Journal of the Institution of Locomotive Engineers

Volume 11 (1921)

Main file

Journal No. 47

Thompson, F. (Paper No. 91)
Locomotive building practice. 3-22. Disc. : 22-30. .
Based on North Eastern (Darlington) practice: Discussion: Alcock, E. (Hunslet) (pp. 22-3): wheel shrinkage during shrinking on of tyres. Phillips (Manning Wardle) (pp. 23-5): marking off and jointing inside cylinders.

Tonkin, H.J. (Paper No. 92)
Notes on workshop accounting practice of British railways. 38-63. Disc.: 64-76; 98-116.
Discussion: F.J. Hookham (pp. 65-6) comment on mechanical calculating machines; J. Clayton (pp. 68-9): estimating & costing.E. Alcock (105-6) notes on costing.

Moore, F.G. (Paper No. 93)
Appliances used and methods adopted for clearing the line after derailments and accidents.77-91. Disc.: 91-8;  (Paper 93A): 331-42.
Discussion: (94-5): competition between groups could lead to crane tipping over. Elliot (LYR, Wakefield) p. 336 requested information about re-railing dock shunters and steam railcars (the latter being especially difficult), the author (340-1) considered that hydraulic jacks were the most suitable means, but 20 ton hand cranes could be useful for the awkward railcars.. G.A. Musgrave (338-40) commented on the use of jacks..

Gairns, J.F. (Paper No. 94)
Traffic influences upon locomotive design and practice. 119-29; Disc.: 129-44.
"It is remarkable how well some of the small-wheeled engines can run". Cited LNWR 5 ft 6 in tank engines and 5 ft 3 in 0-6-0; GWR 43xx ("splendid runners as well as first class pullers"); GER 420 2-4-0 noted for their speedy qualities; 47xx "often runs at considerably over 60 m.p.h."; the lack of cabs was considered not to be a problem. Considered the then current practice in regulators: Hughes on LYR capable of being operated from either side of the footplate; the bell-crank type employed on the LNWR; and the Gresley pull-out type employed on the GNR. Noted that cab design varied from the enclosed type which found favour on the NER, GER and NBR to the open nature of cabs on GWR 2-4-0Ts which ran bunker-first at speeds in excess of 50 mile/h. Seats were only employed on the LYR at that time, notably on the large locomotives with Belpaire fireboxes. Gairns did not opt for the correct driving position (left-hand vs right hand of the cab).Some consideration was given to the application of condensing apparatus..

Discussion: Hooker (pp 130-2) considered that tank engines would be standard in future and advocated outside Walschaerts gear. J. Maxwell Dunn (LNWR, Abergaveny) noted the problem of 0-8-2Ts on curves; the use of tank engines on the London to Rugby service; the accessibility of engines was "a rather sore point and I [i.e. he] think that many English engines are badly designed". Noted the problems associated with maintaining saddle tanks and the commodious cabs on the GER and NER.

In his book Reflections on a railway career J.M. Dunn noted: On 19th January 1921 I attended a meeting of the Institution of Locomotive Engineers at Westminster when Mr. J. F. Gairns read a paper on "Traffic Influences on Locomotive Design".

During the discussion Mr. Anderson of the Pekin-Mukden Railway in China rose to speak and went on to say that certain British-built engines he'd had dealings with had not been so satisfactory as those of the same type constructed in America, but that this, no doubt, was due to the fact that they had not been designed by locomotive engineers but by "a firm of consulting engineers in Westminster".

The Chairman (Mr. H. Kelway Bamber), and a few members of the Council who were sitting with him did their best by means of nods, winks and frowns to convey to Anderson that he was on dangerous ground but with no avail and he went on to the bitter end. Sitting right behind him was W. A. Lelean, the head of the locomotive department of Rendel, Palmer and Tritton who had designed the engines in question and he at once got on his feet and choked, spluttered and got red in the face while we all, I think, held our breaths wondering what was going to happen. Anyhow, the Chairman very tactfully managed to pour oil on the troubled waters and Mr.Anderson, for whom I felt sorry, made a very apologetic speech which mollified Lelean and the incident closed.

Journal No. 48

Gee, F. (Paper No. 95)
Some notes on oil fuel and its application to locomotives. 157-61; Disc.: 168-211.
Argentinian practice.

