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43-572: The Barton Swing Aqueduct is a moveable navigable aqueduct in Barton upon Irwell , Greater Manchester , England. It carries the Bridgewater Canal across the Manchester Ship Canal . The swinging action allows large vessels using the ship canal to pass through and smaller craft, both narrowboats and broad-beam barges, to cross over the top. The aqueduct, the first and only swing aqueduct in

86-455: A boiler 15 years earlier. Fairbairn had made a theoretical study of the thermodynamics of more efficient boilers, and it was this that had led him to increase the furnace grate area relative to the volume of water. A particular reason for this was the so-far poor adoption of the Cornish boiler in the cotton mills of Lancashire, where the harder local coal couldn't be burned satisfactorily in

129-495: A bulky boiler though, particularly for its length, and this has always limited its use to stationary installations. It was the standard boiler in Lancashire cotton mills . William Fairbairn 's work on the Lancashire boiler had demonstrated the efficiency virtues of multiple furnaces relative to a reduced water volume. It was also widely understood that higher steam pressures improved the efficiency of engines. Fairbairn's research on

172-429: A feature from the 1840s. The use of two flues also has a strengthening effect, acting as two long rod stays that support the end plates. Later developments added Galloway tubes (after their inventor, patented in either 1848 or 1851 ) crosswise water tubes across the flue, thus increasing the heated surface area. As these are short tubes of large diameter and the boiler continues to use relatively low pressure, this

215-696: A larger cross-section of water than most water-supply aqueducts . Roman aqueducts were used to transport water and were created in Ancient Rome. The 662-metre (2,172 ft) long steel Briare aqueduct carrying the Canal latéral à la Loire over the River Loire was built in 1896. It was ranked as the longest navigable aqueduct in the world for more than a century, until the Magdeburg Water Bridge in Germany took

258-475: A return flue with his first 1802 Coalbrookdale locomotive design and 1804 "Pen-y-Darren" engine. These boilers were heavily built of cast iron , short and flat-ended. His 1804/5 " Newcastle " locomotive (actually built in Gateshead ) began to show one characteristic feature of the return-flued boiler, a prominent dome shape to resist steam pressure in the solid end opposite both furnace and chimney. In this case,

301-417: A single large cylindrical furnace tube, a combustion chamber external to the boiler's pressure shell, then multiple, narrow fire-tubes returning to a horseshoe-shaped smokebox above and around the firedoor. The proximity of this smokebox to the fireman led to their nickname of "belly burners". Their design thus has more in common with the horizontal launch-type boilers (as used by Sir Arthur Heywood ) or

344-463: A single straight flue. It was widely used by many of the early locomotive makers, including Blenkinsop 's locomotives for the Middleton Railway and Stephenson's Locomotion No. 1 . This type of boiler is simple to manufacture and strong enough to support "high pressure" (for the period) steam with expansive working in the cylinders. There is also good gas flow through the large flue, so that

387-498: Is a little-known design derived from the Cornish pattern, produced by the noted Butterley boilerworks of Derbyshire. It is basically a Cornish boiler with the lower half of the shell around the furnace removed, so as to permit a large fire to be lit. This made it popular in the textile mills of the Pennines , where the hard Northern coal was of less calorific value than the Welsh coal used in

430-418: Is a long horizontal cylinder with a single large flue containing the fire. As the furnace relied on natural draught , a tall chimney was required at the far end of the flue to encourage a good supply of air (oxygen) to the fire. For efficiency, Trevithick's innovation was to encase beneath the boiler with a brick -built chamber. Exhaust gases passed through the central flue and then routed outside and around

473-539: Is adjacent to, and upstream of, the Barton Road Swing Bridge . Both bridges are operated from a brick control tower on an island in the centre of the ship canal. When in the open position, the aqueduct and road bridge line up along the length of the island, allowing ships to traverse each side. To avoid the risk of collision, the aqueduct is opened half an hour before traffic on the Manchester Ship Canal

