Journal Institution Locomotive Engineers Volumes
31 &
32 (including some key Discussion recorded
in Volume 33)
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Journal No.159
Watney, N.C. (Paper 421)
Application of Gantt Charts to running shed management. 9-36. Disc.: 36-42.
Twelfth Annual General Meeting of the Indian and Eastern Centre held
at the Hotel Imperial, New Delhi, on Friday, 9 February 1940, at 6.15 p.m.,:
chair taken by Mr. L. N. Flatt.
Gantt charts were perfected by H. L. Gantt in 1918 and enabled the recording
of facts, etc., to be carried out in a clear and definite manner. Furthermore
they presented them in their relation to time. By this unique combination
in one chart they became of notable assistance to a management. The complete
methods of drawing charts were described by Wallace Clark, but briefly the
principle was that a division of space represented both an amount of time
and an amount of work to be done in that time. Lines drawn horizontally through
that space showed the relation of the amount of work actually done in that
time to the amount scheduled, which feature distinguished it from all other
charts.
Woodbridge, E. (Paper 422)
Industrial standardisation with particular reference to the Argentine Republic.
44-76. Disc.: 76-89.
First Quarterly Meeting, 1940 Session, of South American Centre held
in Buenos Aires at Centre of British Engineering and Transport Institutions,
on Friday, 12 April 1940: chair taken by Mr. J. Mailer, Acting Chairman and
Vice-Chairman of the Centre.
Notably the activities of Instituto Argentino de Racionalizacih de Materiales
(IRAM) and its relationships with other national standardising organizations,
such as British Standards Institution and the International Standards
Association.
Renwick, H.P. (Paper No. 423)
Some practical reflections on locomotive axlebox design. 99-137. Disc.:
138-46.
Paper read on 9 December 1939, at Dohad, India, also on 4 January
1940, at Calcutta.
Engine failure data on the GIP Railway for ten years showed failures caused
by hot axleboxes as percentage of total failures:
1929-30 13.3%
1930-31 18.4%
1931-32 9.5%
1932-33 16.0%
1933-34 27.6%
1934-35 22.6%
1935-36 19.1%
1936-37 20.7%
1937-38 25.12%
1938-39 12.6%
The heated bearing problem in India has been with us for so long and has
hitherto proved so intractable that it ceased to be a subject of active concern,
and had come to be regarded by many as an inevitable concomitant of railway
operation.
Journal No. 161
Fairburn, C.E. (Paper No. 424)
Diesel shunting locomotives. 175-202. Disc. 202-25.
Second Ordinary General Meeting of Session 1940-41 and the 29th Annual
General Meeting of the Institution was held at the Institution of Mechanical
Engineers, Storey's Gate, Westminster, on Wednesday, April goth, 1941, at
5 p.m., the President, Mr. O.V.S. Bulleid, occupying the chair.
Discussion: W.A. Stanier (202-4); J.S. Tritton (204-6); J.E. Calverley (206-8);
E.P. Paxman (208-9); A. Gordon Wilson (209-10); J. Pelham Maitland (210-11);
E.S. Cox (211-12) who was somewhat carping; K.R. Cameron (212-13); R.J. Welsh
(213-14); H.G. McClean (215-16); O.V.S. Culleid (216-17); O.S.M. Raw
(217-19).
Malhotra, D.R. (Paper No. 425)
Cupola practice. 226-38. Disc.: 238-43.
Ordinary General Meeting of the Western Branch of the Indian and Eastern
Centre held at the Conference Room of the Bombay Electric Supply and Tramway
Co., Ltd., Bombay, on Friday, 23 February 1940, at 6.15 p.m.: chair taken
by Mr. T. Cooper.
Listed some of the special types of cupola, but the last-named, i.e., the
Balanced Blast, evolved and developed by the British Cast Iron Association,
appears to be much superior to the others. The melting is controlled by a
balanced blast arrangement and besides the consistently uniform and good
quality of metal turned out by this process, a saving of 20 to 25 per cent.
in fuel is claimed by its users.
(1) The Centre Blast cupola tuyers.
