With their compromising bonhomie Cavaliers are useful consolidators, lubricators of relations between social groups, guardians of good humour and thus perspective.
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When more sophisticated lubricators, such as the Wakefield and Detroit types, were developed, displacement lubricators fell out of use but they are still used on model steam engines.
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The problem was eventually solved with the fitting of mechanical lubricators.
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There are various types of automatic lubricator, which include various designs of displacement, hydrostatic and mechanical lubricators.
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Bauer Nilsen AS is a Norwegian company established in 1925. The company is located in Karmøy municipality. The company started with production of central pressure lubricators. Expansion led to the design and production of high- pressure hydraulics.
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Nathan mechanical lubricator fitted to South Maitland Railway ten class loco No.18 in preservation.The Friedmann system of mechanical lubricators included the DV & FSA type lubricators. This style of mechanical lubricator was designed & produced by Alex Friedmann KG of Austria. The DV type were then made under licence by in the US by the Nathan Manufacturing Co. & the type DV & FSA types in the UK by Davies & Metcalfe Ltd.. Both types of lubricator are of the 'valveless' type, having no ball valves, springs or oil seals used in the operation of the pump units.
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The rocking motion of this drive is converted to a rotary motion by a series of driving pawls contained in a clutch box. The lubricators were also fitted with a priming hand wheel on the outer face of the lubricator.
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Exhaust steam from the cylinders of each engine unit was led to the smokebox by separate pipes. The ball joints which gave flexibility to the steam and exhaust pipes were located immediately under and concentric with the pivot centres and were served by forced lubrication from Wakefield mechanical lubricators. Two lubricators, one on each engine unit, supplied one feed to each cylinder and each steam chest, two to the ball joints and two to the tail-end extensions of the piston rods. The oil pipes which fed the steam chests and cylinders were fitted with anti-carbonisers.
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The DV range was available in range of sizes with capacities ranging from 8 to 36 pints, and the number of feeds from 1 to 26. Each of the lubricators consist of a reservoir, a ratchet assembly, a sliding shaft assembly, and the pump units. A screwed oil filler cap is fitted to the lockable hinged lid of the reservoir and a sight glass for indicating the oil level is fitted to the front face of the reservoir. The pumps of the DV type lubricator are operated by a sliding shaft assembly, unlike the Silverton or Wakefield lubricators which are operated by a rotating camshaft.
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In response, Greater Anglia has imposed a speed restriction over six level crossings on the Bittern Line. The cause of the incident is thought to be contamination of the wheelsets interfering with detection by track circuits. As a result of the incident, flange lubricators were removed from the class.
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In 2003, Mele formed Vinnie and the Lubricators, performing a variety of music styles: rock, funk, blues, jazz, and reggae. Mele also performed with other local groups. To keep busy as a musician, he also hosted a weekly open mic at a local pub. In 2009, Mele started his solo career.
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74–75 The fast-moving and unpredictable Bulleid steam reverser was replaced with a screw-link version, whilst the mechanical lubricators were moved to the footplates along the boiler sides.Bradley (1976), p.41 Sanding was also added to the leading driving axle, whilst rearward application was incorporated to the middle driving axle.Bradley (1976), p.
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The Spanish Civil War interrupted construction and the ten machines were only completed after the war was ended in 1939. Although well designed and good performers in theory, they lacked the advantages of streamline casing and especially suffered from problems associated with the high-pressure boiler that needed specially designed lubricators that were not available in the impoverished post-war Spain.
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The axle boxes of the leading and trailing wheels were equipped with roller bearings while the solid bronze coupled wheel axle boxes were soft grease-lubricated. Soft grease lubrication was used throughout for the motion gear, except the piston rods, valve spindles and main crossheads which were oil-lubricated. Two four-feed sight lubricators, arranged in the cab, supplied oil to the steam chests and cylinders.
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Modern locomotive lubricators. The centre item is a mechanical lubricator for the cylinders, operated by the connecting lever seen below it (or by the hand wheel, for priming). The smaller one to the right is a drip-feed lubricator.An automatic lubricator, is a device fitted to a steam engine to supply lubricating oil to the cylinders and, sometimes, the bearings and axle box mountings as well.
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The 7th Class represented a considerable advance in design and power. They were the first South African locomotives to be equipped with sight feed lubricators which allowed a sight glass to be positioned in the cab, where the rate of oil feed to the cylinders could be observed. The reversing gear was of the quick-threaded screw type instead of the reversing lever which had earlier been used. SAR no.
