Journal of the Institution of Locomotive Engineers
Volume 28 (1938)/Volume 29 (1939)
Journal No. 141
Saunders, H.H. (Paper No. 380)
A description of two experimental passenger locomotives built for the Indian
State Railways. 2-27. Disc.: 28-39.
Made extensive usc of roller bearings: on one engine Timken roller
bearing axleboses were fitted and on the other Skefko roller bearings to
the driving crank pin as well as axleboxes.
Discussion A.C. Carr (28-9) included a table of tractive
force per ton of locomotive weight which placed the GWR King class at the
top (452), followed by the LNER P2 (406); GWR Castle (396); Lord Nelson (392);
Princess Royal (385); LNER Pacific (344); GIPR XP Pacific (315) and BNR GSM
(370).
Brown, D.C. (Paper No. 381)
Counterbalancing and its effects on the locomotives and the bridges. 52-111.
Disc.: 111-28 + folding plate. 11 diagrs., l2 tables. Bibliog.
Brown was involved in the British Standards Committee on hammer blow.
Contributors to the discussion included Gribble (111-14); K. Cantlie (114-16);
A.C. Carr (116-17); E.H. Greet (117-21) and D.R. Carling (121-2) who refered
to shuttling and mentioned the Cossart valve gear which had been described
in Loco. Rly Carr. Rev., 1933 April/May
Journal No. 142
McClean, H.G. (Paper No. 382)
The hammer-blow with axle-hung electric traction motors. 140-85. Disc.:
185-97.
Experience in India
Nichols, H.J. (Paper No. 383)
The development of passenger rolling stock. 198-212. Disc.: 212-36.
Indian practice.
Journal No. 143
Case, C. (Paper No. 384)
Handling and consumption of coal. 249-92. Disc.: 293-312.
In Argentina
Appleyard, C.E. (Paper No. 385)
Locomotive drawing office practice. 313-51. Disc.: 351-6.
Boyle, W. (Paper No. 386)
General considerations of bearing metals. 357-62.
Hewitson, J.W. (Paper No. 387)
A summary of the development of valve gears. 365-70. Disc.: 370-2.
Steam was being used expansively in a locomotive cylinder on the
Lancashire Witch by Robertson Stephenson in 1828 and it traces back
to the Rocket, designed by George Stephenspn
Journal No. 144
Loubser, M.M. and Cox, E.S. (Paper No. 388)
Locomotive boiler design: theory and practice. 377-409. Disc.: 409-41. +
7 folding plates. illus., 11 diagrs., 6 tables.
This Paper was unusual in that it was the work of two authors who.
had not been able ta work in collaboration. The basis was a treatise on the
theory of the locomotive which had been prepared by M.M. Loubser, Assistant
CME on the South African Railways. This was delivered to the Institution
in a condensed form covering the whole locomotive. The second author was
requested to deal only with that part covering boiler and smokebox and to
expand this into a self-contained Paper. At the same time, it was desired
to amplify the original content to cover British practice with some reference
to the considerations which influence British boiler design. To achieve this
it has been necessary in places to depart from Loubser’s text and to
add sections not contained in the original communication, while to make the
Paper more readable, the actual working out of mathematical formulae is
incorporated in the appendices. Due to the short time available and the distance
separating thr authors, no form of collaboration has been possible, and the
second author hopes that in spite of his editing and amplification he has
been able to convey to the Institution the spirit and substance of Mr.
Loubser’s original communication. The object of the Paper is to summarise
in simple terms the fundamental considerations covering boiler design and
to illustrate their application with reference to some modern designs. The
boiler is dependent for its draught on the vacuum created and maintained
in the smokebox by the exhaust steam, and insignificant as this fact might
appear at first sight, yet the whole performance of the boiler is governed
by the overall effectiveness of this process. The theory of the boiler, more
especially the combustion and transfer
Cox's contribution consists of an analysis of the Stanier taper-boiler with
particular emphasis on the four types fitted to the Jubilee class.
Stanier (pp.410-11) adds some notes on the front-end.
