Volume 50 to end of publication
Volume 50 (1960-61)
Main file
Journal No. 273
Scholes, G.E. (Paper 604)
The Swindon-built diesel hydraulic locomotive.12-91.
Low, R.C.S. (Paper 605)
Some aspects of railway braking. 93-173.
Journal No. 274
Wilson, A. Gordon (Paper No. 606)
Trends in transmission design for self-propelled diesel railcars. 193-241
Roosen, R. (Paper No. 607)
Class “25” condensing locomotives on the South African Railways
— design and operating experiences. 243-82.
These incorporated a fan in the smokebox as the exhaust was diverted
into the condenser. K. Cantlie (264-5) was critical of the fan; J. Koffman
(265-6) also commented upon the fan, but noted that the arrangement extended
the period between washouts. W. Ikeson (266-70) noted
his own experience on the Iraqi State Railways and cited his own paper
(No. 516). H. Hocroft (272-4) written
communication; L. Douglas (274-6) noted coal savings through
condensing.
James, R.F.L. (Paper No. 608)
An outline of the repair of wagon stock at the Bulawayo workshops of the
chief mechanical engineer, Rhodesia Railways. 283-98.
Journal No. 275
Ryan, C.F. and Hundy, B.B. (Paper 609)
Steel wheels and tyres. 304-63.
Attock, M.O. and Fletcher, S. (Paper 610)
Some ideas on the maintenance of diesel electric locomotives. 364-94.
Journal No. 276
Sykes, W.J.A. (Paper No. 611)
Operating experience with the diesel electric train sets on the Hastings
service of the Southern Region. 434-85
Green, G.R. (Paper No. 613)
Fuel injection equipment for diesel engines. 486-516
Journal No. 277
Eames, T.A. (Paper 613)
Refrigerated transport on railways. 532-63. Disc.: 596-603.
Malcolm, A.C.D. (Paper 614)
The final inspection and testing of locomotives for overseas railways. 564-96
Journal No. 278
Robertson, Brian
The locomotive of the future. The Sir Seymour Biscoe Tritton Lecture. 617-26.
Brown, D.C.
Meeting in New Delhi, 20th February 1961. 659-62.
Holcroft, H.
The history of the Institution of Locomotive Engineers — the first forty
years. 662-82. 2 illus., table
Cox, E.S.
The history of the Institution of Locomotive Engineers — the ten years
to the Golden Jubilee. 682-6.
The fifth decade in the Institution's history has been marked by steady
growth against a background of widespread technical change. Not only here
[Britain], but abroad, steam has given way to diesel and electric traction,
locomotives have taken upon themselves many of the aspects of carriages,
and the latter now frequently carry their own motive power. Higher speeds
and the growth of specialised traffics have brought many changes to wagon
stock and their technical content has been much increased. The former sharp
distinctions between the mechanical and electrical sides as applied to locomotive
and rolling stock engineering, have become blurred, and those engaged in
any given branch of the profession have had to learn a great deal about the
other branches.
Volume 51 (1961/2)
Journal No. 279
Cansdale, J.H. and Collins, G. (Paper 615?)
Rheostatic braking for rapid transit multiple-unit trains. 8-75.
Barrett. G.M. (Paper 616)
Spectrographic analysis of crank-case lubricating oils as a guide to preventive
maintenance of locomotive diesel engines. 76-98.
Bairstow, S. (Paper 617)
Control of quality of crankcase lubricating oils of locomotive diesel engines
in service. 98-140.
Ritchie, Joan and Byrne, B.R. (Paper 618)
The collection and assessment of technical information, including the language
problem. 141-77.
Journal 280?
Rudge, T.H. and Forbes, M.K. (Paper 619)
Cooling equipment for diesel locomotives. 202-55.
Thorley, W.G.F. and Clarke, G.O.B. (Paper
620)
Work study and its application to motive power activities. 256-327.
Journal 281?
Harrison, J.F. (Presidential Address)
The gathering of the new crop. 336-56. + plate. 16 illus. 4 diagrs.
Includes an appreciation of the Gresley Pacifics.
Sharp. E. (Paper 621)
Diesel-electric locomotive testing with the British Railways L.M. Region
mobile test plant. 356-407.
Maskery, C. (Paper 622)
The use of instruments to record dynamic phenomena. 408-56.
Journal No. 282
Schlaepfer, O. (Paper 623)
Control of diesel-electric locomotives. 466-519.
Singh, A. (Paper 624)
Couplers and draft gears for Indian Railways. 519-54.
Journal No. 283
Cox, E.S.
Some problems in vehicle riding. 574-659.
Raman, K.
A basic study of mid-section derailments of metre gauge four-wheeled goods
stock. 660-82.
Journal No. 284
Symposium on the Engineering Aspect of Catering on Trains:
Simons, H. (Paper 627)
The vehicle from the catering manager's viewpoint. 692-704.
Wilcock, H. (Paper 628)
British Railways experience. 704-22.
