Journal of the Institution of Locomotive Engineers

Volume 12 (1922)

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Journal No. 52 (January 1922)

Great Northern Railway: new three-cylinder 4-6-2 express passenger engine. 4-6. illus., table
Table compares the leading dimensions of the A1 Pacific with the large Atlantics.

New "Baltic" tank locomotives, Glasgow and South Western Railway. 6-8.

Grassick, J.P. (Paper 114)
The locomotive from a footplate point of view. 51-67. Disc. 67-104; 311-
Presented in Glasgow on 25 November 1921: chaired R.H. Whitelegg.
Experience on NBR: spark arresters had to be removed. Problems with steel fireboxes. Notes on boiler fittings and the risk of developing leaks whilst in service. The fitment of injectors was considered to be a particular source of difficulty. Criticism of tail rods. Notes on problem of carbonisation in cylinders of superheated locomotives. Noted that comfortable cabs had been introduced by Adams on the LSWR and these had been followed by comfortable cabs on the NER and GER. Results from tests on GWR 28XX, T3 NER 3-cylinder 0-8-0 and NBR 0-6-0 on Glenfarg Bank in which the NER 0-8-0 put up a superb performance. Northumberland coal appeared to be superior to Scotch coal as former led to consumption of .099 lb/mile as against .118 lb/ ton mile. The water evapouration achieved also favoured Northumberlanbd coal (7.88) as against 6.49. On page 65 Grassick quoted lubricant consumption for NBR classes ranging from the Atlantics to the 0-4-0Ts..
Discussion: R.H. Whitelegg (67-71) noted Grassick's comments on spark arresters and agreed; furthermore he considered that it was vital to maintain a vacuum within the firebox and ensure that the door was tight-fitting.M. Blacklock (Beardmore 71-2) suggested propietory jointing materials such as Walkerite and copper joints to ease the problem of boiler mountings.Like Author queried the resaon tail rods. Cited the advantages of three and four cylinder designs: more even torque and better balancing. Questioned the most suitable location for snifting valves: in Glasgow the steam chest appeared to be the favoured location; critical of Grassick's calculation of tractive effort on the basis of 85% boiler pressure, suggested 80% or even 75% as being more realistic. Advocated smaller diameter driving wheels for 0-6-0. J.W. Tyler (GSWR 72-3) considered that locomotive trials should be conducted in winter under severe conditions.
R. Guest (NBL 73-9) contrasted American practice where steel fireboxes were the norm and where locomotives were worked to the absolute limit of their capacity aided by such devices as automatic firedoors. He considered spark arrestors and stated that Drummond's fireboxes as fitted on the LSWR with cross tubes acted as spark arrestors. He claimed that tail rods were useless. Noted that he had served as a fireman on the LSWR "many years ago", but that fuel consumption did not appear to have increased. On page 81 Grassick responded: spark arrestors: "I don't want them and don't believe in them at all" Considered that there was little to choose mechanical and sight feed lubricators. Very damning about steel fireboxes: at one NBR shed where there had been 19 firebox failures, 17 of these had been steel ones. Tail rods were no use.
"Surely if there is one item more than another which calls for revision of design it is the driving and coupled axleboxes of most of the locomotives of the United Kingdom. How is it that it is almost universal practice to use solid gunmetal boxes for this purpose, weighing, in some instances, not less than 5cwt. each? The London and North-Western and the North-Eastern are striking examples of a step in the right direction, both these companies using cast-steel boxes, the horn faces of the boxes in the case of the former being lined with white metal, and in the case of the latter with gunmetal liners pinned in; the horns of the North-Western engines are not fitted with adjustable wedges, and should a box he found to be knocking in the horns the engine is merely placed on the drop pit, the offending box or boxes removed, relined with white metal and replaced, simplicity itself, and an operation which can be carried through in the very shortest possible time, American practice is to use cast-steel axle boxes entirely, not even lined on the horn faces with either white or gun metal and with gun metal bearings forced in. by hydraulic pressure to save the expense of fitting; there may be some hidden virtue in a gunmetal box, but I would ,venture to say that to use such expensive luxuries, for luxuries they are, is more to the final advantage of the scrap metal. merchant than to the pockets of the railway shareholders, The same could be said regarding the use of gunmetal eccentric straps; what is the matter with cast-iron or caststeel straps? If it be thought by some that gun metal must be introduced in some shape or form at all costs, why not then line the cast steel or wrought iron strap with gunmetal, which gives all the advantages, if any, of the solid gunmetal strap without needlessly throwing away shareholders' money, Mr. Grassick says, and I am quite in agreemcnt with him, that too little encouragement is given to drivers and firemcn in Great Britain to take an intelligent interest in their work; while in the United States some years since I found, almost without exception, that every railway company there had its classes for locomotive employees, which had, perforce, to be regularly attended, and men only became engineers and firemen by attending these dasses and passing the examinatibns set for this purpose. I believe I am ,correct in saying that the late Mr. Dugald Drummond, while Chief Mechanical Engineer of the London and South Western Railway, introduced such classes and examinations with the very best results, and so great has been the success attending them that they are still continued by the present engineer.
Pp. 84 et seq: Manchester Meeting on 8 December 1921: J.W. Smith (Chairman) spoke about lubricants; W. Sinclair (NSR p. 88) described a staff suggestion scheme (document for which reproduced on pp. 97-8); S. Clayton (LYR, Darwen) pp 88-9 noted the need for simplicity and also commented on lubrication; R. Opie (GCR, Gorton) pp 89-90 considered that six-coupled locomotives were more versatile than eight-coupled as they could also be used for passenger work; D. Corbett Fletcher (GNR, Manchester) pp. 90-1 noted the performance of Foden steam wagons used between Manchester and Southampton and of petrol lorries between Manchester and Leicester; J.N. Gresham (LYR, Horwich) pp. 91-3 commented on injectors; F.W. Attock (LYR) pp 93-5: Leeds Meeting on 5 December 1921 pp 99 et seq: A.C. Stamer chaired Leeds meeting on 5 December 1921: comments 99-102: engine failures were very rare, structure limits were more significant than gauge; advovcated 20 ton capacity wagons; the use of assisting engines on severe gradients was an effective means; considered that the NER T3 had been superior to the Churchward 28XX due to the better turning momemnt provided by three cylinders and the total adheion available on the 0-8-0, also considered that the exhaust steam injector was very useful; G.A. Musgrave (GNR, Doncaster) was against the pooling of locomotives; A. Hird (Hunslet) requested information on carbonization in cylinders on superheated engines, especially where the Detroit displacement lubricator was used.;
Walter Chalmers chaired a second meeting in Glasgow and returned to the topic of the Glenfarg trials; Whitelegg noted the accessability provided by outside cylinders, the need to avoid cranked axles, and the advantages of the traffic control system introduced by the Midland Railway and adopted by the NBR. Kermack (318-19) observed the use of feed water heating on the LBSCR and noted the potential of exhaust steam injectors; McFarlane (319-21) considered that compressed air should be used to power auxiliaries; J. Aitken (NBR) 321-2 advocated improved training for footplate staff and noted that this was far more advanced in Canada; M. Blacklock showed the relationship between coal consumtion and tractive resistance.

