Journal Institution of Locomotive Engineers
Volume 26 (1936)
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Journal No. 129
Allen, A. (Paper 347)
Rail cars in service in Northern Ireland. 2-36. Disc.: 36-44.
Paper presented in London on 28 November 1935//Third Ordinary General
Meeting of the Session 1935-36 was held at the Institution of Mechanical
Engineers, Storey’s Gate, London, on Thursday, the 28 November 1935,
at 6.0 p.m., Mr. A. C. Carr, President, occupying the chair.
That the rail car services introduced in County Donegal were successful,
was ahown from the following extracts from a Report of the County Donegal
Transport Committee, appointed by the Free State Government to investigate
the transport conditions in County Donegal, who in their Report dated October,
1934, state:-
“. . . and altogether they seemed to us to be a bold effort to solve
the railway transport difficulties in areas where the traffic is thin. That
these vehicles are appreciated was evident not only from the numbers of
passengers carried, but also from the desire expressed that similar vehicles
should be provided on . . .”
‘ In so far, therefore, as the County Donegal Railway Joint Committee
is concerned, we have no recommendations to make, being assured by
representatives of the parent companies (the Great Northern Railway Company
(Ireland), and the London, Midland and Scottish Railway Company), that there
is no present intention to curtail the facilities now available to the public,
or to cease operating any portion of the system.”
Author thanked George. B. Howden, Chief Engineer of the Great Northern Railway
Company (Ireland), and Henry Forbes, General Manager, County Donegal Railway,
both of whom have done so much to foster the development of the rail car
throughout a very trying period.
T. Hornbuckle (LMS) pp. 38-40 We hear so much about
rail cars that I often wonder what is a rail car. The start off this evening
with A bus on rails, then we go to something a little bigger, and we finally
end up with an articulated train. All these are called rail cars.
With regard to the difference in the cost of working, a comparison has been
made between steam trains and rail cars, such comparisons require very careful
examination as they can be most misleading. ‘The real difference in
the cost of working as between the so-called rail car and the steam train
lies in the fact that a 100 or 150 h.p. oil or petrol engine is substituted
for an 800 h.p. locomotive, and also that a one-man-operated train is substituted
for a t\vomen- operated train.
To effect economies or to give better service it is not necessary in every
case to turn to the so-called light rail cars, and the following important
points shoul’d be kept in mind. We have listened this evening to the
author’s description of the adaptation of forms of vehicles to railways,
some of which were closed down or on the point of closing down. One cannot
draw conclusions from these conditions to the more highly organised and more
densely worked railways, such as one finds in this Country. One of the great
difficulties that we experience in the introduction of light railway cars
on to the normal British railway is that there are very few branch lines
which are admittedly very light in traffic that can be worked without running
into some main line station or oi er some busy junction. .All these places
are elaborately signalled, and the unreliability Of light rail cars in operating
signalling apparatus is one of the most serious disadvantages in connection
with that type of vehicle –so much so that in many cases it prexents
rail cars being considered.
The only other point I should like to make is this, that it is the adaptation
of the rolling stock to the traffic requirements which is the important matter.
The way in which it is carried out will depend on the circumstances of each
case. Also, when we talk about rail cars, let us be quite clear what it is
that we really have in mind.
Awards for Papers, Session 1934-35. 45-6.
At the Fourth Ordinary General Meeting (Session 1935-36) held in the
Hall of the Institution of Mechanical Engineers, Storey’s Gate, Westminster,
on Thursday, the 2 January, 1936, at 6.0 p.m., the chair was taken by Mr.
W.A. Stanier, Vice-President.
The results of the awards made by the Council for Papers read before the
members during the Session were:
Frederick Harvey Trevithick Prize awarded to Mr. J. R. Sedgfield for Paper,
entitled “Machine Tooling Methods and Machine Shop Reorganisation,”
read before the members of the South American Centre in Buenos Aires on 23
March and 14December, 1934. The prize would have been sent to Buenos Aires
and presented by the Chairman of the local branch.
The Institution’s Gold Medal awarded to Dr. R.P. Wagner for his Paper,
entitled “ High Speed and the Steam Locomotive” read before members
in Hall of the Institution of Mechanical Engineers on 28 February 28th 1935.