Bulman, W.E. (Paper 629)
Overseas Experience (East African Railways and Harbours). 722-45.
Warder, S.B. (Paper 630)
Progress of 50 cycle traction on British Railways. 747-813.
Volume 52 (1962-63)
Journal 285
Barton, H.H.C. (Paper 631)
Monorails. 8-33. Disc.: 34-59.
Very extensive history back to Palmer's system installed
Robson, A.E. (Paper 632)
Railcar development on British Railways. 60-99. Disc.: 99-145.
Journal No. 286
Hughes, J.O.P. (Paper 633)
The design and development of a gas turbine locomotive. 180-239.
GT-3
Coates, P.
The use of computers in railway engineering. 239-62.
Journal No 287
Alcock, John F. (Presidential Address)
Narrow gauge light railways. 269-90.
Wood, F.H.
Some features of design of diesel electric locomotives including the
‘Falcon’ locomotive. 291-316.
Journal No. 288
Macfarlane, I.B. (Paper 636)
Railcars in Australia with particular reference to the Budd Rail Diesel Car.
323-80.
Ray, R.K. (Paper 637)
Towards greater productivity on the railways. 380-93.
Journal No 289
Maddison, T.B. (Paper 638)
Development of special wagons and containers for the bulk conveyance ot powdered
materials. 399-455.
Garratt, C.H. (Paper 639)
Main works repair of diesel multiple units. 456-96.
Journal No. 290
Fletcher, S. (Paper 640)
Recording and controlling faults on diesel electric locomotives. 511-80.
Hunter, I.P. (Paper 641)
Development of the vacuum brake during the years of transition. 581-655.
Journal No.291
Farquharson, Sir J.R.
The future of railways in Tropical Africa [Sir Seymour Biscoe Tritton Lecture].
14-32,
Sykes, W.J.A. (Paper 642)
The electro-diesel locomotive. 40-94.
Kumar, D. (Paper 643).
Plain or roller bearings? An economic survey with particular reference to
the broad gauge I.R.S. 4-wheel wagon. 95-133.
Journal No.292
Ridgway, S. (Paper 644)
The effect of change in motive power on the railway workshop. 151-201.
Schur, T. (Paper 645)
Experience with diesel engines in railway traction. 203-82.
Journal No. 293
Warder, S.B.
Presidential Address. 313-42.
Corbyn, D.B. (Paper 646)
Electric traction development and effect of semiconductor rectifiers. 343-64.
Journal No 294
Henderson, J.C.
The Stanley Herbert Whitelegg Memorial Fund Travel Scholarship — 1963
award. 378-90.
Study of electric traction in both France and Germany, and diesel
electric traction on the SNFC and diesel hydraulic locomotives (especially
V160 and V200) types on the DB.
Fordham, P.J.S. (Paper 647)
Some aspects of electric and hydraulic drives in diesel locomotives;
390-412.
Presented by a Senior Contracts Engineer from the Traction Division
of Brush Electrical which compared the characteristics of the Western diesel
hydraulic locomotive with its Voith transmission with the Brush diesel electric
locomotive which became the Type 47 and with the Brush Falcon locomotive
which, like the disel hydraulics incorporated two Maybach MD655 diesel engines.
There are exploded diagrams for the latter two types. Perhaps the statement
which is most indicative that this was a knocking paper is the one about
the Warship hydraulic locomotives incorporating 2½ miles of wiring.
It does show, however, the simplicity and light weight of the bogies used
with the hydraulic drive.
Henley, E.D. (Paper 648)
Some of the uses of plastics in railway rolling stock. 413-45. Disc.:
445-57.
Includes some early use made by the LNER notably in the Perspex windows
of the beaver tail observation cars used on the Coronation train.
Most of the paper was associated with the use of glass reinforced plastics
(GRP) in body work both for locomotives and rolling stock,
Cites Paper No. 295 given by Percy. Lewis
Dale, Chief Chemist of LMS.
Journal No 295
Koffman, J.L. and Jarvis, R.G. (Paper 649)
Air springs as applied to multiple-unit vehicles for heavy suburban services.
461-576.
Miller, T.C.B. (Paper 650)
Maintenance of diesel electric locomotives in service. 577-661.
Journal No.296.
Moore, I.G. (Paper 651)
Combined air and dynamic braking systems for railway vehicles, particularly
the new lightweight cars for the Toronto Transit Commission. 678-706. Disc.:
706-26.
Emerson, A.H. (Paper 652)
Operational experience and maintenance of electric locomotives. 727-836.
Journal No. 297
Arthurton, R.I.D. (Paper 653)
Auxiliary services on electric rolling stock. 15-71.
Awasty, H.D. (Paper 654)
Railway electrification in India. 72-97. Disc.: 273-81.
Journal No. 298
Wise, S. and E S Burdon (Paper 655)
The dual roles of design and surface treatment in combating fatigue failures.
142-215
Collingwood, G. [Presidential Address]
The advancement of the science and practice of locomotive engineering.
224-46.