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There is not a single documented incident of a Stanley boiler exploding. The engine had two double-acting cylinders, side-by-side and equipped with slide-valves, and it was a simple-expansion type. Drive was transmitted directly by the crankshaft to a rear-mounted differential through using a chain. Owners often modified their Locomobiles by adding third-party accessories, including improved lubricators, condensers, and devices which eased the laborious starting procedure.
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Speed reduction also appears to reduce noise levels.Barnt Green Rail Noise - summary by Les Bailey The sticking of the rim of the wheel causes the wheel to ring like a bell, so rubber dampeners or tuned absorbers are a possible solution to lower the volume. The Boston Green Line suffers from severe rail squeal on the sharp curves within the central subway. Flange stick graphite lubricators have been installed on trains to attempt to mitigate the rail squeal issue.
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A Wakefield mechanical-feed lubricator was arranged on the right-hand side running board and was operated through a lever and crank, actuated from the crosshead. Mechanical lubricators had the advantage that the rate of oil-feed was always proportional to the speed of the engine. This type of oil-feed was later superseded for the sight- feed lubricator. The engines were fitted with the Flaman speed recorder, of which the driving gear was connected to the right trailing crank pin.
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A Wakefield mechanical-feed lubricator was arranged on the right-hand side running board and was operated through a lever and crank, actuated from the crosshead. Mechanical lubricators had the advantage that the rate of oil-feed was always proportional to the speed of the engine. This type of oil feed was later superseded for the sight-feed lubricator. The engines were fitted with the Flaman speed recorder, of which the driving gear was connected to the right trailing crank pin.
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More care was thus given to the thoroughness of oiling, and moving parts such as the crankpin were fed by drillings through the crankshaft from oil supplies that were rotating but not moving, such as the main bearings. Centrifugal force was also used to distribute the oil. It was usual that high-speed engines would have only one or two lubricators, so that engine tending was a simpler task and less prone to breakdowns from simple carelessness and running a lubricator dry.
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Most Mamod engines lack lubricators to store oil and feed it to moving parts, such as the piston and bearings. The very early pre-war engines such as the SE3/4 and some of the marine engines (including the Meteor boat) were the only ones to have them. Instead, oil is applied manually to the necessary parts before each run. Up until 1976/77 all Mamod engines used methylated spirits (known as "denatured alcohol" in some countries), which was either stored in a reservoir burner or vaporising spirit lamp.
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Patent drawing of the original Midland Railway version of the Silverton mechanical lubricator as reproduced in the December 1911 issue of 'The Engineer' magazine.The Silvertown lubricator was designed and developed by the Midland Railway in 1911 and from 1922 was commercially available from Gresham and Craven. This style of mechanical lubricator was used by the London, Midland and Scottish Railway and latter by British Rail, as well as by the various UK private locomotive builders for export overseas. Commonly 2 lubricators were fitted, one for lubricating the cylinders and the second for lubricating the axleboxes.
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On steamships that ran their engines for days at a time, some crew members would be "oilers" whose primary duty was to continuously monitor and maintain oil boxes. Displacement lubricator for adding oil to a steam supply On steam locomotives, access would be impossible during running, so in some cases centralised mechanical lubricators were used. These devices comprised a large oil tank with a multiple-outlet pump which fed the engine's bearings through a pipe system. Lubrication of the engine's internal valves was done by adding oil to the steam supply, using a displacement lubricator.
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In Spring of 2005, No. 4023 was moved by truck on a highway to a more permanent home in Kenefick Park alongside an EMD DDA40X No. 6900. During one of its cosmetic restorations, several functional appliances were replaced with new, mock appliances, including the safety valves, whistle, lubricators, and a new boiler jacket. Today, No. 4023 is still on display at Kenefick, and with fellow Big Boy No. 4014 successfully restored to operation by the Union Pacific as part of their heritage fleet, restoring No. 4023 is unlikely to happen anytime soon.
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Between 1930 and 1931, Richard Maunsell, who was adept at improving locomotives by redesigning and simplifying them, applied his principles to all members of the class. The infamous Drummond 'paddlebox' splashers over the driving wheels were removed to be replaced by a simple raised running plate. A further improvement was the installation of mechanical lubricators; this in tandem with the removal of the bulky "paddlebox" splashers went some way towards curing the problem of over-heated axle boxes.He also fitted his own design of superheater,and reduced the boiler pressure to 175 lbf/in².