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516-477: Is rotated 90 degrees on a pivot mounted on a small purpose-built island. Gates at each end of the trough retain around 800 tonnes of water; additional gates on each bank retain water in their adjacent stretches of canal. The aqueduct originally had a suspended towpath along its length, about 9 feet (2.7 m) above the water level of the Bridgewater Canal, which has now been removed. The structure

559-447: Is scheduled to pass. The turning mechanism built into the central island consists of a 27-foot (8.2 m) race plate embedded in granite blocks. Sixty-four tapered cast iron rollers sat on top of the race plate, held in position by a spider ring. On top of that an upper race plate supports the aqueduct and its circular gear rack, which was powered by a hydraulic engine manufactured by Sir W. G. Armstrong Mitchell of Newcastle. To reduce

602-430: Is still not considered a water-tube boiler . The tubes are tapered to make their installation through the flue easier. Lancashire boilers often show corrugated flues , which absorb thermal expansion without straining the riveted seams. Another development was the " kidney flue" or Galloway boiler , where the two furnaces join together into a single flue, kidney-shaped in cross-section. This widened and flat-topped flue

645-411: The Manchester Ship Canal in the 1890s necessitated the replacement of this structure, as the height of ships using the new ship canal was too great to pass under the old aqueduct. An alternative scheme involving the use of a double lock flight was rejected, because of the need to conserve water in the Bridgewater Canal above. The new aqueduct was designed by Sir Edward Leader Williams , engineer to

688-563: The Scotch marine boiler than they do with the simple single-flue boiler. By this time, the locomotive boiler had become ubiquitous for traction engines. Compared to this, the advantage of the Huber boiler was that the firetubes could be replaced more easily, without needing to work from within an enclosed firebox. The simplest form of flued boiler was Richard Trevithick 's "high-pressure" Cornish boiler, first installed at Dolcoath mine in 1812. This

731-564: The Wylam colliery and its owner Christopher Blackett , Hedley would have been familiar with Trevithick's engine. Timothy Hackworth 's 0-6-0 Royal George of 1827 also used a return-flued boiler, although it is best known for its pioneering use of a deliberate blastpipe to encourage draught on the fire. His lighter weight 0-4-0 version for the Rainhill Trials , Sans Pareil was very similar. Even though they appeared antiquated as soon as

774-431: The Cornish, but has two large flues containing the fires instead of one. It is generally considered to be the invention of William Fairbairn and John Hetherington in 1844, although their patent was for the method of firing the furnaces alternately, so as to reduce smoke, rather than the boiler itself. Stephenson 's early 0-4-0 locomotive " Lancashire Witch " had already demonstrated the use of twin furnace tubes within

817-644: The Hydraulic Engineering Company of Chester, and the following year a power house was built on the island to house two electrically driven pumps. The old steam pumping station was demolished after the Second World War. Notes Bibliography Navigable aqueduct Navigable aqueducts (sometimes called navigable water bridges ) are bridge structures that carry navigable waterway canals over other rivers, valleys, railways or roads. They are primarily distinguished by their size, carrying

860-546: The Manchester Ship Canal Company, and was built by Andrew Handyside and Company of Derby . The first barge crossed the new aqueduct on 21 August 1893, and it opened to commercial traffic on 1 January 1894. Williams was also involved with the Anderton Boat Lift , another moving canal structure in the region. Construction work began in 1890, with the demolition of a Roman Catholic school on the south bank of

903-457: The South West and required a larger fire. Alternatively it may be considered as a shortened Cornish boiler with a wagon boiler placed in front of it with a larger fire beneath that. It suffers the same drawback as the wagon boiler: the concave firebox plate is mechanically weak and this either limits the working pressure or requires extra mechanical staying . The Lancashire boiler is similar to

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946-601: The Trials were over, the Canadian Samson of this pattern was built in 1838 and still in service in 1883. The last return-flue boilers constructed (other than some stationary boilers) are often considered to be those built by the Huber Co. of Marion, Ohio for their "New Huber" traction engines , from 1885 to 1903. These were not, however, return- flue boilers in the sense used here, but rather return-tube boilers. They had