Stanier said: "We all know Dr. Wagner. He is regarded as one of the leading
locomotive designers in the world. His name is familiar both in England and
in America, and also on the Continent. I am sure it is a very great pleasure
to the members that he has been awarded this Gold Medal." (The Chairman then
handed the Gold Medal to Dr. Wagner amid the hearty applause of the members
present.)
The Alfred Rosslin Bennett Prize awarded to Mr. T.H. Sanders for his Paper,
entitled “ The Evolution of Railway
Suspension,” (Paper No. 334) read before the members in Hall of
the Institution of Mechanical Engineers on 29 November 1934.
Harbord, V. (Paper No. 348)
Metals and alloys in locomotive construction. 46-62. Disc.: 62-77.
Fourth Ordinary General Meeting (Session 1935-36) of the Institution
was held in the Hall of the Institution of Mechanical Engineers, Storey’s
Gate, Westminster, on Thursday, 2 January, 1936, at 6.0 p.m., the chair being
taken by Mr. W. A. Stanier, Vice-Presbdent.
Noted problems of corrosion and cracking in boilers. Stanier (Chairman) was
critical of the Izod test; and noted the difficulties of tempering
manganese-molybdenum steel and the failure of rivet heads on boilers through
cracking. J. Clayton (63-4) reported hair cracks in alloy steels used for
connecting rod straps; M. Lewis (64-5) noted problems on connecting rods
on express freight locomotives; B.R. Byrne (65-8) noted caustic concentrations,
and stress cracking under corrosion; S. King (68) noted
fracture in the grooves of Hiduminium alloy piston valve heads on 3-cylinder
2-6-0s (K3 class) and compared the weight of connecting rods for three-cylinder
2-8-0s (103 lbs for Hiduminium alloy as against 284lbs for carbon steel.
J.G.B. Sams (68-9) commented on failure to use steel fireboxes in Britain,
but as used in Colonies. Also considered that more cast iron should be used
as in Ford cars; H. Chambers (69) commented on the modulus of elasticity
of high tensile steels for connecting and coupling rods; T.H. Turner (69-70)
considered it criminal to put the equivalent of chissel marks or stamped
letters on stressed surfaces; there was a risk of caustic embrittlement in
nickel steel used for boilers, and the water in the Cambridge area was equivalent
to Zeolite softened water. W.R. McDermid (71) commented on the temperatures
reached at the cutting edge when machining alloy steels; J. Clayton (76)
noted that when chrome vanadium steel coupling rods crank pins were used
on the SECR white metal had to be used instead of phosphor bronze as the
bearing materail and cited Paper 124 (Volume
12): Harbord expressed surprise at this observation;..
Morse, H.M.R. (Paper No. 349)
Workshop management in the North West Railway Central Works with Gantt charts.
78-104. Disc.: 104-13.
Fourth Ordinary Branch Meeting of the Northern Branch of the Indian
and Eastern Centre was held in the Committee Room, N.W. Railway Headquarters
Office, Lahore, on Saturday, 16 March, 1935, at 10.15, the chair being taken
by D. Cardew
Annual Dinner
Major H.P.M. Beames (125-6) noted that he had known Gresley "since
we served our time together" at Crewe and that Gresley had to be congratulated
for prolonging the life of the steam locomotive. Gresley mainly spoke about
the Guests: M. Lancrenon and Frank Pick.
Poultney, E.C. (Paper No. 349a)
A note on the railways of the Union of South Africa (referring specially
to recent locomotive practice). 135-86. Disc.: 186-207.
Fifth Ordinary General Meeting of the Session 1935-36 was held at
the Institution of Mechanical Engineers, Storey's Gate, Westminster, S.W.,
on Thursday, January 3oth, 1936, at 6.0 p.m., Lieut.-Colonel F. R. Collins,
D.S.O., in the chair.
Noted experiments with 4-cylinder (like the Claughton class) and 3-cylinder
designs inn South Africa. Discussion: W. Cyril Williams (193-4) spoke about
South African experience with Beyer Garratts. E.S. Cox also observed on the
progressive use of Beyer Garratts in South African and commented on the
introduction of the 4-6-4T type which had pre-dated its adoption in Britain.