Author was Chairman of the Vulcan Foundry and began with a historical
introduction which noted that with the notable exception of the Stockton
& Darlington Railway (which constructed locomotives in its own workshops
at Shildon) early locomotives were supplied by independent builders. It was
only in the 1840s that railway companies started to construct locomotives:
the Liverpool & Manchester at Edge Hill from 1841; the Hull Works of
he Hull & Selby Railway in 1842; Nine Elms in 1843; Cowlairs in 1844;
Crewe in 1845 and Swindon in 1846. Then quotes from
Gooch's Diaries to note how he
had been an apprentice under Charles
Tayleur at the Vulcan Foundry,
Willans & Robinson mobile
generating sets; Midland Railway “Paget” locomotive which was inspired
by the installation of Willans high speed engines at Derby Works, turbine
locomotives including he collaboration between, Stanier and Sir Henry Guy
on the LMS turbine locomotive (cites Bond's paper
(No. 458)), roller bearings (first applied to bogie freight wagons on
the Eastern Bengal Railway: see Proc.
Instn Civ. Engrs, 1908, 171, 227), English Electric
diesel-electric railcar “Bluebird” of 1933, GT3 (gas turbine
locomotive), rubber suspension, notably the contribution of
W.G. Craig paper Proc. Instn Mech.
Engrs., 1857, 4, 45 (who used Moulton's Prepared India Rubber),
several drawings at Swindon and the 9ft singles.
Sahai, P. (Paper 656)
Some aspects of diesel and electric traction on Indian Railways. 258-68.
Disc.: 268-72.
At the time diesel traction was relatively new, but soon enough for
nine major faults to be listed: turbo-superchargers, cylinder head cracking,
leakage of coolant due to failure of neoprene seals, breakage of tee pipes
at exhaust manifolds, leakage of oil seals, cylinder liners (chromium plating),
cracking of centre pivot castings, traction motor roller bearings, and traction
motor armature shaft pinions. Heavy electric locomotives also experienced
a wided range of faults: 12 are listed, the first being rapid wear of contact
wire and grooving of the pantograph contact strips (mainly from the exhusts
from steam and diesel traction).
Ware, J.C. (Paper 657)
Ventilation and heating of railway carriages. 298-327.
Mohan, Chandra (Paper 658)
Vacuum braking of heavy freight trains on the broad gauge, Indian Railways.
328-65.
Journal No.301
Koster, J.P.
Development of railway technique and operation [Sir Seymour Biscoe Tritton
Lecture]. 379-404.
Ribbons, R.T. (Paper 659)
Recent developments in locomotives used by a heavy industry. 406-64.
Loach, J.C. (Paper 660)
A few permanent way matters of interest to rolling stock engineers. 465-90.
Journal No. 302
Perry, P. (Paper 661)
Southern Region electric multiple unit stock maintenance. 499-540.
Burley, W.
Impressions on the new Tokaido Line, Japanese National Railways. 585-95.
Wilkes, E.G.M. (Paper 663)
The appearance and amenity design of rolling stock. 541-85.
Volume 55 (1965-1966)
Journal No. 303
Manser, A.W. (Paper 664)
Rheostatic braking without motoring all axles. 18-58
Barrow, T.A.W. and A.D. Smith (Paper
665)
Tank wagons for oversea railways - a critical examinations of technical and
economic considerations. 60-128.
Journal No 304
Sykes, W.J.A. (Paper 666)
High-speed propelling of trains on the Southern Region, British Railways.
154-95.
Davidson. D. (Paper 667)
The significance of locomotive diesel exhaust temperatures.195-211.
White, H.G. and Lehel, V. (Paper 668)
Final drive gears and gear boxes for self-propelled rail vehicles. 212-46.
Cook, K.J.
An appreciation dedicated to Sir William and the Great Western Railway.
247-9.
Notes that his father, W.H. Stanier, was a very astute and energetic
business man: he was Stores Superintendent of the GWR. He also notes that
the Swindon CME's department was both autocratic and democratic and reminds
the reader that Stanier travelled to the USA with King George
V.
Cox, E.S.
An appreciation dedicated to Sir William Stanier – 1932 onwards. 249-53.
illus. (port.)
This affectionate tribute adds little, but does serve to remind the
reader that Stanier visited India three times, and that he was a skilled
practical craftsman engineer.
Manser, A.W. (Presidential Address)
Unique feature of London. 256-75.
Historical development of the London Underground tube system limited
by a diameter of 12 feet, but less on the original City & South London
Railway, and more on the Great Northern & City Line which was intended
to connect with the Great Northern Main Line. A variety of electrical systems
were originally employed, including a central positive rail on the Central
London Railway and twin electrical rails (of different polarity) outside
the tracks on the Great Northern & City. Manser questionned the need
for a separate insulated negative return. The development of rolling stock
to meet the severe limitations is considered, together with the relaxation
experienced in designing cars for the Victoria Line with its better tunnel
profile. The use of rubber in suspenion is considered at length. Earlier
in the paper he had considered the locomotives used on the City & South
London, and Central London lines and recorded the development of Graff-Baker's
1938 underground stock, and his own 1959 rolling stock..
