Launch-type boiler

The cylindrical furnace or firebox fits entirely within the boiler's outer shell. Unlike the locomotive boiler, there is no firebox grate emerging beneath the main boiler. The boiler has similarities with both the locomotive boiler (the multiple small fire-tubes), and the Scotch marine boiler (the short cylindrical furnace). As a fire-tube boiler it has generous heating area and so is an effective steamer. Firebox construction is also simpler, thus cheaper, than for the locomotive firebox. As the circular furnace is largely self-supporting against boiler pressure, it did not require the extensive and costly stays of the locomotive boiler. This also allowed the boiler to be made with a bolted joint in the outer shell and so the whole furnace and tube nest could be withdrawn for inspection and maintenance. The firebox is of limited size though, and unlike the locomotive boiler cannot expand beyond the size of the boiler shell. This limits the sustained output that is possible. The grate and ashpan are also limited in size, the grate being a set of bars part-way across the furnace tube and the ashpan the restricted space beneath this. These features limit the boiler's ability to burn hard bituminous coal and they require a supply of Welsh steam coal, or similar, instead. Firing with wood or biomass fuels was difficult. Firebox capacity is further restricted by the space used for the ashpan and also by the dry-back furnace. The small ashpan also restricts their ability to steam for long periods. One drawback of the boiler was the large diameter of the furnace relative to the boiler shell, and thus the small steam space above the crown of the furnace. This made the boilers prone to priming, particularly on a rough sea, where water could be carried over into the steam pipe. A more serious danger was the limited reserve of the water level, where the water level had only to drop by a small amount owing to inattention before the furnace crown would be exposed, with likely overheating and risk of boiler explosion. The boiler was safe when correctly fired, but could not be left unattended. These water level restrictions became even more troublesome when the boiler was tilted, even by as little as a steep railway line. An unusual rate of wear and number of replacement furnaces supplied for the Heywood locomotives has been put down to this cause. The boiler did see some popularity in mainland Europe, as a boiler for small portable engines. A similar boiler, but arranged with return fire-tubes, was built in America as the Huber boiler. == Bagnall boiler ==

To reduce the limitations of the small furnace, an enlarged form was developed. The area of the boiler shell alongside the furnace was enlarged in diameter, but remained circular. This permitted a larger diameter of furnace to be fitted. The firebox section of the shell was offset downwards, so that the tube nest from the upper part of the furnace was in the lowest, water-filled, portion of the shell. As the plates were still cylindrical they did not require stays, but there may have been a few small rod stays to support the flat part of the throatplate between the two sections of the shell. This was also offered in a lengthened form as a log-burning furnace, particularly for use in Australia and Africa where forest land was being clear-felled for agriculture. All-circular launch boilers (rather than locomotive boilers) were not widely used in coal-rich Britain, apart from these enlarged types. They were sometimes known as 'marine' boilers, although this enlarged form was not favoured for marine use, owing to its raised centre of gravity. Bagnall railway locomotives The enlarged circular firebox was also used by W. G. Bagnall for narrow-gauge locomotives, from 1890. One of the last of these to be built, the last industrial narrow-gauge steam locomotive to be built for use in the UK, was Monarch, an articulated locomotive built in 1953 for Bowaters Paper Railway in Kent. This was originally built for the sugar plantation railways in South Africa, but re-gauged to . These were articulated to Bagnall's modified Meyer design. The original Meyer locomotive used two articulated bogies beneath a tank locomotive frame carrying the boiler and water tanks. This limited the space available for the firebox, a disadvantage which could be avoided, for small locos, by the use of Bagnall's boiler with a circular firebox entirely above the frames. == Railway locomotives ==

's Duffield Bank Railway works railway Launch-type boilers were only rarely used for railway locomotives, although they were notably used by Sir Arthur Heywood from 1874 for his minimum-gauge railways at Duffield Bank and Eaton Hall. The boiler design was German in origin. A similar boiler, the 'Vanderbilt' was used in the USA. Lancashire & Yorkshire Railway with cylindrical furnace The Lancashire and Yorkshire Railway suffered problems with firebox stays, leading to a boiler explosion with an 0-8-0 'Class 30' near Knottingley in 1901 Their Chief Mechanical Engineer Henry Hoy, sought to avoid the problems of the stayed firebox altogether and so developed an alternative boiler and firebox. This used a corrugated tubular furnace and cylindrical outer firebox, as for the Lentz. NZR E class The single NZR E class of 1906 was an experimental Vauclain compound articulated 2-6-6-0T Mallet, intended for working the Rimutaka Incline. Compounding encouraged the choice of the then remarkably high boiler pressure of , which required a strong firebox construction. The NZR chief draughtsman G. A. Pearson chose a corrugated furnace design in a tapered boiler, similar to the Vanderbilt. == References ==