Plot[ edit ] At the time of the story,the Moon Luna is used as a penal colony by Earth's government, with the inhabitants living in underground cities. Most inhabitants called "Loonies" are criminals, political exiles, or descendants thereof.
Watkin's inspection saloon No. A journey to remember. He A literary analysis of the brass rail did manage a footplate journey on an A4: E then instructs his Chief Draughtsman to prepare a preliminary diagram of the new engine.
This diagram will indicate all the principal features, such as size of boiler, the number and size of cylinders, the number, diameter and spacing of wheels and, most important, the estimated approximate weight each axle will have to carry.
This having been done, the Civil Engineer has to be consulted, for it is he who will say whether the new engine can safely negotiate the routes over which it is proposed it should be operated.
To him, therefore, the spacing of the wheels and the loads their axles have to bear are vital data, enabling him to judge whether the new design will cause any damage to the track or bridges carrying the railway over roads, rivers, or other railways.
The Civil Engineer may also have to be consulted in another connexion. If the new engine is of exceptional length, turntables at certain locomotive depots may have to be enlarged, in which case the Civil Engineer will be asked to provide estimates for the alterations involved, for his department will be responsible for this work.
When the requirements of all departments concerned have been met and authority has been secured for the considerable sum of money which even a dozen new engines may cost, detailed designs are put in hand.
At this stage the Chief Draughtsman will work in close consultation with the C. E, who will have the last word as to what features are to be embodied, for the ultimate responsibility for the success or failure of the new locomotive will fall upon him. Two other important preliminaries have to be settled whilst the Drawing Office is getting out all the necessary drawings, which may run into some hundreds.
First of allthe requirements for raw material have to be assessed and orders placed for all material not already on hand for normal repair work.
Secondly a production programme has to be drawn up with the Works Manager or Works Managers. In the case of three of the Big Four, more than one centre was employed for new construction and, to spread the work evenly, it was sometimes decided to manufacture certain components at one centre and assemble at another.
So much for the preliminaries. Let us now follow the construction of an actual locomotive from start to finish. The venue is Doncaster Works, at which the first locomotive for the former Great Northern Railway was built in Since then these Works have turned out more than two thousand locomotives.
Since those early days several extensions have been made, the first of importance being the construction of wagon shops inthe old wagon shops being converted into carriage shops and extended.
Then the Crimpsall erecting shop for locomotive repairs was added in and by the end of the total area of Doncaster Works had reached 84 acres, exclusive of sidings, and the staff employed had risen to 4, A temporary reduction in acreage occurred during the last war when the carriage body shop was burned out, but new shops have been erected to make good the loss.
The locomotive about to be constructed is a Pacific the 1,th engine to be built by the L. R, notable in two respects. R Pacifics namely those of Gresley's design resulted in the imposition of heavy strains on the main frames when negotiating curves.
These strains have in turn made it very difficult to keep the joints of the external exhaust passages steam-tight. Peppercorn, has decided that the three cylinders are to be brought closer together by moving the outside pair forward to the more orthodox position between the bogie wheels, this enabling the bogie to be moved back closer to the coupled.
The pur- pose of the new Pacific, therefore, is neither of those mentioned earlier in this chapter, but to overcome working difficulties encountered in a predecessor class of engine.
The main frames, the foundation of the locomotive, first see the light of day in the main machine shop. To this are brought the plates from which they are formed, first for rolling and then for flame-cutting roughly to profile.
This done, they are stacked on what is known as a frame-slotter in a series of ten, sufficient for five engines, and the horn gaps and so on are then finished to drawing dimensions. Meantime the various details such as frame stays which hold the frames securely together and horn blocks in which the axle boxes will be accommodatedare being processed and made ready for assembly on the frames.
Whilst this work is proceeding the frames are drilled as necessary with the aid of a jig which will itself become part of the last engine and then erected in pairs, upside down.
To them are then fastened the horns, hornstays, and brake and spring brackets. Elsewhere in the machine shop will be found the boiler, boiler details, cylinders, and motion which have been received from other shops, or perhaps from outside contractors, for pro- cessing, the work being arranged so that they all arrive at the erecting shop in accordance with a pre-arranged schedule.
The boiler will have been constructed in the boiler shop, in which the riveting processes taking place make it easily the noisiest part of the works. Steel of the finest quality is employed for the boiler barrel, which is usually formed of two or three 'rings' each of which is a steel plate rolled like a giant napkin- ring to the precise radius, the ends being united by riveted cover-strips.
The completed rings are then riveted together to make the whole barrel. Steel is also used for the outer firebox but, because it stands up best of all to the arduous conditions, avoids complications in the shape of flexible stays and does not collect scale-forming im- purities in the water, copper is used for the inner firebox.
The inner firebox is fastened to the outer firebox by hundreds of copper or steel stays screwed at each end.
The backplate of the outer firebox and the front tube plate are also secured to the boiler barrel by diagonal stays.no. 91, in the court of appeals of the state of kansas brent legleiter, appellant,.
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