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Passages within the body interconnect these areas. The body is fitted with a steam valve, a water valve, an oil control valve. Sight glasses are fitted at the front & back of the body on each of the feeds, these feeds are fitted with individual feed regulating valves for controlling the feed rate for each outlet. The oil control valve was used to either turn the supply off/on, or to shut off the supply to the cylinders and just supply the air compressor with oil whilst the locomotive is stationary on lubricators with a center feed.
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In early 1945, Dolgoch was sent to the Atlas Foundry in Shrewsbury to be overhauled. At this time the railway's only other locomotive, Talyllyn, was so worn out it could not be safely operated and services on the railway were suspended. Dolgoch returned to service in September 1945, with new displacement cylinder lubricators mounted on each side of the smokebox, a new chimney, and a repaired inner firebox and retubed the boiler. Around 1949, Dolgochs boiler was patched, and on 26 August 1949, Dolgoch cracked her frame in an accident, which resulted in her driver being dismissed from the company.
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Scott started making boat engines in 1900. He patented his first engine in 1904 (Patent GB 3367 of 1904) and started motorcycle production in 1908 with a vertical two-stroke 450 cc twin, with patented triangulated frame, chain drive, neutral-finder, kick starter (Patent GB 27667 of 1908), and two-speed gearbox. His patented two-stroke engine designs are still the basis of modern two-stroke engines and features such as the first kick start, monoshock suspension, efficient radiators, rotary inlet valves, drip-feed lubricators and centrestands continue to this day. He formed The Scott Motorcycle Company in 1908.
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Meanwhile, the second train, hauled by No. 446 4-4-0, was also struggling, although it had a lighter load. Just short of Mallerstang, a few miles north of Ais Gill, the driver left the cab, to walk round the outside framing and oil some of the working parts while the train was in motion. Even though that procedure was no longer necessary because wick lubricators were in use, drivers apparently continued to do it out of habit and pride. While the driver was out of the cab, the fireman was having difficulty getting an injector to work, so the water level in the boiler was dropping.
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In early applications in steam locomotives, either two displacement lubricators (one for each cylinder) would be positioned at the front of the boiler near the valves, often on either side of the smokebox or one lubricator would be placed behind the smokebox. The behind smokebox configuration has the advantage that a good connection can be made to the steam pipe and was used by the Great Western Railway. It has the disadvantage that the lubricator's accessibility is reduced and additional drain pipes are required to be connected to the waste to avoid it dripping onto the boiler.Lubrication of Locomotives, B.L. Ahrons 1922, The Locomotive Publishing Co. Ltd.
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This type of hydrostatic displacement lubricator was made by the Detroit Lubricator Company of the USA. A British patent was granted in 1911 and this lubricator was then manufactured by the Vacuum Oil Company (later Mobil Oil) as the British Detroit Lubricator.Steam Locomotive Lubrication its Development and Practice, Peter W.Skellon 1997, MIC Publications This lubricator was commonly made with either 3,4 or 5 feeds, the center feed on the odd numbered lubricators was often used for supplying oil to the steam end of Westinghouse Air compressors. The one piece lubricator body is a gunmetal casting and incorporates the condensing chamber, the oil reservoir and the sight glasses.
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The Chesapeake & Ohio Railway No. 1308 is an articulated 2-6-6-2 "Mallet" type steam locomotive built by Baldwin Locomotive Works in 1949. It was the next to the last Class 1 mainline locomotive built by Baldwin, closing out more than 100 years of production, a total of more than 70,000 locomotives. The last locomotive, its sister, No. 1309, is being restored to operation at the Western Maryland Scenic Railroad in Cumberland, Maryland. While 1308 is a very modern locomotive, with roller bearings, mechanical lubricators, stoker, and superheater, it was the last of a series of 2-6-6-2s that the C&O; began in 1911.
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D.A. Hendrie Like the Class 14, the Class 14A had piston valves, Walschaerts valve gear, a Belpaire firebox and was superheated, but it had nearly less boiler diameter than the Class 14 to reduce the axle loading from to . To compensate for the smaller boilers, they were equipped with smaller cylinders with a bore of instead of . The locomotives were erected at the East London workshops. Apart from their boilers and cylinders, the frame and other important components were standard with those of the Class 14, such as the coupled wheels, bogie, Pyle National turbo-generators and headlamps, Hasler speed indicator, sight feed lubricators, Hendrie's steam reversing gear, steam operation for rocking the firegrate, Gresham and Craven injectors, steam brakes and combination vacuum ejectors.
