Journal Institution Locomotive Engineers Volumes 31 & 32
Journal No.159.
Watney, N.C. (Paper 421)
Application of Gantt Charts to running shed management. 9-42.
Woodbridge, E. (Paper 422)
Industrial standardisation with particular reference to the Argentine Republic.
44-89.
Journal No. 160?
York, R.S.
Locomotive superheating: with special reference to headers and elements in
use on modern locomotives and their arrangement. 99-135.
Journal No. 161
Fairburn, C.E. (Paper 424)
Diesel shunting locomotives. 175-202. Disc. 202-25.
Spalding, T.A.
The ideal diesel unit for the Argentine. 244-7.
Journal No.162.
Smith, H. (Paper 427)
Intensive usage and control of locomotive power. 250-87.
Sindhu, B.S. (Paper 428)
Some experiences with locomotive utilization and maintenance in an Indian
running shed. 288-339.
Journal No.163.
Purdom, D.S. (Paper 429)
Argentine railway workshops in War-time. 344-458.
Holcroft, H. (Paper No. 430).
Smoke deflectors for locomotives. J. Instn Loco. Engrs, 1941,
31, 462-89. Disc.: 490-509 + 3 folding plates. 31 illus., 8 diagrs.
Pp. 473-84 (17 illus.j : Includes an abstract
of a National Physical Laboratory report by F.C. Johansen on experiments
with models of the U and V classes: mainly the latter. Both the paper
and the discussion range far beyond the U and V classes and considerable
attention is paid both to the successful smoke-lifting propensities of the
streamlined A4 Pacifics and their precursors, as well as to the height of
the chimney (possibly why the GWR did not require smoke deflectors) , to
the louvres fitted to the Jones locomotives on the Highland Railway, and
to the predominant direction of travel (it is argued that strong head winds
caused the greatest problem and that is why the London & South Western
Section caused greater problems than the Brighton mainline). Holcroft cites
both D.K. Clark and Colburn for references to capuchons. Many experimental
designs adopted on the SR mainly for the King Arthur class are
illustrated. E. Windle (pp. 490-9 described the
system adopted for the A4 and for the P2 class, although it was
B. Spencer (p. 503 and 504) who showed how smoke
deflection on the A4 class was greatly enhanced by modifying the rear of
the chimney (earlier a continuous line from the front of the chimney along
the boiler casing had been envisaged). Windle also showed some of the many
experimental smokebox/chimney arrangements had been evaluated on the
non-streamlined Pacifics. and on the P2 2-8-2s. The connection with the Bugatti
railcars in the case of the A4 is also mentioned. E.C. Poultney uses the
term "blinkers" and considered that there appeared to be no difference in
smoke lifting terms between those fitted with smoke deflectors and the
taper-boiler locomotives. A.R Ewer (page 499) used the mention of streamlining
to condemn it in terms of accessibility. W.A. Willox (500-1) returned to
the topic of chimneys on the GWR and noted that "recent" Castle class locomotives
had shorter chimneys. He also referred to the French Huet system and to the
Pottier system which eliminated head wind from the front of the cab. J. Clayton
(501-2) considered that the alignment of the mainlines had some influence
on smoke deflection: on the SR the problem was greatest on the West of England
mainline, although this contrasted with the GWR where smoke drifting did
not appear to be a problem. D.W. Peacock (502-3) smoke of wind tunnel work
and noted that smoke deflector plates should be placed "well in front of
the smokebox". O.V.S. Bulleid (503-4) considered that long boilers accentuated
the problem of drifting smoke and suggested that the problem was "amost
insoluble". Replying to the discussion Holcroft (p. 505) considered that
ashpan pressure was a significant factor in blowbacks induced by tunnels,
and that closing the dampers removed the risk. F.C. Johansen made a written
contribution (507-9) which considered Jones' louvred chimneys on the HR and
the increase in air resistance induced by deflector plates..
Murphy, P.J.
Notes on railway wagon maintenance. 510-63.
Journal No. 165
Cox, E.S. ( Paper No. 432)
Balancing of locomotive reciprocating parts. 2-37. Disc.:1943, 33,
218-36. 4 illus., 11 diagrs., 3 tables.
A class 5 locomotive was deliberately slipped on greased rails at
a speed equivalent to 100 mile/h to establish the effect of coupled wheel
lifting at speed. This paper was also published in Proc. Instn mech.
Engrs, 1941, 146 148-62 and J. Instn civ. Engrs, 1941/42,
17, 221-50. W.A. Stanier (218) noted
that for many years locomotive engineers had lacked adequate means for measuring
various things they did. He also observed that Churchward had realised
the limitation of static balancing due to the variability in the density
of steel castings and had introduced dynamic balancing. The mass of the
locomotive had a considerable influence upon balancing.