989-459: The boiler plates. In the flued boiler, any sediment fell past the furnace flue and settled out at the bottom of the boiler shell, where it had less effect. In model engineering , the Cornish boiler, particularly when fitted with Galloway tubes ( see Lancashire Boiler, below ), is an excellent choice for gas-fired boilers and model steam boats. It is simple to build and as efficient as any small-scale boiler. The Butterley or "whistle mouth" boiler

1032-507: The boilermaking, now of wrought iron plates, must have been complicated by Trevithick's single long-travel horizontal cylinder (9 in × 36 in (230 mm × 910 mm) diameter×stroke) which emerged through this domed end. This did make work easier for the fireman though, as he was no longer trying to reach a firedoor beneath the long crosshead of the piston. William Hedley used this pattern of boiler for his 1813 locomotives Puffing Billy and Wylam Dilly . Through

1075-403: The design was pushing the limits of the possible. This became clear when the sixty-four 35.5 cm (14 inches) mean diameter hollow cast-iron rollers started to deform. By 1927 the structure had dropped by 8.89 cm ( 3 + 1 ⁄ 2 inches). In 1928 the iron rollers were replaced with steel and since then the bridge has dropped by only 2.4mm (3/32-inch). Once the iron rollers were replaced

1118-430: The fire receives sufficient draught from the action of a tall chimney alone. However it also has little heating area, so is inefficient and burns a large amount of coal. A simple flue must be long if it is to offer adequate heating area. In a short boiler shell, such as required for a steam locomotive , this may be done by using a U-shaped return flue that bends back on itself. Richard Trevithick had already used

1161-416: The fire. Boiler explosions , usually beginning with failure of this firebox plate, were common. It was known that an arched structure was stronger than a flat plate and so a large circular flue tube was placed inside the boiler shell. The fire itself was on an iron grating placed across this flue, with a shallow ashpan beneath to collect the non-combustible residue. This had the additional advantage of wrapping

1204-403: The firebox door between firings, it was also possible to arrange a supply of air past the furnace (in the case of a Lancashire boiler, through the ashpan beneath the grate) which would encourage the flue gases produced by the fire to burn more completely and cleanly, thus reducing smoke and pollution. A key factor in this was the distinctive shuttered rotating air damper in the door, which became

1247-428: The heating surface closely around the furnace, but that was a secondary benefit. Although considered as low-pressure (perhaps 25  psi (1.7  atm )) today, this was regarded as high pressure compared to its predecessors. This increase in pressure was a major factor in making locomotives (i.e. small self-moving vehicles) such as Trevithick's into a practical proposition. The simplest boiler for locomotives had

1290-476: The hydraulic press assistance was dispensed with. Hydraulic power was originally supplied by steam from two Lancashire boilers housed in a pumping station on the Eccles bank of the ship canal; a service culvert beneath the bed of the canal conveyed the water under pressure to the control tower on the island. In 1939 the original hydraulic engines were replaced by a pair of radial three-cylinder engines manufactured by

1333-410: The iron boiler shell. To keep the chimney clear of the firing space, the brick flue passed first underneath the centre of the boiler to the front face, then back again along the sides and to the chimney. Cornish boilers had several advantages over the preceding wagon boilers : they were composed of mostly curved surfaces, better to resist the pressure. Their flat ends were smaller than the flat sides of

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1376-523: The pressure on the turning mechanism, a hydraulic press was installed in the pivot. When water was admitted to the press it took up to half the weight. So successful was this system of hydraulic assistance that Leader Williams retrofitted it to several road swing bridges being built over the Ship Canal including the ones at Stockton Heath and Knutsford Road in Warrington . The weight of the structure meant that

1419-516: The ship canal. The scale of the operation meant that the course of the River Irwell had to be temporarily diverted around the site, so that the central island could be built on dry land. The aqueduct is a form of swing bridge. When closed, it allows canal traffic to pass along the Bridgewater Canal. When large vessels need to pass along the ship canal underneath, the 1,450-tonne (1,430-long-ton; 1,600-short-ton) and 330-foot (100 m) long iron trough