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No. 1309 was built from a 40-year-old design, with mechanical lubricators, stoker, and superheater, the last of a series of 2-6-6-2s that the C&O; began in 1911. A very similar design, the USRA 2-6-6-2, was chosen by the United States Railroad Administration as one of its standard designs thirty years earlier during World War I. The engine is a Mallet articulated locomotive. This design was a compound locomotive where steam was expanded once in smaller rear cylinders and the exhaust captured and expanded a second time in larger lower-pressure front cylinders. While compound locomotives are more efficient than single-expansion machines, their extra complication led to very few United States railroads using them after the turn of the century.
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Section of an enclosed engine, with oil splash lubrication Splash lubrication: Lubrication of the first high-speed engines, such as the Ideal (an open-crank horizontal engine), were lubricated by a development of the oil cup systems previously widespread on medium-speed stationary engines. Oil cups and multi-point lubricators could oil shaft bearings well enough and a single sight-glass could be observed by even the most careless engine driver or oiler. The difficulty was that on high-speed engines, oilers could no longer be mounted on moving parts, such as the crosshead or connecting rod. Any oil reservoir here would be churned around by the movement and such a necessarily small reserve might also be inadequate incapacity for an engine doing so much work in a small space.
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An innovation was the arrangement of the laminated side control springs in combination with two point swing links, which would be part of all Hendrie's subsequent designs. To prevent trouble which had been experienced earlier owing to the fracture of the smokebox saddle and frame stretcher castings which contained steam chest passages, and also leakage at exhaust joints, the blast pipe breeches were made separate castings and not integral with the centre stretcher casting. The engines were fitted with Pyle National turbo-generators and headlamps, with the generator attached to the top of the smokebox, ahead of the chimney. It had the Hasler speed indicator, sight feed lubricators, Hendrie's steam reversing gear, steam operation for rocking the firegrate, Gresham and Craven injectors, steam brakes and combination vacuum ejectors.
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Though not well known even to local Chinese communities which formed later, the earliest Chinese in Germany, Feng Yaxing and Feng Yaxue, both from Guangdong, first came to Berlin in 1822 by way of London. Cantonese-speaking seafarers, employed on German steamships as stokers, coal trimmers, and lubricators, began showing up in ports such as Hamburg and Bremen around 1870. Forty-three lived there by 1890. The labour unions and the Social Democratic Party strongly disapproved of their presence; their 1898 boycott of Chinese crews, motivated by racial concerns, resulted on 30 October 1898 passage of a law by the Reichstag stating that Chinese could not be employed on shipping routes to Australia, and could be employed on routes to China and Japan only in positions that whites would not take because they were detrimental to health.
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Depending on the park's operating schedule, the general timetable for departing trains begin an hour and a half after opening, and the final run one hour before the park closes. The fireman will report to work about three hours before departure, and will begin inspections. The track is inspected each morning, and the locomotive is serviced by removing the stack gag, opening all operating valves to appliances to test their operation, as well as blowing down the sight glasses, cleaning the banked fire, cleaning the smokebox cinder bonnet, refilling lubricators, cleaning the ashpit, coaling the tender, and a scrubbing down of locomotive and tender with soap and water. Once the engine has been serviced, the engineer or fireman will perform a hammer test on all pins, nuts, and wedges on the running gear and replace brake shoes and tighten up driving box wedges as necessary.
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In the 1838 election guilds were abolished at the cantonal level, and definitely by the municipal elections of 1866. The members of Kämbel originally comprised the small traders and merchants of the medieval city of Zürich, among them the gardeners (vegetable traders), lubricators and food merchants, all commonly called Grempler from which the name of the guild is derived. In later years, the vine transporters (Wynzügel) and salt traders (Houw) also became members of the guild. In addition to the aforementioned duties, the guild's deans as representatives of the city council, had to supervise the sale of goods produced by the Kämbel members, and the deans also had to define rules and conditions, and they oversaw the food stands under the arches (German: Unter den Bögen) on Limmatquai and at Weinplatz (and Gmüesbrugg, Swiss German for Vegetable bridge), passing among others the Constaffel, Saffran and Zimmerleuten guild houses.
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