Narasimhan, R.V. (Paper No. 669)
Rail-wheel adhesion on diesel and a.c. electric locomotives. 276-312. Disc.:
312-23. 8 diagrs. 10 tables.
Paper presented in Luknow
Ghani, F. (Paper No. 670)
Some aspects in the design of traction motors for diesel electric locomotive
application. 323-30. Disc.: 330-4. 3 illus., 3 diagrs.
Postulated that three basic requirements for locomotive performance:
maximum tractive effort, continuous tractive effort and maximum speed.
R.W. Urie (330-1) opened the discussion with
comment on the difficulty of keeping bogies clean.
Journal No. 306
Bennett, E. (Paper 671)
Quality engineering applied to traction. 342-62. Disc.: 362-78. 9 figs.
Quality control boards with coloured pegs: seems more archaic than
Stephenson's Rocket. Problems explored with this technique included problems
associated with tadiator fitted to the AL3 AC high voltage electric locomotives
(they had mercury arc rectifiers which had to kept cool with water as the
coolant); Type 3 locomotive exhauster failures, and non-return valve failures
on the same type of locomotive.
Varma, M.G. (Paper 672)
Some aspects of diesel maintenance on Indian Railways. 379-95
Tandon, N.N. (Paper 673)
Neglected conventional bearings. 396-411.
On freight rolling stock on Indian railways
Journal No. 307
Parkes, G. Richard (Paper 674)
Railway snowfighting. 415-48. Disc.: 449-78.
A review prepared by a Candian consultant who considered many types
of equipment to clear snow and ice, some of which were never likely to be
used on railways in Britain. Push ploughs of both the double track type,
as used on the London Midland Region, and single track type as used with
diesel locomotives in Scotland are considered. The heavy-duty Russell plough,
the Jordan spreader and the flanger as used in North America are also described
and illustrated. Rotary snowploughs are widley used in Sweden, Switzerland
and North America and the Leslie type is illustrated. Snow melters and jet
engines are examined, but the latter have rarely been successful. The heating
of points by burning gas or oil or by electricity, both directly or via hot
oil is examined. Conductor rails require to be kept free from frost and this
can be achieved via de-icing baths which distribute anti-freeze of via special
sleet locomotives..
Bingham, G.S. and J.G. Bruce (Paper 675)
Experience with the new rolling stock on London Transport Railways. 480-527.
Disc.: 527-51.
The 1959 and 1962 stock used on the Piccadilly and Central Lines,
and the A60 stock used on the Metropolitan line incorporated rubber suspension
for the bogie bolsters and axleboxes; fluorescent lighting; unpainted aluminium
car bodies and melamine-faced hardboard for the interior trim. Discussion:
G. Hally (527-8) recorded the Metropolitan Railway's experiments with roller
bearing axleboxes which went into service in 1924. A justification is given
for the continued use of compartment stock on the Metropolitan Railway:
passengers demanded it, and would have switched their custom to the LNER
if it was not provided.
Journal No. 308
Lyon, E.C. (Paper 676)
A.C. suburban electrification—British Railways, Eastern Region. 585-671.
Birch, P.C.H. (Paper 677)
The effect of weight transfer on locomotive design. 672-88.
Journal No. 309
Roberts, H.P.
The changeover from vacuum to air brakes on British Railways. 8-72.
Jowett, W.G.
Some design and service aspects of commutators and brush gear in traction
service. 74-134.
Journal No. 310
Barwell, F.T. (Paper No. 680)
Traction research. 158-88. Disc.: 189-96.
T. Henry Turner (194-5) said that Professor Barwell
referred to research as directing one's eyes to the future. What was the
competitor which the railway would have to meet in the future? In that connection
one might recall one of the Author's earlier papers dealing with what happened
on the motor-way. In order to obtain the maximum amount of useful transport
over the motor-way he had pointed out that it was necessary to marshal the
road vehicles and, in effect, make a train. If that rubber-tyred train were
to run on the road, it would need some guiding underneath: so the railway's
competitor might be a motor-wayed electronically guided train of rubber-tyred
vehicles. The Author had mentioned adhesion, but not that there was unlikely
to be aquaplaning at excessively high speeds with railway steel tyres on
steel rails. But there might be aquaplaning, with the weather conditions
current in this country, if one started running at excessively high speeds
rubber-tyred vehicles on motor-ways, and there might then be dangerous lack
of control on curves or when retarding. Mr. Warder had been somewhat unkind
to the old research. Research was not invented when British Railways came
into being.
Sir Nigel Gresley had the fastest steam locomotive in the world, and in his
team he had electrical engineers and metallurgists who were apprenticed in
electrical engineering work. Credit must be given to those people who planned
the Manchester-Sheffield and London-Shenfield electrifications before 1939
when the present knowledge of metal physics had not yet been won by the
metallurgists and physicists and so made electronics possible. It was not
the other way round.