Kimberley, R.E. (Paper No. 96)
Locomotive freight rating and train resistance. 212-38. Disc.: 239-52.
Argentinian experience

Journal No. 49

Kempt, Irvine (Paper No. 97)
Some points in connection with lubrication and lubricators. 255-97. Disc.: 298-316.
CR practice. Bailey's Thurston's Patent railway pattern oil tester is described on  page 263; grease composition on page 265; grease-type axleboxes on page 268 et seq: within this part mention is made of the Iracier axlebox, syphon oil boxes for locomotives, connecting rod lubrication, and Menno grease cups. Furness type of lubricator is described and illustrated on pp. 280-1; sight feed lubricators: the Wakefield sight-feed displacement lubricator on pp. 281-3; the Detroit type as supplied by the Vacuum Oil Co (p. 283), and the Intensifore lubricator on pp. 287-90. Forced lubrication for axleboxes is thdn considered. Discussion: F.J. Hookham (Anglo-American Oil Co.) pp. 298-9 commented upon the Bang Lubricator for side and connecting rods which was used on the LNWR and wires were placed in the hole to control lubricant flow; J. McColl (NBR, Glasgow) 299-300 noted that his father had put a cup on the big end of a locomotive on the West Highland Line about "twenty years before": 2lb of grease (like rough vaseline) had lasted for three months; also noted that wire-packed lubricators were used on the NBR; Whitelegg (301-5) noted advances made in lubrication for the internal combustion engines used in automobiles and aircraft and this had led to he testing machines for oil developed by Thurston and Lanchester. Whitelegg was a great believer in white metal for bearings and noted the enclosed oil cases for steam road wagons. A.L. Mellanby (Royal Technical College, Glasgow) 305-7 noted the Lanchester worn gear testing machine, the then lack of knowledge about friction and the influence of Michell in his bearings for marine turbines and the Michell Viscometer. J. Wilson (CR) spoke about cylinder lubrication and introduced Peter Stobie (pp. 308-11) who discussed the Michell thrust bearing at length with notes on the extension of the relevant patent and the low rate of wear associated with it.

McKay, T.C. (Paper No. 98)
Electric arc welding. 317-30. No discussion
The disadvantages of the Bernados process are described before the Slavianoff process is considered. The value of flux is emphasised. Plant, both mobile and fixed is discussed. The strength and microscopy of welds.

Hookham, F.J. (Paper No. 99)
Standarisation of locomotive parts on a National basis. 346-58. Disc.: 358-77.
Included electrification. Noted the differences evident in practice bewteen railways: e.g. axleboxes could have brass or white metal bushings; crossheads might be on single bars or on four bars. Noted 1913 paper on standardization of passenger locomotives. Discussion: W.G.P. Maclure (GCR, Gorton) 358-9 stressed the importance of boiler standardization. J. Clayton (pp. 359-61) approved and recorded how the merging of two railways to form the SECR had enforced standardization and stated how that he designed locomotives suitable for all British companies during WW1..

Blacklock, M. (Paper No. 100)
Notes on locomotive efficiency. 379-404. Disc.: 404-11.
Compares steam turbine electric; diesel electric; diesel hydraulic and direct-drive diesel. W. Pickersgill (pp. 407-8) pondered lack of torque in non-steam propulsion and preferred electrification, also commented on exhaust feed injectors and feed-water heaters. In further comment on page 410 he was not altogether pessimistic about the internal combustion engine for the locomotive.

Archbutt, L. (Paper No. 101)
Lubrication and lubricants. 412-36. Disc.: 436-40.
Mainly lubricants: essentially theoretical: cites A. Langmuir papers in J. Am. Chem. Soc., and Fritz Haber and experiments on MR using Deeley machine. Noted the value of free fatty acids in lubricants. Co-author with R.M. Deeley of Lubrication and lubricants 1912. J.H. Haigh (LYR, Horwich) pp. 436 raised the issues which led to the response from the Author. J. Parry (GCR, Gorton) asked whether grooves and oil holes broke the continuity of the lubricant films; G. Woolstencroft (LYR, Horwich) wanted to know the endurance of lubricants. In the discussion pp 438-9 there is response to the discussion by the Author of the relative attributes of the Deeley and Thursford lubricant testing machines in use at Derby Archbutt also distinguished between viscoity tests on the lubricants measured in a viscometer with assessments of the effects of lubricants on friction..