Glascodine, R.T. (Paper No. 350)
Impact of railway vehicles in relation to buffer resistance. 209-38. Disc.:
238-49.
Sixth Ordinary General Meeting of the Session 1935-36 was held at
the Institution of Mechanical Engineers, Storey’s Gate, London, on Thursday,
27 February 1936, at 6 p.m., Mr. O. V. Bulleid, Vice-President of the
Institution, occupying the chair
Promotion of impact resisting buffers: notes observations made in accident
reports on Dinwoodie Collision, London Midland and Scottish Railway, 25 October
1928; Ashchurch, London Midland and Scottish Railway in 1929; Culgaith. London
Midland and Scottish Railway, 6 March 1930; Euston. London Midland and Scottish
Railway, 1 September 1931; WIinwick Junction, London Midland and Scottish
Railway, 28 September 1934 and Welwyn Garden City, London and North Eastern
Railway, 15 June 1935 where the buckeye coupler, with its rubber buffering,
was instrumental in preventing a heavier casualty list in the rear coaches
of the train.
Discussion: J.S. Tritton (238-9); J.G.B. Sams (239); C.H.S. Saunders
(239); L. Lynes (239-40); T. Henry Turner (240) advocated the use of rubber
in shear and suggested its application to railway buffing. This is an interesting
early observation on the optimal form for rubber deformation, and is further
evidence that Turner was a very rounded scientist..
Forsyth, I.C. (Paper No. 351)
Dealing with heavy excursion traffic from the motive power point of view.
(abridged). 250-71. Disc.: 271-5.
Fifth Ordinary General' Meeting of the Manchestcr Centre was held
in the Building of the Literary and Philosophical Society, 36, George Street,
Manchester, on Tuesday, 19 March 1935, at 7 p.m., the chair being taken by
Mr. R.C. Bond.
At Blackpool North including the very heavy Illuminations traffic. The paper
included very detailed data, including that relating to the stabling of empty
stock on Saturday 29 September 1934. Discussion: J. Hamer (271-2) who had
been in-charge twenty five years before; H. Fowler( 273) who made observations
about arrangements made at Cricklewood mpd to handle traffic for Empire
Exhibition and Cup Final at Wembley; W. Bradley (273) noted that bearings
still ran hot and demand for replacement locomotives for return
workings.
Journal No. 131
Poole, A.J. (Paper No. 352)
Locomotive boiler proportions and design. 305-23. Disc.: 323-42.
Fourth Quarterly Meeting of the 1935 Session was held in Buenos Aires
on 13th December, 1935. Mr. 0. Steven, the Chairman of the Centre,
presided.
SUPPLEMENTARY REMARKS. The Author: I had hoped to have been able to establish
a desirable ratio between water line and evaporation. Engineer Dr. Wagner,
of the German State Railways, lays down a maximum velocity of steam through
the water of one foot per second. This seems a very high figure-the worst
I have come across with a notoriously priming boiler was 0.2ft. per second.
I should be very glad if any member can give me information on this subject
as, especially with Argentine waters, it appears to be of great importance
to establish a minimum ratio.
Cited paper by Geer on superheating (Paper No.
211 in Volume 17)
Morris, P. (Paper 353)
The construction of welded steel bodies for diesel rail cars. 343-57. 4 illus.,
5 diagrs.
Fourth Ordinary General Meeting of the Southern Branch of the Indian
and Eastern Centre held at the European and Anglo-Indian Institute, Perambur,
Madras, on Thursday, the 18 July 1935, the Chair being taken by Mr. R.
Lean.
Six railcars for the M. and S.M. Railway.
Thom, J.H. (Paper No. 354)
Fabrication of highly stressed mobile railway structures. 357-91. Disc.:
391-8. 21 figures
First Ordinary General Meeting of the Newcastle Centre held at the
Royal Station Hotel, Newcastle, on Tuesday, 8 October 1935, at 7.15 p.m.,
the chair being taken by Mr. W. W. MacArthur.