Material science and art now preceded engineering hardware. If British Railways
wanted to be forward looking, they must deal with the first thing first,
and increase their knowledge of metallurgy and metal physics. Considering
the aircraft industry as a competitor of the railways, it should be noted
that they had forward-looking departments where work on fibre-reinforced
metals for special parts was being undertaken. The aero-engine makers were
paying for materials development for the needs of ten years ahead; but one
did not see that happening in Railway Metallurgical Research. The Author
would no doubt agree that what he had been advocating had become possible
because semi-conductors and thyristors were now available. There will be
other tricks for the railway research department to find out in the same
way.
He suggested that in railway traction the biggest advance had been in
cleanliness, so far as the public were concerned: the washbasin at the end
of the carriage was no longer dirty. The carriage double-glazed windows were
not dirtied when the train went through a tunnel, and a passenger could breathe
freely when the diesel or electric train went through a tunnel. The diesel
locomotive made only one tenth of the sulphur dioxide of the old steam
locomotive. That should be publicised. It was a great improvement so far
as the country, the prevention of corrosion, and railway traction were concerned.
Finally, the greatly improved Manchester to Euston train speeds and comfort
would not have been possible without the metallurgical development of long-welded
rails.
Sharp, E.
Discussion on the Engineering aspects of high-speed trains: (1) motive power.
196-200.
Thring, J.F.
Discussion on the Engineering aspects of high-speed trains: (2) passenger
rolling stock. 200-2.
Peacock, D.W.
Discussion on the Engineering aspects of high-speed trains: (3) braking and
signalling. 202-6.
Loach, J.C.
Discussion on the Engineering aspects of high-speed trains: (4) permanent
way. 206-09.
Meeting at Derby on 15 December 1965: Discussion: 209-18. T.Henry
Turner (209) noted that the LNER articulated coaches peovided extremely
smooth riding. E.D. Henley (212) compared a range of plastics with aluminium,
iron and lead in terms of cost (pence per pound) and volume (pence per
in3). J.C. Loach (213) commented on cant deficiecies.
A. Forester Fielding was critical of the LNER and LMs high speed trains and
advocated more reliable trains at lower speeds. G.R. Mahy (213-14) advocated
multiple units for very high speeds. A.N. Emerson (217-18)summarised the
discussion..
Suresh Chandra (Paper No. 681)
Maintenance of diesel electric locomotives on the Eastern Railway, India.
219-42.
Journal No. 311
Crane, M.A. (Presidential Address)
The wheel turns. 270-98.
Arthurton, R.I.M.
Electronics in railway traction. 298-314.
The Stanley Herbert Whitelegg memorial travel scholarship – 1966
award.
Journal No 312
Mckenna, David
Management of design. (Sir Seymour Biscoe Tritton lecture). 318-29,
Speaker was Chairman and General Manager of the Southern Region. Showed
how the Southern Region, because of its extensive third rail DC electric
system, had quite different motive power requirements from the rest of British
Railways. Its main requirement was flexibility: it was essential to be capable
of coupling all types of multiple unit together and to drive them as one
unit. This concept had been extended to diesel, electro-diesel and electric
multiple units and had included the introduction of push-pull working with
these units.
Koffman, J.L. and Fairweather, D.M.S. (Paper No.
682)
Rubber as an aid to suspension design. 331-71. Disc.: 371-423.
"rubber was surrounded by an aura of mystic" and "the use of rubber
has led to some expensive disappointments". This received extensive response
from Manser who described LTE's extensive use in rubber in suspension systems
and from Lindley who supplied his characteristic shape factor diagram.
Discussion:P.B. Lindley (390-6) presented in an ultra-concise form (but with
a full list of references) what amounted to his classic Engineering design
with natural rubber including its paradigm diagram showing how compresssion
modulus varies with shape factor. A.R. Payne (NRPRA:
396-7) said that as he was present as a guest he wished to apologise
in advance for his comments, which would be rather rude. This had to be said
in fairness to the considerable amount of work done in the past in trying
to elevate the use of rubber as an engineering material. In the Paper the
word "Shore" was mentioned time and time again. This term came over with
the Norman Conquest, but in 1948 the British Standards, in, their wisdom,
developed a new code of hardness called the British Standard of International
Rubber Hardness, and this was accepted throughout the industry as the measure
of this property. It is about time people started using British Standard
definitions, which do not agree with Shore.
The references in the Paper were entirely to the Continental papers, the
majority of which were inaccessible and could not be easily obtained. There
must be some excellent linguists in British Railways but there appears to
be a complete inability to read the vast amount of work published in English
on the use of rubber as an engineering material. This was a great pity but
it reflected another attitude that he had encountered. Four weeks ago there
was a very large conference at the Mechanical Engineering Department of Imperial
College on Rubber in Engineering. It was a two-day conference and 19 papers
were given, solely devoted to how to use rubber in an engineering sense in
both road and rail vehicle suspensions, in mounting buildings, in mounting
bridges, and how to design with it.