Journal No. 50

Weatherburn, J. (Paper No. 102)
The North Eastern Railway dynamometer car. 443-71. Discussion: 471-7. folding diagrams, illus.
Ver detailed account of the car and its instrumentation. Includes tests performed  on superheated T2 on 1 in 200 Simpasture branch where the aim was establish maximum haulage capacity and average drawbar horse power of 690 was achieved. The 3-cylinder T3 was tested between Hexham and Gillsland where there was an average gradient of 1 in 312 against the train. Later tests were performed between Bishop Auckland and Barnard Castle. There was no slipping and a drawbar pull of 11.67 tons was achieved. Discussion: C.N. Goodall (R. Stephenson & Co.) asked for Weatherburn's views on multi-cylinder designs: in his reply (p. 474) stated that it was simpler to maintain the 3-cylinder designs as against the 4-cylinder compounds. The six exhaust beats was a great advantage for the three-cylinder type: a three-cylinder locomotive could be put into full gear. Ahrons (p. 473) noted that the NER car had laminated springs whereas the LYR car had Timmis springs (see Proc. Instn Civ Engrs 1901) and the Swiss and American cars had hydraulic dynamometers: Weatherburn replied that the LYR had been changed to plate springs. J.A. Gilchrist (Hunslet) asked the effect of permanent way defects and was informed that bridges increased the resistance; F.J. Hookham (Ango American Oil Co.) asked about the pressure of the measuring wheel and was informed that this was negligble; furthermore it recorded the distance travelled accurately...

Gabb, C.R. (Paper No. 103)
Locomotive repair shop organisation. 479-88. Disc.: 489-512.
Argentinian practice.

Reid, R.W. (Paper No. 104)
Some comparisons between British and American railway rolling stock. 522-45. Disc.: 546-9.
Written as result of visit to USA and Canada:Irvine Kempt (Caledonian Railway) page 547 had visited the USA and thought that "at St Rollox we were very much ahead of the Pullman people" (the Pullman workshops in Chicago were very untidy: "a plentiful supply of shavings littered the floor". Like most British observers he found the American sleeping car system to be unpleasant with its lack of privacy and the lavatories in the centre of the cars. Walter Chalmers (pp 547-8) commented on the NBR experimental steel cars which had steel underframes and external cladding. Noted problems of noise and sweating on the inside of the coach from steam brought through from kitchems..

Thayer, Robert E. (Paper No. 105)
Standard locomotives in the U.S.A. 552-78. [Disc.: 566-72].

Gresley, H.N. (Paper No. 106)
Alloy steel for coupling and connecting rods. 579-80. Discussion: 580-3.
A.G. Stamer noted that the reduction of weight would be helpful in the running shed. Kitson Clark supported Gresley's views..

Gresley, H.N. (Paper No. 107)
Valve gear for three-cylinder locomotives. 584-6. + folding diagram
Extremely concise.

Journal No. 51

Visit to the Manchester & Bury Section of the L & Y Railway 9th September 1921. 595-601.
Including electricity generating station at Clifton Juntion.

Kyffin, Arthur Ellesmere (Paper No. 108).
Notes on axleboxes and axlebox guides. 603-24. Discussion 625-34: 1922; 12, 9-50.
This paper aroused a huge interest. Contributors to discussion included F.W. Attock (L&YR) who commented on lateral beding of the frames; E. Colclough (Cambrian Railways) pp. 626-7 who noted the excellence of the axlebox slides fitted to Metropolitan Railway 4-4-0Ts (which in the response to the discussion were observed to have been developed by Beyer Peacock;  At the end of the discussion Kyffin noted that Mr. Colclough has mentioned the solid axlebox slide embodied in the design of the old Metropolitan engines in this form of construction, it may be of interest to the members to know, was associated with many early Beyer Peacock engines, and as all who have had the handling of the old Metropolitan engines know, it entirely eliminated the trouble of loose hornblocks. This practice was quite feasible in the days of its adoption as engine frames were then made up of several short plates welded together. With solid horncheeks it was only necessary to draw down the billet on either side of the horn to the thickness required for the plate portion, leaving the cheeks of the height necessary.

