Journal of the Instiution of Locomotive Engineers
Volume 17 (1927)
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Journal No. 78

Gass, E.M. (Paper No. 208)
The application of the compound principle to locomotives. 5-18. Disc.: 19-29.
Based mainly on experience gained on LYR: remarkably for the date an advocate of two-cylinder compounds.

Beaumont, J.W. (Paper No. 209)
The working of light traffic on railways and the "Sentinel" engine. 30-53. Disc.: 53-9; 273-80 + folding plate. 2 illus., 3 diagrs.
A description of the Sentinel locomotives and railcars, plus experience gained from service on the LNER.
The boiler, first designed for road use, was made with sets of cross tubes round a central firing chute, but later spirally set tubes were adopted, set in spiral corrugations in the firebox shell, and this gave good results. Fig. 1 on page 41 shows an "exploded view" and the exterior. Both the boiler shell and the firehox are cylindrical, there being no flat surfaces requiring stays with their attendant troubles. The steep inclination of the tubes promotes a rapid and thorough circulation of the water, whilst being water not fire tubes, their ends are not subject to flame corrosion and their life is prolonged accordingly. Firing is via a central chute, its outer end being in the boiler cover (the boiler is not weakened by a firehole door). Firing involved shovelling a small quantity of coal from time to time into an aperture some 8in. in diameter, using a coal scoop little larger than that used on a domestic hearth, a grate with a slightly conical centre distributing the fuel to the outer circumference of the firebox. In the space above the tubes lies the superheater coil which raises the steam temperature to about 600F before its discharge through the regulator valve. The firebox is flanged top and bottom and bolted to the boiler shell with two rows of studs. When the joints are loosened off the whole of the firebox with its tubes could be dropped right out of the boiler, exposing every siirface to be scraped, whilst the straight, short tubes could be thoroughly and quickly cleaned. The whole job had been done in six hours. Similar boilers were still in use on road wagons after 15 to 20 years in service.  Due to the rapid circulation tbe time to raise steam was reduced to about 45 minutes without forcing. It was capable of an output of 2,000 lbs. of steam per hour at a pressure of 275 psi on a consumption rate of 9 lbs. of steam per pound of coal..
Steam distribution in the engine was via tappet valves actuated by a cam shaft. The steam enters and leaves the cylinders by entirely separate ports controlled by valves of the mushroom type, absolutely steam tight when closed, and capable of being removed and re-ground, when necessary, in a very short space of time. They are operated by push rods from a cam shaft, which are easily adjustable in a similar way to an internal combustion engine, a gauge for such adjustment being provided. Tlie cam shafts are wholly enclosed in the crank case driven from the crank shaft through a two to one gear, into which they are splined so as to provide for a sliding movement lengthwise controlled by an outside lever. This sliding movement brings the various cams into gear with the push rods and provides five positions. For starting and for very heavy work over short distances a steam cut-off of 80 per cent. is used; for ordinary running a cut-off of 30 per cent., and these are duplicated for forward or reverse, it being quite immaterial as far as efficiency is concerned whether the locomotive runs backwards or forwards. A central or neutral position is also provided, when all valves are open and steam can be blown through for warming up before starting. A feed water pump is also run off the crank shaft which forces an ample supply of water through a heater, heated by exhaust steam.
Power was transmitted to the wheels through chains, usually of 1¼in. pitch, the driving sprockets being keyed on to each end of the crank shaft, and on most types each chain drove on to a separate axle, avoiding the necessity of using coupling rods.
There were central engine, balanced engine and double engine types. Double geared versions were available..
The locomotive technology was also applied to steam railcars with the bodywork being supplied by Cammell Laird. Initially these had horizontal engines, but it was found that vertical engines worked better. At the time the Paper was presented the LNER had a Sentinel railcar working between Norwich and Lowestoft. Beaumont cited part of Sir Ralph Wedgwood's Presidential Adsress to the Railway Student's Association in which he stated, after noting the use of autocar (push & pull trains),:"experiments which give promise ol being much more successful have been made with petrol cars, and with the “Sentinel” steam car. Experience with the latter car seems to indicate that we may look for considerable economies by the adoption of this unit. Running cost has been found to range about 30 per cent. of that of the ordinary steam train.” adding later: “Where the service can be intensified by the use of such small units the railway seems likely to maintain its position very effectively against competing road services and to recover niuch of the ground which has already been lost. ” A fuller report appeared in Modern Transport, 1926, 30 October..