Out of the 270 delegates, mostly engineers and technologists, there was not
one single representative of British Railways who bothered to attend. This
was in spite of the fact that he had made considerable personal effort, as
had his colleagues, to ensure that British Railways were invited to hear
something of the amount of work being done in England in regard to the use
of rubber as a proper engineering material. There is a rubber engineering
advisory service at Welwyn which helps anybody with rubber engineering
problems.
There exists an excellent piece of equipment designed to test rubber engineering
components in order to find their static/dynamic ratios. It is now gathering
dust in one of the Railways' establishments. It had never been used and there
seems to be no indication that it ever will.
It is fantastic that the civil engineering industry is quite prepared to
put large buildings on rubber, and that every bridge recently built on the
new roadways are now sitting on rubber. Nowadays many cars are running on
rubber suspensions (the Mini Minor, Morris 1100 and 1800 for instance) and
the London Underground as well as many Continental Railways have used rubber
suspensions very successfully for many years, but with British Railways there
is no chance. It is about time British Railways employed one or two people
with some knowledge of rubber engineering, so that the Railways might then
have a real opportunity of using an excellent material for suspending railway
equipment, carriages, etc.Dr. Payne apologised for being so critical, but
he thought that his remarks needed to be made.
L.D. Porta (397-) referred to the part that rubber
suspensions had played in railway carriage development in relation to the
parallelism of axles; namely the B.R. bogie depicted in Fig. 17 with rubber
suspension allowing for freedom from forced parallelism. He recalled the
use of diamond bogies with helical springs on a rather bad track which needed
some damping. The rubber from ,the walls of old motor car tyres was used
for the purpose of improving the damping properties. This had proved to be
much more successful than pure rubber, and it was a reasonably cheap solution,
with the advantage that broken springs keep their position. The idea had
come from the tramways at La Plata where a very high intensity of pitch and
movement had been causing concern and could be controlled that way.
Alwin Duskow (398-403) described the ill effects of badly designed pads
associated with magnetic track brakes fitted to four-wheel tramcars in Hanover.
Hans Tapert (403-5) described and illustrated the bogies useed on articulated
units on the Hamburg where Clouth rolling springs had replaced chevron units.
A. Kniffler (405-6) wrote to list the locomotives and rolling stock
using rubber suspension on the German railways. ..
Journal No 313
Lucas, H.W. and Wojtas, B. (Paper No. 683)
Automatic wheelslip control. 442-69. Disc.: 469-95.
W.G. Jowett (469-71) mentioned the damage which had been caused to
the early Southern Railway electric locomotives by slipping; W.G.F. Thorley
(471-2) commented on the nuisance of wheelslip on steep gradients and the
risk of burnt rails.
Botham, G.J.M. (Paper No. 684)
Practical aspects of primary suspension design. 495-535
Journal No 314
Ell, S.O. (Paper No. 685)
Some design problems of diesel locomotives. 543-72. Disc.: 572-92.
Mainly vibration problems, especially torsional vibration on the Western
Region diesel hydraulic locomotives. Many of the problems concerned rubber
bearings used in the couplings. Spline wear on the cardan shafts of the D
7000 class was severe. Vibrartion in the transmission of power to the axles
on the D.1000 class was also studied.
Maxwell, W.W. and Ware, D.K. (Paper No.
686)
Automatic train operation on London Transport Railways. 593-631.
Volume 57 (1967)
Journal No 315.
Keller, Rolf (Paper 687)
High power diesel hydraulics. 19-68.
Low, R.C.S. (Paper 688)
The reorganisation of British railways workshops. 91-146.
Journal No. 316
Matthewson-Dick, T.
Address by the President. How they run. 155-96.
Biographical material used to start biography. Mainly about modern
traction: he had started his career in the hope of being involved in
electrification from York to Newcastle, but had moved to Gateshead Works
to meet the requirements for a Whitworth Scholarship. After a spell in the
Drawing Office he moved to the running department where he was involved with
the operation of Sentinel steam
railcars, with No. 10,000
and the ACFI feed water
heaters and poppet valves on the NER Atlantics had made him sceptical
of gadgets ever since. He likened the relationship between man and the steam
locomotive as that between horse and rider.. He then moved on to his experience
of the changeover from steam to diesel hydraulic traction on the Western
Region and the centralisation of maintenance in a few excellently equipped
depots. He noted the reliability of the D1000 type with the exception of
the train heating boilers. He also spoke at length about track improvements
with realignments for higher speed at Twyford station and at the Junctioins
at Wootton Bassett and Patchway and looked forward to the gas turbine tiltiing
trains. He ended by comparing the Paddington to Plymouth running time with
Castle, King, D833 and D1000 types and over the Exeter to Plymouth section
with two type 833 vesrsus D1000..
Radley, R. (Paper No. 689)
The application of rail stress to locomotive design. 196-205. Disc.: 205-8.
The interaction between diseel or electric bogie locomotives, with
various bogie configurations, with track, both straight and curved, but without
the consideration of super elevation. The Heumann wheel profile is considered
in the discussion.