(2) The Schurmann Side Blast cupola with reversing generators.
(3) Oil-fired Wust combination furnace and cupola.
(4) The joint Hearth attachment to an ordinary cupola.
(5) The Poumay cupola.
(6) The Balanced Blast cupola.
Spalding, T.A. (Paper 426)
The ideal diesel unit for the Argentine. 244-7.
Puper presented at fourthi Quarterly Meeting of Argentine Section,
1939.
Author indicated the great advantages of the Diesel Electric over the Diesel
Mechanical, and it will no doubt be agreed that it would be well to follow
the example of the United States who use almost exclusively this method of
transportation as having proved itself to be etlicient, rapid and, above
all, economical.
Journal No. 162.
Smith, H. (Paper No. 427)
Intensive usage and control of locomotive power. 250-72. Disc.: 273-87.
17th Ordinary General Meeting of the Western Centre held at the European
Institute, Rhusawal, on Saturday, the 2 September, 1939, at 5.45 p.m.: chair
taken by Mr. H.P. Renwick who made the following introductory remarks:
He was very pleased to see such a large gathering of members and visitors
at the meeting, which was the first that the Western India Branch has held
outside Bombay; and I have to thank the officers of the Hhusawal Division
of the G.I.1’. Railway for making this meeting possible and for their
kindness in providing facilities this morning for visiting the Locomotive
Running Shed.
The Paper, though .not dealing with a technical subject, is of considerable
interest at the present moment, as with the rapidly gathering war clouds
the subject of intensive locomotive usage is one that will be very much to
the fore in the next few months. On the first page of the Paper the Author
gives figures showing the increasing trend of steam locomotive miles run
by the G.I.P. Kailway over the past seven years, and the very large decrease
in the number of locomotives available to run that mileage. Under war conditions
the traflic on the G.I.P. Railway is likely to increase very considerably,
and it is therefore imperative that every avenue is explored to avoid the
wastage of locomotive power in order that the locomotive stock we have can
handle the expected increase in traffic
Sindhu, B.S. (Paper No. 428)
Some experiences with locomotive utilization and maintenance in an Indian
running shed. 288-317. Disc.: 317-39.
10th Ordinary Meeting of the Northern Centre was held at the Nedou’s
Hotel, Lahore on Monday, 7 August 1939, at 7.0 p.m.: Chair taken by Mr. L.N.
Flatt.
Journal No.163.
Purdom, D.S. (Paper 429)
Argentine railway workshops in War-time. 344-401. Disc.: 401-58.
Paper presented on 25 April 1941, at Remedios de Escaladn. The Escalada
workshops were described more extensively than those at Bahia Blanca on the
Southern Railway and Liniers on the Western Railway firstly, because they
were the largest workshops and scope for innovation had been greater there,
and the Members were to visit these Workshops. Nevertheless, practice in
all three workshops was similar to a large extent.
Many other minor steps had been taken to help towards economies including
substantial economies in the consumption of stationery by:
suppression of forms.
suppression of unnecessary copies of forms in current use
cheaper quality paper and ink in printing forms
use of scrap paper for carbon copies, etc.
elimination of unnecessary inter-sectional correspondence.
Journal No. 164
Holcroft, H. (Paper No. 430).
Smoke deflectors for locomotives. 462-89. Disc.: 490-509 + 3 folding plates.
31 illus., 8 diagrs.
Opening General Meeting of the Session 1941-1942 held at the Institution
of Mechanical Engineers, London, on Wednesday, 3 September 1941, at 5 p.m.:
Mr. O.V.S. Bulleid, President occupying the chair.
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. (Paper No. 431)
Notes on railway wagon maintenance. 510-63.
Second meeting (Session 1941) of the South American Centre held Friday,
29 November 1940, in Buenos Aires, Argentina: Mr. F. Campbell was in the
chair. By kind permission of the General Manager of the Buenos Aires and
Pacific Railway, the meeting was held at the Railway Company’s workshops
at Alianza.
Cox, E.S. ( Paper No. 432)
Balancing of locomotive reciprocating parts. 2-37. Disc.:1943, 33,
218-36. 4 illus., 11 diagrs., 3 tables.