George Ellson (Chief Engineer, Southern Railway, 219-20)
commented upon the Merchant Navy class which had been designed without
balance weights and to experiments conducted on the a member of the two-cylinder
H15 class from which the balance weights had been removed. He observed that
the principal factors in the relationship between the locomotive and the
track are: the total weight of the locomotive and the disposition and magnitude
of the axle loads; the maximum speed of the locomotive; the amount of hammer
blow, if any, of the locomotive and the unsprung weight on the axles. F.C.
Johansen (220-1) noted that at very high speeds the wheels actually lifted
off the track, and that bouncing led to further damage of the track. J.C.L.
Train (221-2) commented at length on his concern
about the effect of high speed trains, but had accepted Gresley's reassurances.
He considered that the steam locomotive was at a disadvantage compared with
other forms of motive power due to their reciprocating parts.:
Bulleid (222-3) commented on how horizontal
oscillations, created by the short cylinder stroke and lack of counter-balances,
were prevented from being transmitted to the train by the use of rubber drawbar
springs. Alan Mount (226-7) commented upon
his Indian experience. J.J.C. Paterson discussed nosing and hunting. V.A.M.
Robertson (LPTB, 229-30) discussed nosing, articulated locomotives,
multiple-cylinder designs and turbine locomotives...
Colam, H.N. and Watson, J.D. (Paper No.
433)
Hammer-blow in locomotives: can in not be abolished altogether? 38-45.
Abridged: main paper published
J. Instn Civ. Engrs (Paper
5243).
Journal No. 166 (March-April)
SOUTHERN Railway: new 0-6-0 freight locomotive. 59-63. illus., diagr. (s. el.), table.
Costa, G.D.A. (Paper No. 434)
Low grade fuel in Indian locomotive practice. 64-92
Journal No. 167 (May-June)
York, R.S. (Paper No. 435)
Locomotive superheating: with special reference to headers and elements in
use on modern locomotives and their arrangement. 99-135.
New South Wales
Journal No. 168 (July-August)
Bhote, M.D. (Paper No. 436)
Modernisation of a B.E.S.A. 4–6–0 locomotive on the G.I.P. Railway.
142-72.
Journal No. 169 (September-October, 1942: dated 1941 in IMechE electronic database)
Poole, J. (Paper No. 437)
Freight locomotive rating and the statistical control of fuel consumption.
185-204; 239-53.
Mainly experience in Americas, notably Argentina, but some of the
topics covered had general significance. J. Campbell (243-4) commented on
locomotive and train resistance formulae, noting that Poole had opted to
use those formulated by Lawson H. Fry. He recorded, but did not evaluate
some of the other resistance formulae which were being or had been used:
Wellington's, Baldwin's, Deeley's, Aspinall's and "even those of our very
old acquaintance" D.K. Clark. Also makes reference to F.J. Cole's ratios
In Poole's response (page 251) to Durnford (page
240-3) and his reference to the back pressure valve as used in the USA he
noted that apparently it is hard to find anything new under the sun and it
is not generally realised that a hand-operated exhaust bye-pass was a standard
fitting on the Fletcher and Tennant engines of the North Eastern Railway
from very early days, while the "jumper" blast pipe used on the Great Western
Railway falls under the same category.
Bradley, J.N. and O'Neill, Hugh
Railway bearing metals: their control and recovery. 205-29.
Reprinted from Institute of Metals paper: Authors worked for LMS
Journal No. 170 (November-December)
Turner, T. Henry (Paper No. 438)
Corrosion of boiler tubes. 254-85.
Same paper published in Proc.
Instn Mech. Engrs, 149, 74- The effects of the compostion
of the tubes, and the action of the feed water, especially its chemical
composition and treatment, and the combustion products upon them, Necking
or grooving is experienced. near to the edge of the firebox plate and to
a lesser extent at the smokebox end. Pitting also occurs, especially when
tubes have been straightened or bent. Turner recommended the avoidance of
known sources of poor quality water and the softening of water to eliminate
hardness. Tubes should be scsale-free, pickled or shot-blasted and contain
0.5 to 0.5% copper; new ends for second-hand tubes should be affixed by
flash-butt welding; tubes should not be stretched; the new ends of such tubes
should always be placed adjacent to the firebox; both the inside and outside
of the boiler shell and firebox should be shot-blasted, especially where
cracking is feared. The boiler feed should be near to the surface of the
water in the boiler and blow down should be performed as continuously as
possible. A list of British fire and water tube manufacturers is included
(the paper also includes marine boilers)..