Mathur, R.B. (Paper No. 690)
The setting up of a broad gauge diesel locomotive shed at Ratlam, India.
208-20.
Journal No. 317
Watts, P.H.
Urban railway rolling stock. (Report of the Stanley Herbert Whitelegg Memorial
Travel Scholarship — Award). 228-49.
Rapid transit systems in Rotterdam (a Metro underground railway including
tunnel under the River Maas), Hamburg (an electrified suburban system, plus
an underground railway), Gothenburg (a highly developed tramway system) and
Stockholm (underground railway) were visited. In Gothenburg the rolling stock
consisted of tram cars (which could operate in multiple). Elsewhere multiple
units were the norm..
Anoop Singh (Paper No. 691)
A method for estimating braking distances. 251-78. Bibliog. 14 diagrs., 2
tables
Based on experience in India.
Davidson, D. (Paper No. 692)
The influence of railway requirements on motive power selection. 279-86.
Disc.: 286-89.
Paper presented in Bulawayo to the Rhodesian Section on 24 February
1967.
Jackson, J.A. (Paper No. 693)
Locomotive-hauled Pullman trains. 289-300. 4 illus.
As employed on services on the London Midland Region's electrified
services from Euston to Manchester and Liverpool.
Journal No. 318
Wilcock, H. (Paper No. 694)
Container design. 303-67.
Beasant, F.H. (Paper No. 695)
Development of the Brush type “4” locomotives of British Railways.
368-418.
Journal No. 319
Koffman, J.L (Paper No. 696)
Design for comfort. 428-507.
Dunkley, F.G. (Paper No. 697)
Painting of railway rolling stock. 509-53.
Journal No 320.
Scott, H.W.
High-speed diesel engines of high power. 582-624.
Broughton, A.J.
The maintenance of diesel locomotive starting batteries. 625-45.
Bonavia, P.C.
The computation and analysis of locomotive performance. 645-57.
Volume 58 (1968)
Journal No. 321
Fish, M E and T J Lowe
Wiring and associated terminations on London Transport railways rolling stock.
28-77.
Wise, S.
Ultrasonic testing of railway components. 77-110.
Journal No. 322
Cooke, B.W.C.
The technical journalist. 113-35.
Maxwell, W.W., J. Richards, J. Shaw, B.R. Dudley, and A.B. Cleary
Measures to counter fatigue failure in railway axles. 136-71.
Redhead, J.J.M.
Some applications of solid-state devices on locomotives. 171-91
Journal No. 323.
Robson, A.E. [Presidential Address]
"All Change". 207-39.
Boocock, C.P. (Paper 706)
The application of network analysis to locomotive and carriage overhauls
at Eastleigh Carriage Works, British Railways. 239-73.
Devitt, W.R. (Paper 707).
The metrication of British Railways Workshops. 274-98.
Journal No. 324
Thorley, W.G.F. (Paper No. 708)
Traffic-oriented training for locomotive engineers. 305-42. Disc.: 342-84.
38 illus, (incl. diagrs.)
Determination of trailing loads and point-to-point times, wheel burned
rails due to slipping, parts loose or detached, hand brakes, speed indicating
gear, fire hazards, warning horns, access arrangements, cab ergonomics, fault
lights, windscreen, route indicators, heating and ventilating, driver's safety
device, re-railing and training.
Wade, C.C.H. (Paper No. 709)
Some aspects of electric and diesel traction in railway modernisation. 387-98.
Disc.: 398-407.
Journal No. 325
Sykes, W.J.A. (Paper No. 710)
The Bournemouth electrification. 445-88.
Nelson, Lord of Stafford
Industry's contribution to locomotive development (The Sir Seymour Biscon
Tritton Lecture). 489-512
Journal 326
Webster, E. (Paper No. 711)
Design considerations for new rolling stock for the Victoria Line, London
Transport railways. 516-51. Disc.: 551-63
Batchelor, G.H. and Stride, R.C.T. (Paper No. 712)
Hydraulic dampers and damping. 563-628
Journal No. 327
Stewart, W.A. (Paper No. 713)
“Whither motive power?” 16-51. Disc.: 51-84; 256-9.
Captain Stewart had come to railways following a career in the Royal
Navy, and the observations made in this paper were mainly looking forward:
to 125 mile/h running, to the Advanced Pssenger Train and to a form of general
purpose locomotive capable of handling all sorts of traffic which has since
disappeared. A considerable amount of attention is spent on gas turbines
and the French Turbo-train is considered at length. His sole comments on
steam traction were "NEVER under any circumstances do such a sudden
change of motive power again on such a wide front." He also mentioned the
very high price of coal. Contributors to the discussion are only noted where
they observe upon what went on before, or on the transition. G.W. Carpenter
(59-60) observed that there were still over 50,000 steam locomotives in service
elsewhere in the world; K Contlie (60-1) refering to steam locomotives, mainly
in India and China, considered thhat standardisation could be taken too far.
