Journal of the Institution of Locomotive Engineers

Volume 29 (1939)

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Journal No. 147

Stanier, W.A.
Address by the President: Problems connected with locomotive design. 13-35.
Much of the Paper was devoted to the locomotive as a vehicle (reflecting Stanier's involvement in the Indian Pacific Locomotive Committee, chaired by Lt. Col. Alan Mount). Many of the figures (and much of the text) related to his own designs for the LMS. Fig.1 shows spring control for bogies; Fig. 2 showed the reae pony truck employed on LMS Pacifics; Fig. 3 showed the thick flanges employed on the bogies and trailing trucks of LMS Pacifics; Fig. 4 showed coupled axlebox design; a table showed the axle bearing pressures (driving, and bogie or radial) of the Coronation class Pacifics, 8F, Jubilee and class 5. Dust shields were mentioned. Drop grates and hopper ashpans were described with diagrams. There are diagrams of a Duchess Pacific with a single chimney, but Fig. 12 also illustrated the double chimney arrangement. The reversing shaft mechanism for the Pacifics was also discussed. Internal streamlining forms one of the actual sub-headings adopted and the work of Chapelon as cited. Stanier noted how a test apparatus had been designed to test flow through steam ports and passages. The Vote of Thanks (pp. 33-4) was made by Kitson Clark and in his final comments Stanier (pp. 34-5) noted his debt to Beames for sorting out Crewe Works.

Kastner, L.J. (Paper No. 396)
The exhaust steam injector. 38-78. Disc.: 78-105.
Mentions Alexander Morton of Glasgow's patent Improvements in the lateral action or induction of fluids. Key dates: 1872 Körting (Korting) introduced to Sharp Stewart. Involvement of James Metcalfe from 1876. Discussion: E.C. Poultney (78-80); J.W. Beaumont (80).H.H. Beaumont (80-1); J.C. Metcalfe (81-8). Manchester Meeting 22 November 1938: F.W. Abraham (91-2); J.M. Doherty (93-4) noted the fitting of a Stirling GNR 2-2-2 with an exhaust steam injector; J.C. Metcalfe (94); G.R. Nicholson (94) observed on fitting exhaust steam injectors to Garrett locomotives; E.M. Gass (94-5) that fitted to LYR Atlantics, but they were not used frequently as drivers perfered to use live steam; Rankin (95-6); G.H. Darley (97) noted that the condensing 0-6-2Ts on the GNR no longer used towels, and used hot water injectors and grease separators. Derby 18 January 1939. D.W. Sanford (100-1) cavitation; G.M. Richards (101-2) water treatment.Fowkes (102) unhappy experience; A.N. Edelston (102) location, especially on Royal Scot class; F.J. Pepper (102-3); A.H. Nash (103);.

Pargiter, G.M. (Paper No. 397)
Economical locomotive running shed operation. 106-33. Disc.: 133-43.
Sequel to Paper No. 392. Boiler washing out, periodic examinations, shoppings, engine failures, staff, coal consumption, statistical analysis and oil consumtion. Discussion: J.W. Hobson (133-4) on boiler sediment and lubrication; F.B. Clark (134) on firing; C.E. Appleyard (134) on firing; W.A.A. Scott on coaling plants; A.W. McGregor (135) on oil consumption and nozzles; R. Thompson (Comunication 139-40) wrote about broken stays, boiler washing out, oil consumption and coaling plants.

West, W. and Hodgson, C.C. (Paper No. 398)
Wear resistance of ferrous materials. 145-75. Disc.:175-85. Bibliography.
A.H.C. Page described exerience on the LMS (177-8) noting the percentage of phosphorus in cylinders, and that nitriding led to distortion. F. Hargreaves of the Southern Railway described the wear of cylinders on the Southern Railway. T. Potter (181) advocated the use of electric furnaces. K. Cantlie (181-2) described the blue discolouration which occurred at high temperatures in piston rings and rods. T. Henry Turner (175-7) noted that the German State Railways used spun cast iron. Mentioned phosphorus and chromium, and was critical of the failure to mention manganese. Noted that cast iron is a very economical material.