Welding applied to diesel locomotives and rolling stock. Deals particularly
with electric welding as applied by the metallic arc process, but does not
include automatic welding. Discussion: E.W. Fell (392-3) failure of welded
joints in locomotive boilers as compared with rivetted boilers. J.W. Hobson
(391-2) history of welding: from Hawthorn Leslie in 1900.
Journal No. 132
Beaumont, J.W. (Paper No. 355)
Some suggestions on steam locomotive design. 417-24. Disc.: 424-37 .
Paper read before the lnstitution on 23 April 1936, in London,
Survey of current development. Includes details of an LMS Doble boiler Sentinel
locomotive. Noted how the Sentinel bogie locomotive was showing promise,
following initial problems, in service in Colombia. Advocated articulated
llocomotives and water-tube boilers.. Discussion: Stanier (424) responded
in general terms. J. Clayton (425-6) commented on the Doble boiler, noting
that he had enjoyed riding in a steam automobile fitted with a Doble boiler
and engine, that the Germans had exploited the Doble boiler to a far greater
extent, that British locomotive development was limited to the LMS 20 ton
locomotive which shunted at Crewe, and that elsewhere 1200 psi boiler pressures
were achieved. (this probably tells us a lot about Clayton's interest in
the unconventional). On the Garratt type Clayton adopted a more traditional
approach, noting that the length of the type would cause problems on passenger
train working, especially at stations like Waterloo where trains of reduced
length would have to be employed. He also noted problems with the use of
Garratts in tandem where the power bogies would be adjacent and would cause
load problems on bridges. Lastly, considered the Velox-boiler locomotive
which Clayton considered that "we shall hear a great deal before long" due
to its ability to enhance steam production. W. Cyril Williams (426) countered
Clayton's criticism of loads from adjacent Garratts by noting that the mass
was less than from two conventional locomotives working in tandem and that
the Garratt type tended to obviate double heading. He also noted that his
firm (Beyer Peacock) had contributed to building and demonstrating a
turbine-condensing locomotive which operated between London and
Manchester.
Falconer, P.L. (Paper 356)
Locomotive pipe and pipe fittings. 438-85. Disc.: 485-509.
First Quarterly Meeting of the South American Centre (Session 1936)
was held at Perez on Friday, 17 April 1936.
The piping of a locomotive at first sight may appear to be rather a commonplace
and uninteresting subject; an item that presents little scope for the inventive
genius of the engineer, or interesting material for those with a bent for
mathematical or scientific problems ; yet it performs quite an important
function on the locomotive and its replacement and repair represents a
substantial item in the construction and maintenance
account.
Discussion: W.L. Topham (485-8): The sulphur gases in oil fuel certainly
attack copper. On the old Midland Railway, when engines were fitted for oil
fuel during the 1926 strike, all element joints were of copper and we could
not keep the joints tight at all. The Author asked about Garratt steam pipes.
These give us very little trouble. Shortly after the engines came out we
fitted the connecting bolts of both telescopic and ball joints with strong
spiral springs and this was successful in eliminating a lot of leakage, The
only part of the pipe line to break with any frequency is the exhaust elbow
under the smokebox and by casting this of brass we have brought this down
to a minimum. Another form of failure which occurred from time to time was
the blowing out of the curved admission pipes from their flanges at the steam
chest, but this was due to faulty spot welding by the makers in England.
R. Bruce (489-90) There are one or two joints which the Author has
not referred to and on which I would appreciate his opinion. First, we have
the smokebox door joint in which there are several methods of fastening:
(a) The centre drawbolt and asbestos joint, also clamps
(b) The centre drawbolt and metal to metal joint.
The latter type gives good results except on the lower segment of the smokebox
door and the smokebox ring which have a tendency to become badly pitted,
due to moisture collecting in the smokebox when the engine is standing under
steam with the chimney cover on. Perhaps the centre fastening and asbestos
joint is the best and I should be pleased to have the Author’s opinion
re this, and if the initial expense is covered by longer senice and, if possible,
to gi\e an indication as to the life of the smokebox ring.