The LNER had lent their dynomometer car for tests of a Sentinel locomotive working on the Derwent Valley Railway.
Discussion: Stoker (53-4); J.H. Haigh (LMS, 54) asked about braking on the engine; scale removal and axle movement. E.M. Gass (54-5) was critical and gave figures comparing the fuel consumption of large with small locomotives when hauling freight. He stated that the Stumpf Uniflow engine was similar to the Sentinel type. J. Blundell (LNER 55-6). H.D. Atkinson (LMS 56). W. Rowland (LNER, Gorton, 56-7). J.E. Turner (LMS, 57).
E. Alcock (273-5) asked about chain maintenance and life and whether gears could be changed whilst the vehicle was moving, and was informed that on the Egyptian Delta Railway chains were removed and cleaned in paraffin once per month and any slack was adjusted at that time. Gears could not be changed whilst a vehicle was in motion.
G.A. Musgrave (275-7) asked several questions concerning and the authors' responses were: the standard brake fitted is a steam brake and that is combined with a hand brake, the Westinghouse brake has been fitted to one recently shipped to Newfoundland, also to one supplied to the North Eastern Railway; and several have been fitted with vacuum brake, but the steam brake is quite sufficient to skid the wheels. Another brake turned the engine itself into a brake: a release valve enabled the engine to be put into reverse gear whilst the locomotive was running forward; the engine being driven pumped air, with the release valve ensuring that the pressure did not become too great. This was used on lorries and formed a very reliable brake down hill, but was not recommended for continual use. At that time the largest engine was 100 h.p.and more power was envisaged by using them in multiple:an articulated locomotive was envisaged, although back to back locomotive was already in existence. The valves were steel, and many were stainless steel. The seatings were not removable, and the seating on which they fitted was part of the engine casting. The jointing material for the boiler was practically any thin material. The frequency of firebox taking down depended on water quality: with good water, once in six months, but it should never be allowed to go beyond that. One taken down in South Wales had been working over twelve months, but there was really not very much dirt in it. The tubes are rolled into the tubeplate in the ordinary way. The boilers are fitted with steel tubes and steel fireboxes. The life of the firebox depended on the water quality. There had a good many instances of ten years life, and should last not less than seven or eight years, unless of course the water was very bad indeed. With lorries the outer shell of the boiler lasted twice that long. At that time the chain drive was judged to be most efficient, but gear drive had some advantages, especially for driving rail coaches where it was possible to place the engine nearer to the wheels. The Author very much prefered the chains, as there were very few breakages, inspite being  violently. If a chain broke it simply dropped off and could be readily replaced or another link put in to repair it, whereas a broken gear may do a lot of other damage. Whoever adjusts the chain must as far as possible trammel the two radius rods and make both sides equal; they should be trammelled, and that is not a dificult joh.
H.J. Stephenson (278-9) noted that problems had been experienced with the 75 hp railcar which had been exhibted at the Wembley Exhibition when placed in service on a branch line near Newcastle with 1 in 70 gradients and heavy passenger traffic where it suffered a broken chain, braking and lighting:problems: "it was hardly up to the requirements of the task". He was also critical of a Sentinel shunting locomotive used in the yards at York for its lack of power and speed and wondered whether the valves would last. .
Pooley (279): wished to know if water could be excluded from the oil case and the type of  packings used for the main piston valves. The Author stated that a special flexible packing is used, not metallic. Between the cylinder and the top of the crank case there is another open casting, so that there is a gland from the piston into this casting and there is another stuffing box out of that casting into the crank case. Any water ran over in that space.
C.F. Adams (LNER, Doncaster, 279): noted that the chain drive was entirely exposed to dust and weather conditions. The Author replied a casing for the protection of the chain drive from dust was designed and fitted for the railcars on for the Egyptian Delta Light Railway. Experience of chain driven lorries provided with an oil retaining bath showed that dirt got into this oil bath and and increased chain wear. On the speed diagram he noticed the rail motor coaches attained a speed of 40 miles per hour and wished to know the greatest distance they could run at that speed. The Author replied indefinitely at this speed. It is quite within their capacity on any level road.
J.H. Bartram stated the boilers are so standardised that they could not be altered and how could they cope with very low grade fuel. The reply was that there were larger boilers for inferior  and different boilers for wood and oil burning.

