|
Short videos of the Master's Engine Room. |
|
|
|
|
|
|
|
|
|
Master Technical Information Built in 1922, in False Creek, Vancouver, by Arthur Moscrop, the MASTER is the last remaining example of a Master Technical Information Built in 1922, in False Creek, Vancouver, by Arthur Moscrop, the MASTER is the last remaining example of a once formidable fleet of wooden hulled, steam powered towboats on the West Coast. The MASTER displaces about 200 tons, is 85 feet long, 19.5 foot beam and draws 12 feet of water. When working, She carried a crew of seven, however She has nine bunks. Fuelled with bunker oil held in a 10,0000 gallon tank, just forward of the boiler, She can steam about 2,0000 miles on one fill of fuel. When raising steam from cold, it takes two days, as the boiler has to be "warmed through" slowly to prevent stressing the tubes etc. Turning an 8 foot diameter, 4 bladed propeller, at 100 r.p.m., she cruises at over 8 knots.From 1922 to 1959, the Master towed logs and barges in Georgia Strait and beyond, steaming over a million miles. She has seen many ports on the Pacific Coast, from Alaska to San Francisco. Laid up in 1959, she was bought in 1962 for $500, to be restored as a memorial to the men of the BC towing industry. In 1971, the Society for the Preservation of the steam towboat MASTER was formed to continue the struggle. In 1980, the society decided that only near-total rebuilding could save her. In May, 1986, she once again raised steam and proudly took her place as the Flagship of Expo 86.This was only made possible by the efforts of a small, dedicated group of volunteers, assisted by generous corporate and individual donors, and with the aid of all levels of government. Sponsorship must continue, if the vessel is to be retained.Today the MASTER steams around her home waters, unquestionably the Dowager Queen of the Vancouver waterfront, bringing wonder to the eyes of the young, and lumps to the throats of the old timers.
|
|
SS Master's Triple Expansion Double Acting unit was built in 1916 by William Beardmore's Speedwell Iron Works Co. in Coatbridge, Scotland. It was built for the Royal Navy for installion in a First World War Minesweeper that was ordered but never completed. The diameter of the cylinders are as follows; High Pressure (HP) 9.625", Intermediate Pressure (IP) 15.5", and Low Pressure (LP) 26". The stroke is 18 inches and the indicated horsepower is 332. 
|
|
|
|
|
|
|
|
|
|
Triple Expansion cutaway  An animation of a simplified triple expansion engine. High pressure steam (red) enters from the boiler and passes through the engine, exhausting as low pressure steam (blue) to the condenser. It is a logical extension of the compound engine to split the expansion into yet more stages to increase efficiency. The result is the multiple expansion engine. Such engines use either three or four expansion stages and are known as triple and quadruple expansion engines respectively. These engines use a series of double-acting cylinders of progressively increasing diameter and/or stroke and hence volume. These cylinders are designed to divide the work into three or four, as appropriate, equal portions for each expansion stage. As with the double compound engine, where space is at a premium, two smaller cylinders of a large sum volume may be used for the low pressure stage. Multiple expansion engines typically had the cylinders arranged inline, but various other formations were used. The images to the right show a model and an animation of a triple expansion engine. The steam travels through the engine from left to right. The valve chest for each of the cylinders is to the left of the corresponding cylinder.  Model of a triple expansion engine The development of this type of engine was important for its use in steamships as by exhausting to a condenser the water can be reclaimed to feed the boiler, which is unable to use seawater. Land-based steam engines could exhaust much of their steam, as feed water was usually readily available. Prior to and during World War II the expansion engine dominated marine applications where high vessel speed was not essential. It was however superseded by the steam turbine where speed was required, for instance in warships 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. |
|
|
|
Scotch Marine, two pass, fire tube boiler...This current boiler was built in 1945 and re-tubed in 1984. The smoke box doors were made by BCIT students. A firetube boiler is basically a cylindrical shell, or drum, with a top and a bottom plate and the tubes passing between; under full pressure and usually holding a large quantity of water. Thus it holds a great energy reserve in the heated water, permitting steady steaming even with fluctuations in the fire. A firetube boiler is slow to raise steam, even in small sizes, and holds great potential, in the large mass of stored energy, for a lethal explosion if not properly maintained. It is, however, easier and cheaper to build and, if constructed to ASME code standards, fully as safe as a watertube boiler. |
|
|
|
Engineer inspecting the Boiler's Fire Tubes. |
|
|
A good Cutaway of a typical Fire Tube Boiler
|
|
|
|
|
|
|
|
|
|
|
|
The Steam Engine is double acting and directly coupled to the propeller shaft ( no gear box or clutch ). When maneuvering, the engineer on watch must stop the engine, select the right valve timing and start the engine again.
|
|
|
|
Engineers engaged in a conversation on top of the cylinder heads...
|
|
Donald Dawson Inspecting the Fire Tubes within the massive boiler tank, via the |
Annual Boiler Inspection
manhole access.