Fowler, Sir Henry (Paper 115)
Steels for locomotive purposes. 106-27. Disc.: 127-33; 198-209; 259-64.
Presented in Glasgow on 16 December 1921: chaired R.H. Whitelegg.
The first steel purchase made by the Midland Railway was for spring steel in January 1861. This was followed in 1874 by purchases of steel for tyres and for straight and crank axles. In 1884 steel was adopted for frame plates, boiler plates and wheel centres. There were no specifications for steel until 1887. Sir Henry describes how testing and analysis were introduced. Note running title given as "steels for locomotive fireboxes" which might have led to some false citations. Page 110: mentions machine designed by Deeley for the torsion testing of crank axles. Cited contemporary work on steel and testing: Charpy, Izod, Fremont and the the work of Sir Charles Hadfield. The Midland Railway operated 3000 locomotives and the following table shows how the life of crank axles improved.

Discussion: D. Irvine Kempt (CR) (127-8) asked about the mileages achieved by crank axles; Walter Chalmers (NBR) (128) asked about built up crank axles; M. Blacklock (Beardsmore) (129-30); W. Chalmers (130-1) on steel fireboxes; Thos Lunt (NBL) (131) cracked frames; Wm Hain (CR) (131) the Izod impact test; H.A. Treadgold (131-2) the need for closer co-operation with steel manufacturers. In Manchester A.E. Kyffin (Gorton Foundry) (260) discussed steels for connecting rods and J.R. Billington (Horwich) mentioned low carbon steels for cranks. Fowler response on pp. 262-4.