J.H. Haigh (LYR Horwich) pp. 628-9 commented upon the beneficial effect of wedges; J. Parry (GCR, Gorton) 629-30: Collars on axleboxes, hornblock bolts and reinstallation of hornblock wedges on GCR; J.P. Hamer (629) on lubrication and that brass boxes were not quite strong enough; G.W. Phillips (GNR, Doncaster) 630-1 considered hornblock wedges, side play in the flanges of the boxes in axleboxes and horns Kyffin responded (p. 634): Regarding the question of collars, Mr. Phillips has given us the benefit of his railway experience, but statements from other running department officials would be most welcome. The firm the speaker is associated with has built engines with collarless axles for different railways, and this practice has been adopted as standard by many; on the ot.her hand, some have gone back to collars, although as far as is known no trouble has been experienced with the plain axle.; E.W. Selby (L&YR) pp. 632-3: Finally on page 635 Kyffin noted: The Chairman has stated that in his opinion regarding the question of horseshoe as compared with two-piece blocks, the latter has, if anything, the advantage. It is certainly cheaper to make, machine and fit than the horseshoe, and providing a really ample section of frame is available, reports show there is no more trouble from cracking in the corners of the horns of the frames; in fact, some engineers say that fractures are less frequent.

1922, 12, 9-50. Corbett Fletcher (GNR, Manchester, 9-11) noted experiments with mechanical luubricators involving the reservoir for the Wakefield lubricator), S. Jackson (Gorton Foundry, 11) noted that collars on axles were useless; W. Rowland (GCR, Gorton, 11-14) commented on the application of Intensifore lubricators for the drivinmg axles on the GCR, and also described earlier L&YR practice.J.H. Smeddle on pp. 16-17 noted that the NER had evaluated several types of axlebox, that collarless axles on tenders had not been satisfactory, and that horseshoe horn blocks were not sufficiently elastic; G.A. Musgrave (GNR, Doncaster, 17-19) commented on lubrication, wedge angles, that collars were not successful and brass versus cast iron keeps noting that the brass was resuable; J. Weatherburn (NER, Darlington, 19) commented on NER practice: axleboxes were made from wrought iron with renewable brass plates, horn blocks and adjustable wedges had been abandoned on the latsest engines, horn cheeks were riveted to the engine frame, and commented on white metal composition. H.J. Stephenson (NER, Gateshead, 19-21) commented on lubrication, gun metal bearing brasses, collarless journals had been evaluated on trials between York and Edinburgh on express passenger trains for five weeks (running 11,340 miles) and no trouble had been experienced. A Hird (Hunslet) pp. 21-2. E.L. Ahrons (25-7), Hookham (30-1), J.M. Dunn (31-3) who noted the "great deal of trouble" with the Ministry of Muntions 2-8-0 type

J. A. Hookham (N.S. Rly., 30-1): observations based on North Staffordshire Railway practice. Collars on journals — discontinuing these, partly because they formed dirt traps, and they take up room which could be better employed as bearing surface, and tend to throw oil off by centrifugal force: Brass boxes — used for many years, but lately were introducing cast steel with pressed-in bearings without flanges. The outside surfaces working in the horns are white-metalled: Brass keeps.— can be made at little expense from old brass: Lubrication. — So far as possible use bottom pad, but supply oil at the top. One or two engines fitted entirely with bottom feed lubrication, which were doing very well: Wedges in horns — not very satisfactory as they are apt to be tampered with, and any loose parts that can be avoided should be avoided. If shed fitters could be relied upon to look after things as they should, and if drivers could be trusted to leave things alone, I think there would be a great deal to be said for the wedge horn; but in ordinary practice it appears be a failure. None working on NSR, but some engines built about 18 years ago by the Vulcan Foundry were fitted with wedge horns and have since been altered.

J. Maxwell Dunn (LNWR, Tredegar 31-3): The coupled axleboxes in use on most of the engines of the London and North-Western Raihvav are of cast steel with a brass bearing put in under pressure; but the bogie boxes and all boxes on a few of the older engines are of brass throughout. Referring to Fig. 1, illustrating a case-hardened steel box, he had some considerable experience with boxes of this type on the Ministry of Munitions' 2-8-0 engines, and had a great deal of trouble with them. The top part of the box does not appear to be sufficiently substantial and we have had them closed in at the bottom as much as 3/16in., and have had to spend hours cutting the keeps to get them to enter. The brasses also, from the same cause, have had to be chipped and filed to get them in place, and altogether our experience has been unfavourable with this class of box. In our own boxes, the brasses are merely pressed in and secured by means of two tapered brass pegs driven through the crown of the box — one at each side, and we have never had any trouble due to the brasses shifting. The pegs, however, which in some cases are drilled through the centre and fitted with worsted tail trimmings to lubricate the bearing, sometimes work loose and cut the tails off the trimming by jamming them against the lid of the oil well in the top of the box. We have had several cases of hot box attributable to this cause, and in sheds not fitted with appliances for removing wheels it is a great nuisance as it is almost impossible to tighten the pegs when the boxes are in place under the engine. As stated in the Paper, white metal is used for both the wheel boss and hornplate faces of the box with good results. Brass bogie boxes are, after maximum wear has taken place in the bearing, used repeatedly with a white-metal bearing. Brass keeps, forming a continuation of the bearing, are used for the driving boxes on a number of our eight-wheels-coupled coal engines with excellent results. These keeps have a small recess in the centre which is filled with cotton waste in the ordinary way.