1462-436: The smaller furnace, in favour of the older low-pressure wagon boiler and its large grate. The difficulties of the Cornish boiler were that a boiler of any particular power would require a known area of furnace tube as the heating area. Longer tubes required a longer and more expensive boiler shell. They also reduced the ratio of grate area relative to the heating area, making it difficult to maintain an adequate fire. Increasing

1505-410: The strength of cylinders led him to design another improved boiler, based around far-smaller tube diameters, which would thus be able to operate at higher pressures, typically 150  psi (1,000  kPa ). This was the "five tube" boiler, whose five tubes were arranged in two nested pairs as water drum and furnace, with the remaining tube mounted above them as a separate steam drum. The water volume

1548-479: The title in the early 21st century. Early aqueducts such as the three on the Canal du Midi had stone or brick arches, the longest span being 18.3 metres (60 ft) on the Cesse Aqueduct , built in 1690. But, the weight of the construction to support the trough with the clay or other lining to make it waterproof made these structures clumsy. In 1796 Longdon-on-Tern Aqueduct , the first large cast iron aqueduct

1591-478: The tube diameter reduced the depth of water covering the furnace tube and so increased the need for accurate control of water level by the fireman, or else the risk of boiler explosion . Fairbairn's studies of hoop stress in cylinders also showed that smaller tubes were stronger than larger tubes. His solution was simple: to replace one large furnace tube with two smaller ones. The patent showed another advantage of twin furnaces. By firing them alternately and closing

1634-414: The wagon boiler and were stayed by the central furnace flue, and sometimes by additional long rod stays . A less obvious advantage was that of boiler scale. Wagon or haystack boilers were heated from beneath and any scale or impurities that formed a sediment settled upon this plate, insulating it from the water. This reduced heating efficiency and could in extremis lead to local overheating and failure of

1677-497: The world, is a Grade II* listed building , and considered a major feat of Victorian civil engineering . Designed by Sir Edward Leader Williams and built by Andrew Handyside and Company of Derby , the swing bridge opened in 1894 and remains in regular use. The Barton Swing Aqueduct is a direct replacement for the earlier Barton Aqueduct , a masonry structure crossing the River Irwell and completed in 1761. The construction of

1720-720: The world. Other cast-iron aqueducts followed, such as the single-span Stanley Ferry Aqueduct on the Calder and Hebble Navigation in 1839, with its innovative 50-metre (160 ft) through arch design. There were 32 navigable aqueducts on the Erie Canal , constructed 1817–1825 in New York State , United States. Lancashire boiler Flued boilers were developed in an attempt to raise steam pressures and improve engine efficiency. Early haystack designs of Watt 's day were mechanically weak and often presented an unsupported flat surface to

1763-437: Was stayed by the use of Galloway tubes. Its maximum pressure is 20 bar (290 psi). The maximum diameter of the boiler is 3 m (9.8 ft), has two fire tubes of length varying from 6–10 m (20–33 ft) and diameter of .8–1 m (2.6–3.3 ft) Although the Lancashire boiler is considered to be an antiquated design, provided that the flue is long enough it can be reasonably efficient. This does lead to

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1806-626: Was built by Thomas Telford at Longdon-on-Tern on the Shrewsbury Canal . It has a total length of 57 metres (187 ft) across three intermediate piers. Within ten years Telford had completed the far more ambitious Pontcysyllte Aqueduct in Wales on the Llangollen Canal over the River Dee valley, with a total length 307 metres and a height of 38 metres, making it the tallest navigable aqueduct in

1849-404: Was extremely low compared to previous boiler designs, as the furnace tubes almost filled each of the water drums. The boiler was successful according to its goals and provided two large furnaces in a small water capacity. The separate steam drum also aided the production of "dry" steam, without the carryover of water and risk of priming. However it was also complex to manufacture, and did not offer

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