Stamp, N.H. (Paper 210)
Locomotive wheel balancing. 60-71. Disc.: 71-7. 5 diagrs.
Need for locomotive wheel balancing
Unbalanced revolving mass produces
variation in rail pressure and
variation in the axlehox pressure.
Unbalanced reciprocating mass leads to:
acceleration—both negative and positive to direction of travel.
oscillatory motion about a vertical axis— nosing — swaying dangerous at high speeds
slight vertical oscillation, which disappears if height of the line of traction is equal to the radius of the driving wheel
Includes (pp. 70-1) details of Gresley's balancing of three-cylinder locomotives; notes on the wheel balancing machine and hammer blow..
Discussion: C. Gribble (71-3) of the Bridge Stree Committee H.E. Dean (Hunslet, 73-4) noted that in the Lord Nelson type the proportion of the reciprocating masses balanced is only 40%
H. Smith (74) the Great Northern Railway balance weights were segments almost rectangular in shape. A former locomotive superintendent, when riding on the footplate between Doncaster and Peterborough on an express asked the driver for the cause of the unsteady motion of the engine, and the driver replied that the movement must be transmitted through the valves. The superintendent expressed the opinion that it was because the balance weights were rectangular instead of crescent shape. Once when riding in an express from Grantham to Nottingham, drawn by a 2-4-0 type engine, the positive and negative acceleration were very pronounced, although he was in the centre portion of the train. As he had ridden behind the same class many times when there was no unsteadiness, he put it down to the setting of the valves, especially as the unsteadiness ceased when the regulator was closed. There used to be about ten 0-4-2 type tender engines at Copley Hill, working the branch passenger traffic, and there was only one of them that caused unsteadiness to the train. Having ridden innumerable times between Leeds and Bramley, he noticed that when this particular engine was drawing the train, that imniediately it got clear of Armley Cutting and with speed increasing, that the unsteadiness in the train commenced, and it was quite pronounced, especially in the first coach, but ceased immediately the regulator was closed. These engines had the rectangular shape of balance weight C.F. Adam (LNER): The difficulty of balancing locomotives in the reciprocating weight ; if this weight is entirely balanced in the wheels, excessive hammer blow is set up. On the other hand, if the reciprocating weight is ignored oscillations are set up which become dangerous when travelling at high speed. To overcome these difficulties only a proportion of the reciprocating weight is balanced which varies with different designs: in the new 4-6-0 four-cylinder engine of the Southern Railway only 40 per cent. of the reciprocating weight is balanced – 10% in the leading wheels, 20% in the intermediate wheels and 10% in the trailing wheels, whereas in the LNER 4-6-2 three-cylinder engines 60% is balanced, that of the inside cylinder being combined in the driving wheels, and of the outside cylinders, the weights are distributed equally in the coupled wheels. Here we have two modern engines in which the proportions and distribution differ.

Geer, H.E. (Paper 211)
Modern locomotive superheating. Part 2. 79-100. Disc. 100-32.
Covers tangential steam driers

Journal No. 79

Rowland, W.
The most economical point of cut-off of locomotive valve gears. 134-42, 2 diagrs.
Discussion meeting introduced by W. Rowland of Gorton. Other participants: J.H. Haigh (LMS, former LYR, 139);

Brunler, O. (Paper No. 212)
The internal combustion boiler and its application to the locomotive. 143-56. Disc.: 156-70.
In the discussion section the author noted the first experiments to burn fire in water were made in 1887 by his father. In 1898 he succeeded in designing a steam generator which worked for six hours without breakdown. The greatest difficulty was always the burner, and it took his father 25 years.

Poultney, E.C. (Paper No. 213)
Locomotive performance and its influence upon modern practice. 172-272.
The influence of weight on the ultimate power available is considered:
Anything that raises the indicated tractive effort curve for any given boiler, increases pull at the tender. This would mean improved engine performance. Valve gears, cylinder proportions, compounding, and other modifications leading to a better use of steam, tend in this direction.
Anything which improves boiler output for given engine conditions also raises the traction curve. The superheater, feed heater and the firebox with its grate deserve attention, but proportions of tube length to diameter and other features covering combustion air supply are also important
Anything which decreases machine friction at a given power output raises the tender dran-bar pull curve.
Anything that lowers locomotivc weight for a given capacity is important. It also means a higher net pull.
Anything that lowers rolling and head air resistances is deserving of attention.