Turner, F. (Paper No. 116)
Management difficulties. 135-50. Disc. 150-70.
Presented in London on 17 December 1921: chaired J.A. Hookham.
J. Clayton (pp 154-5): shop stewards should be educated men.

Journal No. 53 (February 1922)

Allen, C.J.  (Paper No.117)
Notes on the influence of design on express locomotive performance. 175-85. Disc. 185-97; 248-58; Meeting at Leeds 516-22 (Journal No. 55)
The Chairman (J.W. Smith) was hostile: "The author seems to have formed the opinion that locomotive engineers do not possess data obtained from actual tests to guide them on matters of design. They have quite a lot of information..." C.J. Allen was not present at the Leeds Meeting: A. Hird (Hunslet) pp. 516-17 considered that fuel economy had been ignored by Allen, and he had failed to address the problems of design for narrow gauge lines; J.J. Laine (NER, York) was critical of Allen's enthusiasm for the performance of the LYR 2-4-2Ts: these were only suitable for short-distance work with light loads. Noted that the NBR "Glenfarg" tests with NER 3-cylinder 0-8-0 had been reported in Rly Gaz. E.L. Ahrons (pp. 519-22).

Kermack, W.L. (Paper No. 118)
The modern passenger locomotive. 210-22. Disc.: 223-7.
Presented Glasgow 19 January 1922
Notes the CR 3-cylinder design. Considered that the Wootton and Belpaire fireboxes offered similar advantages and that the water tube boiler provided steam quickly and noted the cross tubes used in LSWR fireboxes. Other topics noted included oil fuel, feed water heating, the Vortex blastpipe, superheating and electric locomotives. Quotes results of trials with GCR Directors vs Atlantics; GER 1500 class vs Claud Hamilton 4-4-0s; and GWR Saints vs Stars.
Kermack's general observations on the CR 3-cylinder design are of interest: "In view of the present demand for increased power, three-cylinder and four-cylinder engines are coming into vogue, and their use is likely to extend. The Caledonian Railway was the first Scottish railway to put a three-cylinder engine into service. The principal advantage of these is, that they are able to deal with trains which would otherwise require assistance. Exerting great power and having rapid acceleration, they are, for reasons given above, indirectly economical. There is a mechanical advantage obtained in the threecylinder engine, in that the cranks follow one another with more regular sequence than in the case of the two-cyiinder engine with the cranks at right-angles, thus dividing the work more evenly and giving more regular turning moment, balancing being also assisted."
Blacklock (223-4) mainly considered the paper in terms of its literary merit. J.W. Tyler (225-6) noted the effect of Joy valve gear on boiler pressure, the higher boiler pressures adopted on the GWR and Midland Railway, the coned domeless boilers adopted at Swindon and that the LYR was one of the few railways to employ superheating on slide valve engines. On page 214 Table 1 shows performance gathered from uncited sources

The trials recorded above were very exhaustive, and were conducted on a fairly long up grade with a rising approach to eliminate conserved energy. It is seen that the four-cylinder class last mentioned are exceptionally povxrful engines. The working pressure of these is 225lbs. per square inch. Trials of “ single-wheelers ” gave figures of 783, 773 and 785 h.p. respectively.

Beesley, F.W. (Paper No. 119)
The modern express passenger locomotive. 228-46.
A general examination of locomotive types (at time of paper there were 3457 4-4-0; 293 4-4-2 and 1083 4-6-0 in service in Britain. This is followed by a broad survey of  the locomotive on a component and its composition basis. Noted the emergence of Walschaerts valve gear, the Schmidt and Robinson designs of superheaters; Robinson's contribution to piston valves and the large cabs employed on the GER, NBR and NER.

Robson, T. (Paper No. 120)
The inspection and testing of materials used in the construction of locomotives and rolling stock. 265-301. Disc.: 301-10.
At Darlington Works: notes on steel manufacture, crank axles, straight axles, tyres, boiler plates, frame plates, copper platess, boiler tubes, laminated springs, helical and volute springs,  castings, drawgear, chains and wire ropes. Test house for NER. Quoted from statistics in Government reports decline in tyre and axle failue. Discussion: J. Weatherburn (303-4); R.J. Robson (304); P. Liddell (304)(all of NER, Darlington), C.N. Goodall (Robert Stephenson, 304-5); Norman J. Lockyer (309-10) noted that Stroudley at Brighton in 1882 had specified arsenic limits for copper.

