Synopsis
This historic book may have numerous typos and missing text. Purchasers can download a free scanned copy of the original book (without typos) from the publisher. Not indexed. Not illustrated. 1894 Excerpt: ... a large steamer the casting would be over 20 feet long and 4 feet in circumference, or more than 80 square feet in area, and it will be a wonderfully good casting if there are not a considerable number of blown holes in that area. The other method is to shrink the liner on, but as it is exceedingly difficult to shrink on a liner of more than about 4 feet in length, it would require to be put on in about five pieces; in that event the joint between the liners cannot be water-tight, as a little consideration will show: suppose, for instance, the first part to be shrunk on and cooled, the next part being then heated and pushed up against the first one butt to butt, and then cooled also, it will be evident that if the joint between the liners was close when the second part was hot, it must be open after it was cooled, this being due to the contraction of the metal. Fig. 58. Owing, therefore, to these difficulties in making a liner to cover the whole shaft, engine builders have not, as a rule, attempted to do so, but content themselves by putting on a liner for the forward bearing and another for the after bearing of the tail-shaft. As already stated, the liners, when they are about 6 or 7 feet long, are, in the great majority of cases, shrunk on in two pieces, and through their not being water-tight a large number have been destroyed. On this account the practice is a most reprehensible one, and cannot be too strongly condemned. Numerous cases could be given of broken tail-shafts due solely to this, but one will suffice. Fig. 58, which appeared in the Steamship, shows a photograph of a broken tail-end shaft which was taken out of the s.s. Lofna. On removing the brass liner, which was shrunk on in two pieces, but so closely fitted that the butt was barely perce...
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