F.J. Bellwood (68) whilst advocating a policy of continuous up-rating for
diesel locomotives questionned whether it was good economics. K.R.M. Cameron
(71) noted that the re-engining of the NBL Class 2 locomotives had been achieved
at one third of the cost of a new locomotive: Stewart (72) in response noted
that the re-engining had been "wished" upon the Scottish Region: it was wongly
conceived, executed in a way which should never be repeated, and has proved
unreliable in practice
Tompkin, J.B. (Paper No. 714)
Development of the disc brake with particular reference to British Railways
application. 84-117. Disc. 117-29.
Experiments were first made on a Southern Region EMU and this led
to the adoption of disc brakes on the AM10 multiple units used on outer-suburban
electric serives from Euston. Disc brakes were also applied to high capacity
coal wagons and to the bogies of high speed freight vehicles.
Journal 328
Dunn, K. (Paper No. 715)
The use made of spectrographic analysis of diesel engine sump oil by the
engineer. 138-42.
Watts, P.H. (Paper No. 716)
Weight transfer compensation in four-axle direct current locomotives. 143-53.
Holmes, S.C. (Paper No. 717)
The Sulzer 12LDA28 diesel engine as applied to rail traction: a discussion
of some of the structural failures encountered in B.R. service. 153-67
Hudson, C.J. (Paper No. 718)
The use of computers in the production of locomotive repair schedules. 167-81.
Scott, M. (Paper No. 719)
Modern developments in wheelslip control on electric locomotives. 182-90.
Rix, M.M. (Paper No. 720)
Diesel multiple-unit cooling systems. 191-202. Disc.: 202-4.
Porta, L.D. (Paper No. 721)
Steam locomotive development in Argentina—its contribution to the future
of railway technology in the under-developed countries. 205-33. Disc.:
233-56
Abstract based on Rogers' Last steam locomotive engineer p.
162 et seq: modifications to a number of steam locomotives on gauges
from 2 feet 6 inches to 5 feet 6 inches following recommendations from Andre
Chapelon, J. Vittone, and L.D. Porta, which included the draughting, the
steam circuit, and, in the later engines, introducing the gas producer technique
to combustion. Included a prototype metre-gauge compound 4-8-0 that had been
rebuilt to Porta's designs from a 4-6-2 and which, as a result, had developed
an exceptionally high output. In all, locomotives of nine different classes
of different gauges had been modified, including three 2-10-2s of the Rio
Turbio mineral railway in Patagonia. These latter engines regularly hauled
trains of 1700 tons over a line on which the axleload was restricted to 7½
tons; and on trials 3100 tons had been hauled on level track. The metre gauge
4-8-0 hauled loads of up to 2000 tons at 50 mph and 1200 tons at 65mph. The
fuel consumption was extremely low. A class of thirty oil-fired 5 feet 6
inches gauge 2-6-2 tank engines on the Roca Railway were also rebuilt in
a similar fashion, with the result that their maximum output was nearly doubled
and their performance became comparable to that of the PS11 class three-cylinder
Pacifics, which had a normal boiler capacity twice that of the tank engines.
On express services the tank engines worked trains hitherto hauled by the
12E class Pacifics and burnt 23-25 lbs. of oil per mile as compared with
43-50 lbs. of the latter. The modifications introduced in the rebuilding
included the provision of a Kylpor exhaust which increased the evaporation
rate and cut the back pressure. Another remarkable rebuilding was that of
a three-cylinder 4-8-0 engine of class 11C, which had been supplied to the
5 feet 6 inches Roca Railway in the late 1920s. This was modified under the
direction of Chapelon at the extraordinarily low cost of only 15% of a general
overhaul. It was so successful that the whole class of 75 engines were similarly
modified. The increase in output at the drawbar was from 26 to 40%. The
improvements were due to 50% better steam distribution, 30% better draughting,
and 16% improved combustion. The rebuilt engines could handle 2000 tons as
compared with 1500 before modification, and with a 30% reduction in fuel
consumption. They eventually replaced the later 15A and 15B class 4-8-0s,
which were more modern and powerful than the 11C in its original form, in
the haulage of the 1000 ton fast fruit trains between the Rio Negro Valley
and Buenos Aires, a distance of 740 miles. The 2-10-2 locomotives belonged
to a batch built for the 2 feet 5½ inches gauge Rio Turbio Railway,in
1956. A second batch was built by Mitsubishi in 1964 incorporating the
modifications made to the three in the first batch. These included a new
firebox which incorporated Porta's gas producer combustion system in which
most of the air is admitted above the fuel bed. With this arrangement secondary
air is introduced through the sides of the firebox as well as the firehole
and amounted to about 70% of the total. Beneath the bars a small proportion
of the exhaust steam is fed in to mix with the primary air and reduce the
temperature of the fire bed. The fire bed is always dull red, showing that
most of the heat is liberated in the combustion space. The sustained output
was increased from 700 drawbar horse power to 1200.
Updated 2008-08-18