Another joint which gives a certain amount of trouble, and is the bug-bear
of the fuel inspector’s life, is the cover over the “ Von Borries
” type of intercepting valve. This, on the railway on which I serve,
is constructed of 1/16in. copper plate dished out to cover the valve, Banged
and attached to the smokebox wrapper plate by bolts. Due to the constant
movement at this point, combined with the heat from the smokebox, the copper
plate becomes brittle and cracks, thus allowing air to enter the smokebox.
Small outside sheds pay little attention to this important item, and drivers,
as it does not directly affect their comfort, fail to book same for repair
as would be the case of a small steam leak in the cab; therefore, engines
very often run a considerable time before the type of leak is spotted by
a travelling inspector, who usually finds it out due to the high consumption
and the engine not steaming well. Smokebox flooring and perforations through
smokebox wrapper plate require constant attention, especially on the older
classes of engines, for the former a thin layer of mud, covered by a thin
layer of cement, is probably the round the circumference of the door. most
satisfactory, and I should like the Author’s opinion on the latter.
E.W. Woodward (490) On pages 440 and 445 the Author invites remarks
re maintenance and results of steam piping on articulated locomotives. I
hope that there are other members present who deal directly with this subject,
and that they will contribute with their views. The four (4-8-2+2-8-4)
Beyer-Garratts in use on the B.A. and P.R. certainly did give considerable
trouble from creep and consequeht leakage of connections of steam pipes soon
after being put into service, but this was due mainly to lack of experience
with this type of locomotive more than from any fault in design.
The connecting steam pipe between the two engines shortened up to 1½in.,
this being noticeable on the inner sleeve of the gland. What really happened
was that the gland packing was not renewed often enough, allowing the pipe
to slide in the gland after the regulator was shut, which is when the pipe
shortens from contraction, but seizure of gland occurred when regulator was
opened and deformation of the pipe curves occurred. This has been overcome
by fitting a stainless steel inner sleeve and periodical revision of
packing.
As the Author states, drain cocks are essential on the pipe lines of these
locomotives as, when opening regulator after standing for a time, the cylinder
purge cocks are not of sufficient size to release the amount of water accumulated
from the condensed steam, and valves and piston rings suffer accordingly
E.J. Beckwith (493-6) the Garratt locomotives in service on the B.A.
and P.R. These engines are provided with a total length of approximately
104ft. 6in. of 43in. bore high pressure piping, and 106ft. 6in. of 64in.
exhaust steam piping. 35ft. 3in. of live steam piping- with five joints,
and 37ft. gin. exhaust steam piping with six joints, are carried under the
boiler bridge. Ball joints at each end connect these pipes to the centre
plate castings, and troubles at these points were due to failure of the fixed
cast iron casings of the ball joint. Replacement of these casings by
strengthened. up brass castings overcame trouble at these points. It has
been necessary to fit additional stays to the suspended portions to prevent
creeping of the pipes, which we considered was the probable cause of straining
action at ball joints and failure of these parts. All ball joints are lubricated
by forced feed from a mechanical lubricator. Each of these suspended pipes
is also provided with a sliding pipe expansion joint. The asbestos jointing
material. corroded these pipes and prevented proper movement of the sliding
portion. By fitting a piece of stainress steel pipe on to the sliding portion,
this trouble was overcome .
Blackwood, G.W. (Paper 357)
The behaviour and maintenance of boiler tubes and superheater elements on
the Western Australian Government Railway. 510-31. Disc.: 532-48. 6 illus.,
9 diagrs.
25th Ordinary General Meeting of Western Australian Centre held at
the Railway Institute, Perth, on Friday, 23.August 1935, at 8 p.m.: chair
taken by Mr. J.W.R. Broadfoot. The discussion was continued at a further
meeting on Friday, 4 October 1935.
Overhauling elements:
(1) Elements are annealed before examination.
(2) Visual inspection for defects, followed by tapping for localised
pitting.
(3) An approximate weight test for general loss of metal by internal
corrosion.
(4) Hydraulic testing to 300lbs. per square inch after reconditioning. (Maximum
boiler pressure 175 lbs.)
(5) Internal cleaning with compressed air.
(6) Cone joints reconditioned with portable grinder with a “cupped”
emery wheel.