Third Ordinary General Meeting of the Session 1941-42 was held in
the Lower Hall of the Institution of Mechanical Engineers, Storey’s
Gate, London, on Friday, 16 December 1941, at 2 p.m., W.A. . Agnew,
Past-President, occupying the Chair. This paper was also published in Proc.
Instn mech. Engrs, 1941, 146 148-62 and J. Instn civ. Engrs,
1941/42, 17, 221-50.
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.
'I'hc following deductions
(1) The bouncing of the wheels is of the nature of a forced vibration, resulting
from the unbalanced forces, and is not one of resonance between engine and
track.
( 2) 'The wheels lift in thesc circumstances at rather lower speeds than
indicated by theory, in which upwards centrifugal action of the balance weight
and the downwards static load of the wheel on the track are alone
considered.
(3) Bouncing and track damage become less as the hammer blow diminishes.
No appreciable wheel lift occurred with 30 per cent. balance.
(4) The limiting factomr in reduction in hammer blow so. far as these tests
were concerned was the fact that undue oscillations were observed on
the engine with 30 per cent. balance.
(5) The condition of the track has little effect on the incidence or extent
of wheel lift, which depends primarily on the hammer blow.
After these tests the proportion of balance on this class of engine was
standardized at 50 per cent., instead
London, Midland and Scottish two-cylinder 2-6-4 tank engine No. 2408
already referred to, with zero balance, was carefully measured for wear in
its coupled wheel bearings after 58,560 miles, in comparison with No. 2407,
a sister engine having 66.6 per cent. balance which had run the same mileage
in the same district. The average measurements are set out in Table 3 ; they
are based on 50,000 miles running, which is the average mileage above which
axleboxes require attention on this class :-
The wear is greater in the case of engine No. 2408, but is by no means excessive
for the mileage run, and was not of a value which of itself would cause the
engine to be stopped any earlier for repairs. This engine has just been
overhauled after 198,000 miles since last general repair, the axleboxes having
been overhauled three times intermediately. No abnormal wear has been observed
on any occasion.
( b ) The Southern Railway School class three-cylinder engine, already referred
to, with zero reciprocating balance was reported to show no appreciable
difference in wear from other engines of the class with 30 per cent. balance,
when specially examined at general repair after 81,219 miles.
These two cases are special in that the first engine has a high total weight
in relation to the reipcrocating weights unbalanced ; and the second, being
a three-cylinder engine, does not demonstrate the worst effects of lack of
balance. The question therefore, remains open, so far as recorded experience
in this country goes; and the cases cited only show that where oscillations
are small, increased wear is small. Subject to later verification, it is
reasonable to suppose that rate of wear will vary with the amplitude of
oscillation ; and where that amplitude exceeds the permissible amount for
tolerable riding, an undue degree of wear can be expected to develop, which
in turn will intensify the effects of the unbalanced force.
Conclusions
(1) The mcdern locomotive is capable of speeds up to 8 r.p.s. and the
resulting hammer blows with the usual percentages of reciprocating balance
can attain much higher values than were visualized in the Bridge Stress
Committee’s report in 1928.
(2) The phenomenon of wheel bouncing at high rotational speeds was first
observed in America in 1937, and tests have shown that it can occur in British
practice in certain circumstances.
(3) Conclusions (1) and (2) suggest a reconsideration of locomotive design
in the direction of reducing hammer blow still further.
(4) As regards the effect on the locomotive, longitudinal and nosing oscillations
depend on the weight and length of engine, weight of reciprocating parts
unbalanced, and characteristics of the drawbar springs. They are independent
of speed.
(5) Theory suggests that three and four-cylinder engines which are already
in a state of balance with regard to longitudinal forces, do not require
any portion of their reciprocating parts to be individually balanced to deal
with the nosing couple, because of the small magnitude of the displacement.
Three-cylinder engines with zero reciprocating balance are already running
in this country.