I have only come across one instance in which any attempt has been made to make the keeps easily accessible, and that was in the case of the North London engines, which had a hole about 11/8ins. diameter in the side of the keep, tapped and fitted with a setscrew. Of course, it was a very slow process to poke a sufficient quantity of waste through this hole; but it could be done, and was better than having to lift the engine high enough off the boxes to enable one to remove the keep fastenings.

I am strongly in favour of collarless journals, as by dispensing with collars it is possible to increase the length of the bearing, especially in the case of crank axles. In regard to the lubrication of axle boxes, we have boxes running with one groove in the crown only and also with one on each side below the crown. Personally, I prefer the latter, as owing to the reversal of forces acting on the axle the journal is pressed first against one side and then the other of the box, thus giving the oil a better chance of getting away from the grooves and lubricating the face of the bearing.

Another question arises on the subject of lubrication, and that is whether it is better to use the top of the box as an oil well or to use an independent oil box connected to the bearing by means of a pipe. Speaking as a running shed man, I am decidedly in favour of the latter arrangement. When the reservoir is situated in the top of the box it is a matter of great difficulty to inspect or change the trimmings, especially the one next to the wheel boss. The oil wells also get made up with ashes, etc., in spite of the lids provided, and it is almost impossible to properly clean them out when the wheels are in place under the engine. With independent oil boxes the pipes should be short and as nearly vertical as possible.

On the question of plain or adjustable horn plates, all our own engines (LNWR) have the former, while the Ministry of Munitions and North London engines have the latter of the wedge variety. To my mind, wedges are quite unnecessary.

Hornplate bolts might, I think, with advantage be made of steel of a greater tensile strength, as my experience agrees with Mr. Kyffin's in that the trouble of loose hornplate bolts is due to the stretching of the bolt rather than the nut slacking back.

R.P.C. Sanderson (Baldwin Loco. Works 33-): Viewed from the standpoint of modern American locomotive practice, there is only one criticism to make, and that one is on the continued use of bronze for such heavy castings as driving axleboxes. The Author has enumerated some of the points for and against the use of this expensive metal which, taken at his own estimate, can be perfectly well (mechanically) displaced by cast steel at perhaps one-fifth the cost. He has, however, entirely omitted to mention the accrued interest on the investment in this more costly metal, which, day and night in service and out of service, on the line or in shop, must be always charged against the engine and which compounds itself into astonishingly large figures during the life of the engine, or at least of the driving boxes. If you will once figure up this sum at compound interest it will make a very deep impression. It must always be remembered that every twenty shillings added to the cost of an engine is placed to capital account, and must earn its interest regularly from the train service. This reduces the net earnings of the railway that would otherwise be available for dividends.

There are a few other points that I desire to direct attention to that are the result of experience in America with engines of greater power and weight, on track of greater curxature than is common in this country. With regard to rolling clearance in driving box flanges, it is noted in the Paper, and inquiries elsewhere confirm the understanding, that it is the general practice in this country to plane the recess between the flanges as shown in the drawings parallel and of the dimensions throughout to fit about the horn castings with the proper tolerance for free working.

We do not, and have not done this in America for a good many years, and as engines grow in size, and especially on Colonial, Dominion and other railways, it may later prove advantageous to follow our practice. To prevent the tops and bottoms of the flanges pinching and biting into the horn castings as the engine rolls, it is our general practice to leave the middle 3in. of length parallel to the correct width for sliding on the horn castings. Above and below this three inches the flanges are planed out on a taper of usually 1 in 7 so that there is a flare above and below the centre. This permits the box to roll slightly in the frames to follow the position of the axle when the springs. are more compressed on one side than the other as is often the case when running around sharp curves.