Journal No. 133
Stanier, W.A. Presidential Address
Recent developments in locomotive design. 553-94. 21 illus., 8 diagrs.
First Ordinary General Meeting held at the Institution of Mechanical
Engineers, on Wednesday, 30 September 1936, at 6 p.m.
Chosen for the development of the locomotive design during recent years,
because to locomotive men, during the last five years, the improvement in
trade and the development of other means of transport had resulted in a general
speeding up on the railways, and there had been a desire to show that the
steam locomotive was not only capable of running heavy trains at a good average
speed, but, given a suitable load, could make as good a showing as the new
light trains with internal combustion engine power units. In addition, there
has been a general desire to increase the average speed of all trains, with
the need of a greater number of fast goods trains.
Specific designs considered included the Schmidt Henschel locomotive of the
German State Railway, the Delaware & Hudson Railroad, Triple Expansion
Engine (with 500 psi boiler); the Winterthur High Pressure Engine; the LMS
Metropolitan-Vickers Lysholm Turbomotive, No. 6202;
the Valve Gear (Outside) fitted to LMS Pacific No. 6203 with needle pin roller
bearings; Baltimore & Ohio locomotive with water tube firebox; a Northern
Pacific 4-8-4 locomotive; Northern Railway of France 2-8-2 tank locomotive;
Pittsburg & West Virginian articulated locomotive; Express Beyer-Garratt
locomotive (for PLM in Algeria); Hiawatha streamlined locomotive, 4-4-2 Type;
Pennsylvania 4-6-2 locomotive; PLM. streamlined locomotive, 4-4-2 Type; Canadian
National streamlined locomotive 4-8-4.; Canadian Pacific Railway streamlined
locomotive, 4-4-4; German 4-6-4 streamlined locomotive; Japanese streamlined
locomotive, 4-6-2 Type.; London and North-Eastern Railway, Cock O’
the North, 2-8-2 Type, and 4-6-2 Silver Link. In this paper Stanier
declared his debt to Churchward. In the subsequent vote of thanks Gresley
echoed Stanier's appreciation. Stanier also noted that 'streamlining may
be something like that blessed word "Mesopotamia" to the old lady. At any
rate it has good publicity value.'.
Collingwood, G. (Paper 358)
New 4-8-4 type locomotives for the Chinese National Railways. 595-626. Disc.:
626-39.
Fifth Ordinary General Meeting of the Manchester Centre held in the
Building of the Literary and Philosophical Society, 36, George Street,
Manchester, on Tuesday, 31 March 1936, at 7 p.m.: chair being taken by Mr.
R.C. Bond.
The engines were required for fast freight, passenger, and general services
on the Chinese National Railways, the ruling grade of which was 1 in 66 and
the sharpest curve 492 feet. A low grade of bituminous coal only was available,
and the boiler was proportioned accordingly; this, of course, accounts for
its large size and the very ample grate area provided. According to requirements,
bar frames were employed, and it might be said that these two units-coupled
with the weight conditions imposed-governed the general structure of the
whole locomotive.
Weight was a considerable difficulty in this design, and all details during
the drawing stage had to be carefully scrutinised to see that they were made
as light as possible. The following examples of the measures taken:
(1) The coupled axles were hollow bored.
(2) The thickness of the plates and sections were reduced to a minimum, and
lightening holes were machined in the plate work wherever possible.
(3) The platform1 plates were made of 4 mm. chequered plate, and instead
of a riveted outside angle the plates were bent over in a folding machine.
(4) All spindles for operating gear were made of tubing.
(5) On the tender the plate-work was made of 8 m.m. copper bearing steel,
to resist corrosion, and was welded throughout.