(6) In two-cylinder engines, theory-supported by a certain amount of practical
evidence—indicates that some degree of reciprocating balance is still
required if undue longitudinal oscillations are to be avoided. The percentage
required will vary with the engine characteristics, and a method has been
suggested for arriving at the amount. Not less than 40%. balance appears
to be required on the heavier type of British two-cylinder engine weighing
from 65 to 75 tons.
(7) For the highest speeds, therefore, niulticylinder engines arc the most
desirable, if they are of the reciprocating type. If it is thought necessary
to balance a percentage of the reciprocating parts, the four-cylinder is
preferable to the three-cylinder type, from the point of view of hammer blow.
If this balance is eliminated, there appears to be little to choose between
the two types.
(8) The final criterion as to what percentage of balancing is necessary is
the magnitude of the oscillations which can be admitted on the engine, having
regard to riding comfort for engine crew and passengers, wear and tear,
maintenance costs, and safety.
Practical experience so far recorded tends to support the theoretical
conclusions. It is, however, very scanty, and when normal conditions return,
scientific investigation will be required, not only to establish the precise
effects of the unbalanced parts on the locomotive, but also to define the
limiting value of the disturbances which can be admitted. More experimental
verification is needed as a prelude to any large-scale reduction in hammer
blow.
Discussion: 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. Mr. Train concluded
that balancing of reciprocating parts was an undesirable practice from the
civil engineer's point of view and that the mechanical engineer's best way
of dispensing with the balancing of reciprocating parts was to employ
multi-cylinder engines which were to a great extent naturally balanced. An
excellent specification for a locomotive would be that it should have no
greater hammer-blow at 8 revolutions per second than at, say, 5 revolutions
per second. :
Bulleid (222-3) observed that, so far as reciprocating balance weight
abolition was concerned, he seemed to have struck a rather fortunate line
in locomotive design, and, as Mr. Ellson had demonstrated, they could see
no ill effects from the absence of reciprocating balance if they took reasonable
precautions in other directions. The absence of reciprocating balance weights
was very interesting from the locomotive point of view, for on the engine
which had been mentioned 1,377 lb. of dead weight had been saved, and that,
if one was designing locomotives to the maximum weight allowed, was very
important. Any ill effects of such lack of balance had been minimized by
using a shorter stroke, which, of course, reduced the inertia effect. He
thought the ratio was something like 38 to 30 when comparing a 30 in. stroke
with a 24 in. Moreover, with a 24 in. stroke and a 6 ft. 2 in. wheel the
piston speed was reduced to about 1,090 ft. at 60 miles per hour, in comparison
with 1,160 ft, with a 6 ft. 9 in. wheel and a 28 in. stroke. As Professor
Inglis had pointed out, springs with no frequency should be used. He had
emplojed rubber springs, the rubber having no natural frequency, to damp
out any ill effects and so prevent their transmission from the engine to
the tender and from the tender to the train. No ill consequences on the engine
had been observed owing to this departure from conventional practice. Mr.
Ellson had shown some diagrams to illustrate the effect of a two-cylinder
engine. The balancing weights had been altered to remove the reciprocating
portion, but it was not possible to be quite certain, in view of the results,
that the engineers had succeeded in doing what they set out to do, and they
would be compelled to re-balance the engine and make a further test. Locomotive
engineers looked forward to higher speeds and were particularly anxious to
be allowed heavier axle loads. Only by multiple-cylinder engines, however,
and with no reciprocating weight balanced, were they likely to induce the
engineer to give them what they wanted.
W.K. Wallace (Chief Engineer, L.M.S.R.) said
that higher speed was becoming general, and that made balancing more important
than in the past. Moreover, the railways were developingJ mixed traffic
locomotives with smaller wheels, and those, due to improved valve gear, ran
more quickly. Even though a train might not be timed to run at a high speed,
if the engine driver wished to make up time high speed might be produced
in any case. It was very important to obtain light-weight motion for twocylinder
engines. He liked the London and North Eastern Railway reciprocating weights,
because the permanent way engineer wanted a small hammer-blew which controlled
the design of permanent way. He agreed that engineers were more interested
at present in impact on the permanent way in the sense of the track than
on bridges, because they were probably nearer the limit of stress in respect
of rail and permanent way than in respect of bridge structures.. Johansen
had mentioned that it was thought that the engines of Class 5 had an effect
upon the road. There was no doubt about it, and that was one reason wby they
had conducted the tests which had been filmed.