It has been found by long experience, interspersed with repeated trials of promising designs, that for heavy powers there is no kind of machine or hand-fitted brass such as are shown in Figs. 6, 7 and 8 that will stand without very soon causing a knock which will soon become destructive. When such bearing brasses become hot they are apt to close in on the journal as they cool and be quite loose in the box thereafter. Nothing but a carefully correctly machincd crescent-shaped brass forced into the cast-steel box under hydraulic pressure will stand heavy, hard service such as we have to provide against. These brasses are always securcd in place by (usually) two bronze rivets located at an angle through the crown of the box and not from the, sides as shown in Fig. 4.

Opinion in America is divided between the choice of one oil groove directly at the crown of thc box and two such grooves placed a little to either side of the centre. Both plans are good and give successful results under severe service. As practicallv all driving boxes in American locomotives of any size are lubricated by grease and not by oil there must not be any oil holes through the brass to the bearing surface or cavity. If such holes were there the grease would work out through these holes in the form of long worms and soon become exhausted. The use of this grease requires the keepers to be made to suit. Many times have venturesome mechanical officers in America tried out the idea of using axlebox guides solid without the adjustable wedge. Every time it has had to be abandoned for engines of large size. The adjustment provided by the wedge has been found very necessary to keep down the knocks, and keep down shop work.

It is common practice in America to use cast-iron wearing shoes and wedges, for the boxes to slide against, which can be quickly and cheaply renewed. It is also the practice on some railways to cast these shoes and wedges of cast iron with a brass face integral with the cast iron which gives excellent wearing between the steel of the box and the brass face of the shoe at a very small cost for brass and without any loose liners or riveted liners. The brass and iron are poured into the mould practically together in a molten condition but through separate gates. There is skill required in doing this, but when once learned the job is simple enough.

A.H. Whitaker (S.&D. Rly., Bath): One point that struck me in the Paper was the question of collars on the journals. I have experience of a couple of locomotives that were originally built without collars, and it was seen fit to add them afterwards in a rather unique way. A slight groove, about 1/32in. deep, was turned in the axle just in the place where the collar usually is placed, and a sectional collar—a collar in two halves—was holted tightly on. After that, I think I can safely say the engines rode more steadily.

The wheels I am referring to were the bogie wheels of a four-whcel-coupled bogie passenger engine, and collars were fitted to all four bogie wheels, with good, results.

With regard to solid boxes and otherwise, I might just mention one point. My experience of steel boxes with a brass bearing in them—although, of course, they are now becoming very common—shows that they are more liable to knock, because not only is there the ordinary knock of .the axlebox between the horns and in the crown, but also a slight movement between the brass and the steel box that is, the brass in time tends to become loose in the stcel box and causes movement there and consequently adds to the knock. .

With regard to the adjustment of the hornhlocks by wedges, that seems to be going out of fashion. On our own engines we have almost entirely done away with them and fitted the ordinary hornblocks, either of the horseshoe type or of the single type.

T.C. Britten (LSWR, Eastleigh 35): There is one thing 1 was very interested in that I was not aware of, and that is the American practice of running boxes without any white-metal bearings. I think the Author says

Deakin, W.P. (Paper No. 109)
Behaviour of materials used in construction of locomotive fireboxes, etc. on the Central Argentine Railway. 637-708. Disc.: 709-37.
Page 720 suggested that failure of steel fireboxes in Britain may have been due to nature of British steel and suggested that imported American steel should be used..

Stamer, A.C.
Inaugural address. 738-50. Disc.: 750-1.
Advantages of hot water washing out, problems encountered in removing carbon deposits and notes on oil firing.

Kitson Clark, E.
Presidential Address: The translation of the locomotive. 759-76.
Comment on the battle of the gauges: cites Colburn's "admirable book". Includes many extracts from literature. Noted that D.K. Clark, to whom he was not related, referred to the anatomy, physiology and resistance of the locomotive. : Dickens' Dombey & Sons; Kemble; Edgar Allen Poe's The thousand and second, J,R. Mozley; Birkbeck Hill; Oswald H. Dunn's Night Ridge; William Cosmo Monkhouse and Robert Louis Stevenson's From a Railway Carriage. Bret Harte, W.C., and Rudyard Kipling are also mentioned. ***.

Whitelegg, R.H.
Inaugural Address for the Scottish Centre. 778-802.
Mentioned the Heilmann locomotive which he judged to be unsuccessful as it did not run for long (called it a generating station on wheels) and noted the improved form developed by North British Locomotive Co. (NBL) and considered that might be more economical than railway electrification; the diesel electric was considered to have possibilities and noted work by Minneapolis & St Paul RR

2006-04-19