Journal No. 80

Symes, S.J.
Mass production as applied to the repairing of locomotives. 286-300.
A discussion meeting led by Symes. Conditions required for mass production. Firstly, necessity for considerable demand for articles required or work to be performed, and these must be uniform in character. Operations are systematically split into sections which are worked progressively: greater production and better quality can be obtained from men allocated to each operation, and it is possible to provide equipment particularly adapted to each section, which will facilitate production in making it much simpler and easier for the men to carry out the various operations. When applied to locomotive repairs: there is production of the many parts needed to replace worn out components; then repairs to details to be used again; and the assembly or erection of these parts.
Discussion: W. Rowland (297) did not agree with Symes' asertion that the number of locomotive types would diminish. Cylinders could he made practically everlasting by the use of bushes for the cylinder barrel as well as for the steamchest, and the same principle could be carried out for other parts, though it does not touch the very large question of boiler and firebox repairs, nor of such details as axles and piston rods which ran only be maintained by successive size reduction.

Sanders, T.H. (Paper No. 214)
Railvay Springs. 301-35. Disc.: 439-51
Three schools of railway practice: British, Continental, and American. Each provided distinctive features. The British school used very largely laminated springs for all classes of rolling stock, and was unique in still using coiled springs on locomotives, and rubber auxiliary springs for locomotives and coaching stock. The Continental school used plate springs almost exclusively for locomotives, and passenger and freight vehicles, and did not include rubber for auxiIiaries. The American school used, with rare exceptions, none but laminated springs for locomotives and largely laminated springs for passenger cars. Other neccesary springs for the latter were invariably of the helical type, aiid this pattern is almost standard for freight cars.
Discussion: J. Clayton (328-30) noted that the reference to copper back plates for springs was a surprise especially when such plates had been used on the  South Eastern Railway, The Author considered the application of  varying thicknesses of plates used to compose a spring as bad practice, but he had some instances where cases of spring failure appeared to reduce through the use of various thicknesses of plates. Ribbed section steel  was used almost wholly for springs on the Southern Railway, and for many years on the South Eastern and Chatham Railway before the amalgamation, with very excellent results. Such springs keep their shape far better than springs niade of plain flat steel. Saunders was emphatic that plates should always be nibbed downwards, but the Southern Railway had many springs nibbed upwards with good results, but in these cases the working load of the spring is applied with the spring plates horizontal, and in such cases the nib is probably better up than down. The Woodhead type of back plate is interesting, and 1 should like to ask if these springs have been used to any extent and whether they have been used by any railway company, as it is certainly very ingenious and offers a promising solution of some difficulties. The gib cotter end is referred to as being possibly the best method of dealing with the attachment of the springs to the links, but the method shown of pressing the end from the plate is not so good as making this solid, as pointed out by Finlayson, or alternatively by a loose washer with the nib made solid from it. The question of fatigue cracks raised by the Author is a very interesting one, and when speaking to a Sheffield manufacturer a short time ago I raised the point of why to-day the mortality of springs seems to be so high as compared with formerly. It was observed by the manufacturer referred to that in other days spring steel was made by the Bessemer process in which the impurities were much greater than in the acid process, and the explanation offered was that these cracks which developed in the surface when tempering the plate travelled down into the metal until they met an inclusion and there stopped. I had hoped that the Author would refer to the question of the span of springs, and which has an important bearing npon the results obtained. It is agreed to-day that the springs having a good span last and give much better results, both in ridiag and in life, and perhaps the Author would give us his opinion in that respect. M'ith reference to auxiliary rubber pads, these are now being fitted by the Southern Railway, and we find that they improve the life of the springs very considerably.

Metcalfe, J.C. (Paper No. 215)
The exhaust steam injector. 355-80. Disc.: 380-90; 453-65.
Advantages claimed for exhaust steam injector:

E.M. Gass (381-2) gave some indication of the costs involved in fitting exhaust steam injectors to LYR locomotives and argued that these exceeded the potential savings, partly due to the footplate crews using the live steam injectors in preference: neverheless he conceded that they were more economic than pump-type water heaters. J.H. Haigh (382) considered that there must have been great improvements since the unsatisfactory trial on the LYR as the considerable use of such injectors on the GWR was "a certain indication that some economy is obtained, but it is surprising that if this economy reaches as much as 10 per cent. so few are in use on other English railway systems". E. Colclough.(GWR, 382-3) supported the claims made in the paper, both in terms of ease of fitting, that oil did not enter the boiler, and the economy was achieved. Also received support from G.H.H. Collins (383) of GWR who noted that towelling was no longer used in the grease separator..