Discussion: R. Arbuthnott (626-7); E.M. Gass (627)
queried of valve travel and high superheat. The adoption of a valve
travel of 9in. was unusual, it would be of interest, therefore, if some diagrams
of the steam distribution were pub1ished. It was an open question, he said,
whether a travel of more than 7½in. was beneficial. Admitted the longer
valve travel delayed the closing of the exhaust port, but there was a limit
to this, in that insufficient steam remained to fill the clearance space
between the advancing piston and the cylinder end. He remembered some diagrams
in which the exhaust closure was fixed as late as 90° of the piston
stroke for all points of cut-off. The records showed a distinct fall in pressure
at the commencement of the admission period. Regarding the multiple throttle
valve header in the smokebox, he asked if the poppets were on the saturated
or superheated steam side. He thought the superheated side preferable, as
the element tubes were then constantly charged and no time was lost in raising
the desired degree of superheat. The gear for operating the poppets, comprising
levers, brackets, compensator, and rods, mounted outside the boiler and then
returning to some position on the firebox back plate seemed to be cumbersome
as compared to the general practice of a rod passing direct through the boiler.
The proportion of the superheating surface (approximately 25% of the total
heating surface) was very high, the general practice being, he thought, about%
of the tube heating surface only. He said he would like the Author to gixe
the temperature of the superheated steam. It was interesting to hear, he
said, that the compensation of all the engine springs, arranged in two groups,
was very satisfactory.
Reply: provision had been made for indicating the engine, and no doubt
particulars will be available for publication at a future date. The effect
of the long valve travel is to have the maximum port opening over a long
period both for the steam inlet and exhaust, and so obtain a free-running
and efficient engine. In regard to the point about insufficient steam remaining
in the cylinder to fill the clearance space at the end of the stroke, it
should be pointed out that the valve events in this case correspond with
those for short travel valves. The superheater header is constructed in two
compartments, that is, a saturated and a superheated compartment. The elements
are constantly charged with steam. After pissing through these elements,
the steam is delivered into the superheated compartment where the supply
to the cylinders is controlled by the poppet valves. This means that superheated
steam is available right from the initial openinp of the regulator. In his
opinion, the outside gearing for operating the regulator is one of the features
of the multiple-valve type of header. It is a very simple arrangement of
levers and rods, and needs far less shed maintenance than the usual regulator
rod passing through the back-plate of the firebox. He agreed that it does
not improve the looks of the engine. The temperature of the superheated steam
is 750°F., and the type of superheater fitted was purposely selected
to give this high degree of superheat. Mr. Rickards remarks on the large
size of the exhaust passages. These were made slightly larger at the steam
chest end and taper gradually to the bottom of the blast pipe. The blast
nozzle is fitted with a jumper ring, as previously mentioned, and this regulates
the blast, the beat therefore being practically normal.
G.M. Rickards (627-8) commented on exhaust passages; G.F. Horne (628-9)
compensated springs; I.C. Forsythe (629) grease lubrication; R.C. Bond (629-30);
Blundell (635-6) mud plugs, also noted problems at Sheffield where 22% of
booked repairs related to sanding appartus; Selby (636-7)..
Mills, F. (Paper 359)
Girder stays for locomotive fireboxes. 640-51. Disc.: 651-4.
27th Meeting of the Western Australian members held in the Railway
Institute, Perth, on Friday, 15 May, 1936, at 8 p.m.: chair being taken by
Mr. W.A. Lampard.
Journal No. 134
Morse, H.M.R. (Paper 360)
Painting of North Western Railway coaching stock with particular reference
to "peeling" and other common faults on steel panels. 659-703. Disc.:
703-23.
Fourth Annual General Meeting of the Indian Eastern Centre was held
at Agra on Friday, 7 February 1936, the chair being taken by Mr. D.
Cardew
Thompson, J.W. (Paper 361)
The taper boiler. 725-63. Disc.: 763-6. 26 figures.
Second Ordinary General Meeting held at the Institution of Mechanical
Engineers, London, on Wednesday, 28 October, 1036, at 6.0 p.m., Mr. W.A.
Stanier, President of the Institution, occupying the chair.
Locomotive draughtsmen are familiar with the lines of a locomotive boiler,
but unless one has worked continuously at boiler work for a time there are
many points which crop up, particularly in the higher-pressed boilers of
today, which require more careful attention to their design, in view of the
future probable high maintenance. This Paper is intended more as a guide
to draughtsmen and engineers who are already familiar with boiler design,
but lack the necessary knowledge of the process through the shops. In this
work, however, it is intended to deal with the laying out anmd forming of
the principal plates of a modern taper boiler.