Journal No. 148

Annual dinner. 189-97.
Lord Stamp and E. Leslie Burger? spoke about the Indian Pacific locomotive inquiry

Page, A.H.C. (Paper No. 399)
The heat treatment of metals in connection with locomotive and carriage and wagon building. 199-235. Disc.: 235-58.
LMS practice. Includes alloy steels used in the Duchess Pacifics. Especially springs, with dimensions of spring plate, rib and button; cross-section of pulverised fuel furnace suitable for heat treatment of steel castings. Discussion: W.A. Stanier (235) spoke about tool steels; J.R. Taylor (235-7); F.R. Collins (237); T. Henry Turner (237-8) acknowledged the contribution which had been made by Sir Henry Fowler; J.A. Jones (239-40) spoke on behalf of the steel industry. Newcastle Meeting 31 January 1939: J.C. Tweddle (242-3); G.M. Pargiter (243-4); D.R. Carling (245-6) noted the distortion of alloy steel rods. Manchester Meeting 23 February 1939. F.W. Abraham (247-8); C.R. Nicholson (248); H.H. Saunders (248-9); I.C. Forsythe (249); E.M. Gass (249-50) suggested that high tensile steel locomotive tyres were suitable for better balanced locomotives, such as the LYR 4-cylinder 4-6-0s. Derby 23 February 1939. H. Rudgard (253-4); F.J. Pepper (254); W.R. Carslake (255); G.F. Parker (255) and D.W. Peacock (285-6);

Haworth, H.F. and Hornbuckle, T. (Paper No. 400)
A diesel train with multiple axle drives. 260-84. Disc.: 284-303.
Contributors to the discussion included L.J. Le Clair (284); L.H. Short (284-5); F.C. Johansen (285-7) who discussed air through the radiators; J. Alcock (287-8); W.S. Graff-Baker (288-9) who mentioned that London Transport had considered the manufacture of a diesel-electric locomotive using bus engines; C.F. Cleaver (289-90); W. Cyril Williams (290-1); E.S. Cox (290-1) who quibbled about the effectiveness of such units!; C.M. Beckett (291-2); A.K. Bruce (292-4); Brian Reed (294-5); R.B.M. Jenkins (295). The response was on pp. 295-303.

Ball, R.D. (Paper No. 401)
The inspection of locomotives for repair. 304-22. Disc.: 322-39
Based on LMS practice. Discussion: D.W. Sanford (332-3); G.H. Hutcheson (333-4); H.H. Basford (334); Loach (334); D.G. Ritson (334-5); E.J. Larkin (335); F.J. Pepper (335); R.S. Hall (335-6); J.D.B. Carmichael (336)

Journal No. 149

Wilson, E.J. (Paper No. 402)
Railcars on the Entre Rios and Argentine North-Eastern Railways. 353-98.

Da Costa, G. (Paper No. 403)
The indicator diagram and the efficiency of the non-condensing simple expansion steam locomotive. 399-475.
In India

Pinchen, D.B.H. (Paper No. 404)
A treatment of locomotive feed-water. 476-520.

Journal No. 150

Chilton, A.H. (Paper No. 405)
Air conditioning of railway passenger stock. 524-51. Disc.: 551-70.
Notes that air conditioning was tried on the Southern Belle in 1908 using an evaporative system. In 1928 the Baltimore & Ohio Railroad adopted an electro-mechanical system and this was widely adopted.

Saksena, S.L. (Paper No. 406)
Air conditioning of railway coaches (abridged). 574-99. Disc.: 599-614.
Indian conditions

Clarke, C.W. (Paper No. 407)
Locomotive hornblocks (with a note on frame stresses). 615-39. Disc.: 639-60.
Noted at beginning that most British railways used parallel block horncheecks, but that certain LNER locomotives had taper-wedge front horncheeks. Based on Indian experience. Also notes (pp.. 620-1) that "latest" LMS locomotives have divided hornblocks, whereas new LNER locomotives have solid hornblocks. In some designs, such as the LMS 2-6-0 and SR King Arthur class the leading and driving hornblocks were of the solid type, but those for the trailing axle were divided to reduce head room. Includes geared (electric locomotives) with the forces transmitted through quill drives and jackshafts..