Dumas, L. (Paper No. 389)
The development of rail motor car services in France. 443-58. Disc.:
458-70.
During the past six years, the French Railways had ordered 800 railcars.
Of these, 660 had already been put into service, and 140 were still under
construction. The 660 railcars in operation covered 90,000 miles every day
or 23.5% of the total daily mileage of passenger steam trains in France.
Dicussion: Stanier (458-9) refered to the three
four-wheeled railbuses and to the then new three car set that conformed more
or less to the power-to-weight ratio of the French steel-tyred railcars.
Nevertheless, Stanier ended his contribution with "?He considered there was
no difficulty about building light railcars if the service was required,
but in England it had to be remembered that the natural fuel, of which there
were large supplies, was coal, and the collieries were very large clients
of the railways. He suggested that it would he almost a tragedy if they were
to introduce the Diesel railcar to any great extent, although he felt that,
as had been the experience in France, there must be certain services where
it would be worth while introducing a vehicle of that type".
Brian Reed (465) said he wished to draw attention, still further, to the
exceedingly workmanlike way in which the French railway engineers had tackled
the problem. Mr. Clayton had put his finger on the trouble in this Country,
namely, that there was not enough co-operation, and also, as Mr. Stanier
had said, we have philandered with the problem. It is very disheartening
to many of us that we have philandered with it when every other country in
the world, including many with coal resources almost as large as our own,
has hundreds of railcars at the present time. He said there was one point
with regard to the French services on which he would like the Author to enlarge,
and that was the excellent system which they had for maintenance and repairs.
He had had the privilege of goingthrough quite a number of their shops, and
said they were laid out extremely well. The problem as a whole had been tackled
in such a way as to secure the best results. The propeller car to which several
speakers had referred., was, he thought, the first practical attempt at the
wind brake. It had been suggested in America that a wind brake might be tried
by having movable vanes above the top of the car. In the majority of countries
the railcar was well below the loading gauge, and the proposal is that certain
of the movable vanes might be raised when retardation was required so as
to increase the area presented to the air resistance. Possibly the Author
would like to enlarge on that point
Keene, D.H. (Paper No. 390)
Machine tool equipment of locomotive wheel shop. 470-92. Disc. 492-501.
Wechmann (Paper No. 391)
Electrification of long-distance lines of the German State Rlys. 508-20.
Disc.: 508-35.
Pargiter, G.M. (Paper No. 392)
Economics of locomotive running-shed organisation and administration. 535-62.
Disc.: 563-8.
Sequel Paper No. 397.
Summer Meeting in Scotland, 8th to 12th June, 1938. 569-95.
It is significant that the party included 17 German engineers including
Dr. Dorpmuller (Minister of Communications), Herr Bergmann, and Dr.
Wagner
Cox, E.S.
Run to Glasgow, June 8th. 574-81. + folding plate. diagr., table.
Behind No. 6225 Duchess of Gloucester: includes illus. and
side elevation of locomotive and reproduction of dynamometer record
Journal No. 146
Cook, M. (Paper No. 393)
Copper and copper alloys for locomotive firebox construction. 609-42. Disc.:
642-7.
Baldwin, T. (Paper No. 394)
The fatigue strength of machined tyre steels (including some general notes
on fatigue and related matters). 649-84. Disc.: 684-722.
A high proportion of the breakages of locomotive parts in service
are due to fatigue. On examination such fractures are seen to have occurred
at "fatigue flaws” which slowly grow into the sound metal until the
latter suddenly breaks in a very brittle manner. These service fractures,
with a complete absence of plastic distortion, are very different from the
fractures obtained in a tensile testing machine. The latter type shows no
signs of a smooth growing flaw and the test piece is seen to have altered
its shape considerably during the test. The fracture of tyres in service
is a matter which is naturally regarded seriously by locomotive engineers:
cited work by C.W. Ridges (Paper No. 261 in
1930) and E.S. Cox (Paper No. 346 in 1935).
The author worked for the LMS at Derby.
Hart, W. (Paper No. 395)
Welding and cutting in a railway workshop for repairs and fabricated structures.
722-43. Disc.: 744-50.