Plate 1 shows an outline of a modern taper boiler which is made up of (A)
Smokebox Tubeplate, (B) Cylindrical Barrel, (C) Dome made out of one plate,
(D) Dome Top, (E) Dome and Top Feed Stiffening Plate, (F) Coned Barrel with
horizontal bottom, (G) Outer Wrapper Plate, (H) Inner Wrapper Plate, (J)
Throat Plate, (K) Coppcr Tubeplate, (L) Outer Back Plate, (M) Inner Back
Plate, and (N) Throat Plate Stiffener.
Discussion: The President (W.A. Stanier
764): Unfortunately I have to leave to attend another meeting, but
before I go you might like to have some expression of opinion from me with
regard to the taper boiler, because 1 have been perpetrating taper boilers
for some time. The Author illustrates this very clearly in Plate 27.
By tapering the big ring of the boiler, you obtain additional steam space,
and, taking the other end on view you obtain an increased water-line for
the steam to come off. Other advantages of the taper boiler are that at the
front end, where you are often tied up for excessive weight, you can keep
the weight down to within reasonable limits, and also, when the locomotive
is going downhill, the water is kept on the crownplate of the firebox. Those
are some of the points about the taper boiler which seem to me to make it
desirable.
The Author has stated that the manufacturing difficulties are very easily
overcome, and in fact the LMS works Crewe, have had no difficulty whatever
in manufacturing taper boilers in just as satisfactory a way as other works.
I must now ask you to excuse me, and I will ask Col. Collins to take the
chair for the remainder of the meeting.
H. Chambers (763-4) comments were largely on the detailed aspects of
boiler design, especially in its translation from drawings into practice.
T. Lunt (764) There is one little point which
had interested him namely the throat plate which was shown flat at the top.
With some firms it was the practice to take the flat plate and put it over
the blocks, and the outer edge is flanged round first. Some companies, however,
made a joggle at the top of the throat of about 1in., with the result that
when put in the die block it grips the plate and the other block coming through
in the middle carries it down, so that this nipping action prevents the drawing
on the plate going so far through, with the result that one can use slightly
less allowance on the flat plate at the top to allow for the pulling through
action which takes place with the parallel plate. On the other hand, this
increase in size is quite a good feature, because it gives you a little more
steam space on the top and also on the 4de. Where there is a definite line
of projection coming round there is a little more space at the side for the
ebullition of the steam and for the steam to get out into the top space.
The author replied: there is always a certain amount of flat in the corners
(see Plate 14) which has to be taken care of with a couple of short longitudinal
stays. In flanging the throat, these two flats stop the plate from pulling.
We do not have any trouble at Crewe from the plates pulling one side or the
other. Mr. Lunt mentions that to overcome the difficulty the method of joggling
is sometimes used. To my mind that is a bad method if it can be avoided,
because by the breathing of the boiler during service, cracks are set up
there. We have had experience of that with the old Claughton boiler. This
method of flanging the throat was used in this case to bring in existing
dies, also the press at hand had no centre ram as in the press on Plate 18.
Renwick, H.P. (Paper 362)
The most suitable passenger locomotive for intensive use and for long runs.
767-71. Disc: 771-806.
Second Ordinary General Meeting of the Western Branch of the Indian
and Eastern Centre held at the Taj Mahal Hotel, Bombay, on Saturday 28 July
1934, at 6.0 pm., the chair being taken by Mr. R.C. Case.
Meeting at Buenos Aires, South America, on June 26th,
1936. 807.
Second Quarterly Meeting of the South American Centre held at Buenos
Aires, on Friday, 26 June 1936 when Paper No.
346, on Locomotive Wheels, Tyres and Axles, by E.S. Cox, published in Journal
No. 128, which was presented before the Institution in London on 31 October
1935, was discussed. This was followed by a luncheon at Once Terminus Station
of the Buenos Aires Western Railway, after which the party left at 2 p.m.
in the 450 h.p. Diesel electric articulated coach for the Liniers workshops,
where a tour of inspection was made, the party returning later to Buenos
Aires.