Journal No. 151

Agnew, W.A. (Paper No. 408)
Review of electric traction in England. Part 1. – Statistical review. 664-81.
Surveys LMS, LNER and Southern lines in somewhat greater depth than LPTB lines. Includes a very interesting map of distances from London, Hull, Bristol, Birmingham, Manchester, Liverpool and Newcastle in icrements of 25 miles up to 100 miles. Only Cornwall, small Welsh outposts and the coast between Lowestoft and Sea Palling fell outwith the 100 mile zone; although West Runton's proximity to Hull was only appropriate for electrically-powered ships!. Some of the towns marked on the map are significant in that Beeching failed to see their significance: Hawick, Swaffham and Tavistock illustrate how poorly geography was taught in Maidstone.
Thompson, W.G.
Part II – Power supply for railways. 681-7.
Voelcker, J.W.
Part III – Electric traction motors. 687-93.
Cansdale, J.H.
Part IV – Control equipment. 693-700. Disc.: 700-4.
Included electro-magnetic, electro-magnetic camshaft, electro-pneumatic contactor, electro-pneumatic camshaft and Metadyne with its ability to provide regenerative braking.

Case, R.C. (Paper No. 409)
Notes on rolling stock bearings and lubrication problems (with special refernce to Indian conditions). 708-66. Disc.: 766-803.

Journal No. 152

Topham, W.L. (Paper No. 410)
The solution of some after problems of water softening. 805-50. Disc.: 850-903.
South American conditions

Young, H. (Paper No. 411)
A brief survey of the motive power employed on railways today (transport in the United States). 905-925.
Quoted verbatim. Since the days of George Stephenson, more than 100 years ago, the steam locomotive has held the premier place as an agent for land transportation, and will hold this position for many years to come. Because of the amazing results obtained from other forms of motive power in recent years, steam locomotive engineers have been encouraged to exert themselves afresh to maintain the supremacy of their favourite.
Many engineers know the remarkable results which are obtained by modifying, re-building and so-called modernising obsolete steam locomotives, proving conclusively to designing engineers that George Stephenson was right in his fundamentals: world railway administrations realise now that were their fleet of obsolete locomotives replaced by modern locomotives, some 25% less in number, they could operate the same business and, at the same time, reduce their working expenses by about 25% at least in their mechanical departments. The modern steam locomotive has a major field of operation which need fear no legitimate competitor where coal and water is in abundance. Its flexibility, availability, reliability and economy in hauling heavy loads at high speeds over long distances is recognised.
Electrification of Main Lines.
It has been shown that the electrification of the American railways is a small fraction of the total mileage and the likelihood of its extension on a big scale is remote, more so now, owing to the greater economy and efficiency of the modern steam locomotive, and also the introduction of the internal combustion engine in its various applications, particularly the Diesel locomotive. Electrification is warranted when a given railway section operated by steam locomotives reaches saturation point, and where the cost of electrification would be less than the cost of providing additional tracks and steam locomotives. Costs, however, should be compiled having regard to the operation of modern motive power units scheduled to haul both passenger and goods rolling stock.
A study of line capacity indicates that varying train speeds definitely reduces the number of trains possible in a section, and this fact points to the need for uniform speeds both for passenger and goods rolling stock.
The question of national emergency must be considered, for, should this arise, a large number of separate motive power units for military reasons would be the better proposition. Whilst it is desirable to eliminate smoke and spark nuisance from railway travel, modern designs of passenger cars with air-conditioning apparatus-mechanical ventilation, and windows fitted with smut-traps have gone a long way to improve matters in this regard.
Rail Car and High Speed Diesel Trains.
Railcars are efficient and economical for country lines where passenger traffic is light, and no railway with this class of business can afford to carry on without them. Experience indicates that railcars increase passenger business to such an extent that it is profitable on occasions to replace these with light high-speed Diesel trains. An important advantage obtained by the use of Diesel units is that speeds in excess of those permitted for the steam locomotives on the tangents and curves are sanctioned by permanent way engineers, so that strengthening the track is delayed until the business offering warrants expenditure on track for the heavier traffic.
Diesel shunting locomotives are employed where legislation forbidding the use of steam locomotives exists. Where intensive utilisation has been demonstrated, however, evidence is available to prove economic justification. Heavy high-speed Diesel electric locomotives now operating on the Union Pacific Railways of America have definitely displaced steam locomotives on certain main line runs. It is too early to forecast their further use and development.
The “City of San Francisco” operating between San Francisco and Chicago, has completed its 88th consecutive round trip, having completed a total of about 400,000 miles in about 16 months, or 300,000 miles per annum. Truly a marvellous performance, and providing food for thought.