H.B. Oatley, a Vice-President of the Superheater Company in the USA, noted how the exhaust steam injector was being taken up in the USA.

Bell, A.M. (Paper No. 216)
Tare and load compared in modern locomotives and rolling stock. 398-422. Disc.: 422-38. 13 illus., 2 diagrs., 2 tables.
In the diagram (Fig. 1: Stockton & Darlington Railwat) Locomotion's train (including engine and tender) weighed 66½ tons, and carried 80 tons of coal, or exactly in the proportion of 1.2 times the tare. According to Wishaw the SDR had wagons carrying 53cwts. and taring 27-30cwts. each. A train of these gives much better ratios, or 1 to 1.8.
Referring to Fig 2 (LNER P1 class 2-8-2) representing a train of 1926 960 tons of coal required 750 tons of tare, which is in very similar proportion of 1 to 1.3. A third diagram shows a train for the standard gauge, brought up to a similar standard to those running in India on the same work, namely, coal transport; and here we see that with 534 tons of tare 968 tons of coal can be accommodated, or there exists a ratio of 1 to 1.8.

Journal 81

Falconer, P.L. (Paper No. 217)
The cylinder performance of cross-compound locomotives. 496-524. Disc.: 525-36. 6 illus., 16 diagrs. 3 tables
The six illus. (photographs) are of FCCA locomotives, most being compounds. M.F. Ryan (525-7) suggested that probably nohody did more harm to, the development of compound locomotives than F.W. Webb of the old LNWR. He produced an engine which clearly was not up to its, work, and was very opposed to making any change. In the Argentine conditions are rather different to those obtaining in England: there are long hauls at fairly low speeds, and passenger trains get long continuous runs. It would seem that the country is eminently suited for compound work, but many of the railways have been afraid to adopt them. The difficulty has been that very few railways have got what one might call a technical running staff.

Smeddle, R.A. (Paper No. 218)
Some notes on locomotive fittings. 537-46. Disc.: 546-52
Covers a select number of fittings to encourage discussion: coupled wheel axleboxes: cast steel, forged stccl or brass or brass and gun metal boxes. The initial cost of last was high, although partly balanced by lower machining and fitting costs
Keeps, lubriacation, horns, journals formed another topic.
Reversing gears: lever type more suited to shunting; screw type for passenger work. Combined screw and lever offered some of the features from both. Steam reversing was also considered: one railway company who fitted steam reversing gears found them so satisfactory that they took their emergency hand arrangement off altogether, leaving only the steam gear to do the work. Chief disadvantage was tendency to drop into full gear when running, or in some cases to move into back gear, with very serious consequences if running at speed. Trouble was sometimes experienced with the flexible cannections between boiler and steam cylinder giving way, necessitating a great deal of attention at a shed. It was general opinion of drivers who handled engines fitted with steam gears, that they did not like returning to hand gear type.

Gresley, H.N. Presidential Address
The present position of the locomotive building industry. 558-68.
"I think I should remind our mcmbers that this is :an Institution of Locomotive Engineers, not an Institution of Steam Locomotive Engineers; all kinds of locomotives, steam,. oil and electric are our concern.
Gresley accepted that electrification had increased earning capacity on the Southern Railway
He accepted that electric traction in France and Italy was viable in France and Italy where coal was expensive.
Although it was predicted that electricity would become cheaper he believed that improvements in internal combustion and steam traction would continue to make them competitive.
Improvements anticipated in steam

Turbine locomotives so far produced suffer from the same disadvantage as the internal combustion locomotive: high initial cost.
Included an appeal for a locomotive testing station. An elaborate locomotive testing plant existed in America (Gresley did not state at Altoona) and noted the Grunenwald Experimental Department of the German State Railways, and the lack of comparable State support in Britain. Notedt .that Department of Scientific and Industrial Research's activities did not extend to locomotives. Proposed a National Locomotive Testing Plant under DSIR controlled by the Engineering Department of thc Nationa1 Physical Laboratory which already tested models of ships at Teddington. Gresley received support from H. Kelway Bamber, Sir Henry Fowler, Sir Seymour Tritton, Kitson Clark and C.N. Goodall.

