HMS Dreadnought of <hl> 1905 <hl> was the first major warship to replace the proven technology of the reciprocating engine with the then-novel steam turbine.[citation needed]


Question: What do nuclear power plants heat to create electricity?

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Answer: water

<hl> Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. <hl> Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Virtually all nuclear power plants generate electricity by heating <hl> water <hl> to provide steam that drives a turbine connected to an electrical generator. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]


Question: What does the steam generated by a nuclear power plant drive?

Answer: turbine

<hl> Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. <hl> Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a <hl> turbine <hl> connected to an electrical generator. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]


Question: In a nuclear power plant, what is the steam turbine connected to?

Answer: electrical generator

<hl> Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator . <hl> Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an <hl> electrical generator <hl>. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an <hl> electrical generator <hl> .


Question: What is it called when steam propels a turbo generator with electric motor propulsion?

Answer: turbo-electric transmission

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. <hl> Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission , where the steam drives a turbo generator set with propulsion provided by electric motors. <hl> A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ <hl> turbo-electric transmission <hl>, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ <hl> turbo-electric transmission <hl> , where the steam drives a turbo generator set with propulsion provided by electric motors.


Question: Where were non-condensing direct-drive locomotives notably used for fast passenger trains?

Answer: Britain

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. <hl> Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in Britain , but were not repeated. <hl> Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Virtually all nuclear power plants generate electricity by heating water to provide steam that drives a turbine connected to an electrical generator. Nuclear-powered ships and submarines either use a steam turbine directly for main propulsion, with generators providing auxiliary power, or else employ turbo-electric transmission, where the steam drives a turbo generator set with propulsion provided by electric motors. A limited number of steam turbine railroad locomotives were manufactured. Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in <hl> Britain <hl>, but were not repeated. Elsewhere, notably in the U.S.A., more advanced designs with electric transmission were built experimentally, but not reproduced. It was found that steam turbines were not ideally suited to the railroad environment and these locomotives failed to oust the classic reciprocating steam unit in the way that modern diesel and electric traction has done.[citation needed]

Some non-condensing direct-drive locomotives did meet with some success for long haul freight operations in Sweden and for express passenger work in <hl> Britain <hl> , but were not repeated.


Question: What is the Rankine cycle sometimes called?

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

Answer: practical Carnot cycle

<hl> The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. <hl> The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The Rankine cycle is sometimes referred to as a <hl> practical Carnot cycle <hl> because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.


Question: Where does heat rejection occur in the Rankine cycle?

Answer: in the condenser

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. <hl> The main difference is that heat addition (in the boiler) and rejection ( in the condenser ) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. <hl> In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (<hl> in the condenser <hl>) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The main difference is that heat addition (in the boiler) and rejection ( <hl> in the condenser <hl> ) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle.


Question: What does isobaric mean?

Answer: constant pressure

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. <hl> The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric ( constant pressure ) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. <hl> In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (<hl> constant pressure <hl>) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric ( <hl> constant pressure <hl> ) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle.


Question: What is a term that means constant temperature?

Answer: isothermal

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. <hl> The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. <hl> In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and <hl> isothermal <hl> (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.


Question: In the Rankine cycle, in what state is the working fluid received in the condenser?

Answer: liquid

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. <hl> In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a liquid not as a gas. <hl> Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.

The Rankine cycle is sometimes referred to as a practical Carnot cycle because, when an efficient turbine is used, the TS diagram begins to resemble the Carnot cycle. The main difference is that heat addition (in the boiler) and rejection (in the condenser) are isobaric (constant pressure) processes in the Rankine cycle and isothermal (constant temperature) processes in the theoretical Carnot cycle. In this cycle a pump is used to pressurize the working fluid which is received from the condenser as a <hl> liquid <hl> not as a gas. Pumping the working fluid in liquid form during the cycle requires a small fraction of the energy to transport it compared to the energy needed to compress the working fluid in gaseous form in a compressor (as in the Carnot cycle). The cycle of a reciprocating steam engine differs from that of turbines because of condensation and re-evaporation occurring in the cylinder or in the steam inlet passages.


Question: The atomic number of the periodic table for oxygen?

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

Answer: 8

<hl> Oxygen is a chemical element with symbol O and atomic number 8 . <hl> It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

Oxygen is a chemical element with symbol O and atomic number <hl> 8 <hl>. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

Oxygen is a chemical element with symbol O and atomic number <hl> 8 <hl> .


Question: What is the second most abundant element?

Answer: helium

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. <hl> By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium . <hl> At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and <hl> helium <hl>. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

By mass, oxygen is the third-most abundant element in the universe, after hydrogen and <hl> helium <hl> .


Question: How many atoms combine to form dioxygen?

Answer: two atoms

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. <hl> At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. <hl> Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, <hl> two atoms <hl> of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.


Question: Roughly, how much oxygen makes up the Earth crust?

Answer: almost half

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. <hl> Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass. <hl>

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up <hl> almost half <hl> of the crust's mass.


Question: Which gas makes up 20.8% of the Earth's atmosphere?

Answer: Diatomic oxygen

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. <hl> Diatomic oxygen gas constitutes 20.8% of the Earth's atmosphere. <hl> However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.

Oxygen is a chemical element with symbol O and atomic number 8. It is a member of the chalcogen group on the periodic table and is a highly reactive nonmetal and oxidizing agent that readily forms compounds (notably oxides) with most elements. By mass, oxygen is the third-most abundant element in the universe, after hydrogen and helium. At standard temperature and pressure, two atoms of the element bind to form dioxygen, a colorless and odorless diatomic gas with the formula O 2. <hl> Diatomic oxygen <hl> gas constitutes 20.8% of the Earth's atmosphere. However, monitoring of atmospheric oxygen levels show a global downward trend, because of fossil-fuel burning. Oxygen is the most abundant element by mass in the Earth's crust as part of oxide compounds such as silicon dioxide, making up almost half of the crust's mass.