Wallace was perfectly prepared to grant Stanier additional axle weight if
he did away with hammer-blow. On the other hand, it was essential to ensure
that no damage should be done by the older class of engines running at the
higher speed. If the operating people were given a small class of new engines
to speed up specific trains which they were re-timing, a number of other
trains for which there was not a specific high-speed engine available would
be speeded up also, and some more serious effects might ensue. It was interesting
to note in Cox’s Paper the remark that nosing need not receive much
attention in a locomotive, because he had been rather afraid that it might
be said that if reciprocating balance were omitted trouble would arise from
nosing. It was quite obvious that the locomotive engineer would not give
trouble in that respect. The chief thing from the permanent way engineer’s
point of view was to reduce the hammer-blow as much as possible. He would
like to omit reciprocating counter-balance altogether if possible, but if
the locomotive engineer found that that led to lateral motion which would
also abuse the track (and the track was not so stiff against lateral loads
in Great Britain as in countries where flat-bottomed rails were used) that
counter-balance would have to be tolerated but the use of lighter motion
and anything else that would tend to reduce hammer-blow was all to the good.
No doubt a demand for more ultra-high-speed trains would arise after the
war, and he did not know that it would be possible to require that such trains,
as hitherto, should have a limited seating capacity. Whereas the Coronation
Scot was a limited train, after the war similar speeds might be required
with a train about the weight of the Royal Scot Of course, those engines
were not so serious from the permanent way point of view, because they were
always multi-cylinder, as they required such a large tractive effort. But
the two-cylinder mixed traffic engine with a modern valve gear, which gave
a high rotational speed, was the one which permanent way engineers needed
to watch.
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. 64-85. Disc.: 85-92.
Ordinary General Meeting of the Western Branch of the Indian and Eastern
Centre was held in the Conference Room, B.E.S.T. Co., Bombay, on Thursday
21 August 1941, at 6.30 p.m., the Chair being taken by Mr. H.P.
Renwick.
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.
4th Ordinary General Meeting of the members of the Institution in
New South \Vales was held at Science House, Gloucester and Esses Streets,
Sydney, on 12 June, 1941, at 8 p.m., . H. Young, chaiimain of the Local
Memhcrs’ Committee, being in the chair. New South Wales
The. first British Patent covering a locomotive superheater was taken out
by R. Trevithick in 1832, and was applied to what in effect was a vertical
water tube boiler. The earliest British patent showing a smoke tube superheater
was granted to John Henry Johnson in 1855, as a communication from J.P.C.
Montety, the: most intetesting feature of this patent being its very strong
resemblance to the Schmidt 1890 patent. Between 1832 and 1870 numerous
superheating devices were brought out but, owing to troubles with valves,
packing and lubrication superheating on steam locomotivcs was more or less
abandoned, until the rcsearches of Wilhelm Schmidt resultcd in Robert Garbe
carrying- out practical trials on the Prussian State Railvays in 1897. Ahout
1902, Schmidt introduced his “V” bolt headcr design, this being
the first superheater with elements arrangcd in a numher of separate flue
tubes in a locomotive boiler. The steam-tight joints betwecn the header and
the elements were made by expanding the elements into flange blocks, and
inserting copper or other jointing material between the flanges and the header.
T his “V” bolt header was first introduced into England by George
Hughes on the Lancashire and Yorkshire Railway in 1906, into Africa in 1910
on five 4-6-2 passenger engines by G.G. Elliott of the Central South African
Railways, into India in 1911 on four 2-8-0 goods engines by Brock of the
Madras and Southern Mahratta Railways, and into Australia in tlie same year
on a 4-6-0 passenger and a 2-8-0 goods engine by Lucy of the New South Wales
Government Railways.
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.
142-65. Disc.: 165-72.
Fitted with new cylinders and more efficient valve gear.
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)..