Journal No. 82

Sedgfield, P. (Paper 219)
Some notes on unexplained? derailments. 578-602. Disc.: 602-21.
In Argentina: criticism of the diamond frame bogie for freight vehicles. Considerable amount of information on centres of gravity of various vehicles and their contents: sheep, cattle, wool, etc.

Shove, N.A. (Paper No. 220)
Grease lubrication, and notes on the working of locomotives in Canada and the United States. 625-43. Disc.: 643-59.
Shove had visited the two major Candian railroads and examined the two major railroads (New York Central and Pennsylvania) which entered New York to study locomotive pooling which at that time was being considered for railways in India.. As well as describing grease lubrication, Shove discussed the pooling of locomotives, the design of running sheds, turntables (three-point type), lighting, welding, machine tools, spray cleaning, ash handling and coaling. Power operated fire doors as supplied by the Franklin Co., rocking grates, ashpans, "King" metallic packing and Duplex automatic stokers. Boiler feed pumps were favoured over injectors. Roller bearings were fitted to express engines. Only one booster equipped locomotive was encountered. J.D. Rogers (643-4) contributed his own experience with grease lubrication. A.C. Carr (644-5) contrasted his experience in India and queried how white metal was not used in American bearings; the lack of coal measurements for individual locomotives was also of interest. C.N. Goodall (645-6), as a locomotive manufacturer was particularly interested in automtic stokers and boosters. W.A. Lelean (646-8) considered that grease lubrication aided pooling, by relieving the driver from the responsibility for oiling. He noted that the new standard Indian locomotives used labyrinth packing. He referred to the Great Western method of exhausting ashes from the smokebox instead of dropping them into a pit. But he considered that the automatic stoking equipment was far too heavy. W. Cyril Williams (648-9) noted that in South Africa a grease-lubricated engine had run the 616 miles between Johannesberg and Beaufort West three times without attention. J. Clayton (649-51) considered that the adoption of grease lubrication led to increased wear of the bearing surfaces. He was also critical of American locomotive design philosophy considering it to be based on a collection of parts bought from propietary firms. W.J. Tomes (651-2) accepted the concept of grease lubrication, and was also eager to adopt spray cleaning. E.C. Poultney (652-3) noted the very high cylinder horsepower developed on American locomotives and cited Metcalfe's "very good" paper on exhaust steam injectors. H. Holcroft (653-4) was antagonistic towards grease lubrication because of the difficulty in starting at low temperatures; the high running temperatures accepted in bearings. He was also against mechanical stokers (British coal was of high quality) and roundhouses for the space demanded for them. Gresley chaired the meeting and concluded the discussion (655-6): he had made experiments with grease lubrication but had not been impressed, but the locomotives had run hot and coal consumption had increased. He had found German manufactured cast iron packing to be excellent on superheated locomotives. He considered that only locomotives burning in excess of 5,000 lbs per hour require mechanical stokers.

Visit to Airdale Foundry, Leeds, November 4th, 1927. 660-1+ folding diagram (sectional drawing) and illus..
Kitson-Still locomotive. Sectional diagram was from Rly Gaz. Gresley was present on the visit and thanked Kitson Clark

Musgrave, G.A.
Address by the Chairman of the North Eastern Centre: Institution's welfare and progress. 664-86.
Relatively little of the Address was given over to an examination of the Instiution per se: most covered issuse which the speaker considered to be pertinent at the time. Firstly there was an examination of the increasing weight of locomotives on the LNER shown by a diagram which extended from Locomotion No. 1 at 11 tons via a Jenny Lind-type 2-2-2 at 33 tons; a Stirling 4-2-2 single  (72 tons); an Ivatt large Atlantic (112 tons); a Gresley Pacific (1149 tons) and P1 2-8-2 (151 tons) to the Beyer Garratt at 178 tons.

Topics covered included superheating (accessibility and reliability), cylinder lubrication (hydrostatic versus mechanical lubricators), the need for footplate crews to ensure that steam was admitted to the steam chest whilst coasting to ensure that grit did not enre the cylinders.

Gresley (682-5) responded at length and this is reproduced in full on the Gresley page as it says much about Gresley's design philosophy towards internal combustion locomotives, his response to the Schmidt high pressure boiler (to be exploted by Fowler in Fury), and to his coolness towards electric traction.