Journal No. 54 (March-June)

Malcolm, P.L. (Paper No. 121)
Railway lubrication. 335-63. Disc. 364-401.
Argentinian practice

Chadwick, G.H. (Paper No. 122)
Electric welding in railway shops. 402-6.
Peruvian experience.

Journal No. 55 (July-September 1922)

Howell, A.E. (Paper No. 123)
Modern production and costing methods as applied to locomotive engineering. 416-68. Disc.: 469-72; 532-43; 571-7 (latter in Journal No. 55)
Paper presented 3 March 1922 in Manchester, 23 March in London, and 10 April in Leeds.
E. Colclough (Cambrian Rlys., Oswestry, 470-1) Highly critical: "In the first place it looks to me rather a serious item to take the works manager away and create another one by introducing a production engineer. It appears to me that, in the first place, a works manager’s duty is absolutely and essentially that he should control the whole business and work of the works which are put into his charge. I should like to know if this production engineer is under the works manager, and does he submit his views and decisions to the works manager for his final consent? Generally speaking, I should say that the principles on which this system have been laid down are based on premium bonus ; the Author would find a little more difficulty on straight piecework when arriving at accurate times and costs".
Also critical of approach in concentrating on manufacturing, rather than  manufacturing and repairing at the same time. A difficulty would crop up very soon if the Author had both systems going in the same works. If we could have had some figures which would have helped us in repairs in general, it would have been a very great help to some of us. Chopping and changing, and pulling out of one machine and putting something else in, is a very constant occurrence. The mean speeds and feeds generally adopted is done for mass or quantity production, but generally, in a small shop, I think it is more advisable to take each machine on its own basis, especially in an old works where a few new machines are introduced amongst a lot of old ones. The only real way, and saving way, is to take a machine on its own feed and speed. Then, again, there is another difficulty ; the whole thing is based on the production office working out these basis prices. These prices are submitted to the foreman, and that foreman is an intermediary between the firm and the men. How would he go on if, as I have just lately experienced, the men objected absolutely to an intermediary, and wanted a clear deal between the firm and themselves? The question cropped up in this way. We had taken the feeds and speeds of all tools in the shops. We had worked out the whole of our jobs and given the basis times in which each of these jobs should be done, and generally speaking, they could be worked to ; but great objection was made that the whole thing must be agreed on between the foreman and the men. As soon as ever they got to know that the thing had been worked out on feeds and speeds, the men were up in arms in a minute.
I am glad that our Chairman mentioned the boiler shop, because in some cases on piecework in the boiler shop probably there are eight or nine men on one job, and at the same time, and probably these eight or nine men are on different rates, and it is a very difficult matter to give a real straightforward piecework price for any job under these conditions. It is quite easy, I know, generally speaking, if every man is paid the same rate, and they are working on similar machines as in a machine shop.
I should like to know actually the number of men engaged in this production office work in proportion to the men in the shops.

Clayton, J. (Paper 124)
The lubrication of a modern locomotive. 473-503. Disc.: 504-15.
Started with the lubrication of coupled or driving wheel bearings: noted that the SECR employed an oil box adopted by Maunsell on the GS&WR in Ireland: this was of the syphon tube type. It was designed for the ready removal of the pads without lifting the engine. Similar methods had been adopted by Gresley on his 2-6-0 locomotives for the GNR and by Churchward at Swindon. Carrying wheel bearings were then considered. For the Bissel or bogie truck Cartazzi slides were used to provide side control and it was noted that the trailing bogies of the SECR 2-6-4Ts had this form of suspension. Consideration was given to axlebox guides and to the motion: recent big end design on the SECR followed that adopted by Churchward at Swindon: a solid bush bearing made from bronze and lined with white metal. This design had also been adopted for the 2-8-0s built at Derby for the SDJR. The specification for cylinder oil (for cylinders using superheated steam and mechanical lubricators) was noted. Hydrostatic sight feed lubricators were used on the latest SECR locomotives. Ten "recent 4-4-0s" employed mechanical lubricators with anti-carbonizers. The lubrication for the N class 2-6-0s was illustrated with the aid of double-sided folding diagrams. Many diagrams.
Discussion: C.F. Dendy Marshall (p. 504) wondered how hydrostatic lubrication had evolved from the form of lubrication invented by Ramsbottom and was informed that the form described had been invented at Ashford; F.J. Hookham (pp. 504-5) discussed oil composition; on pp. 505-6 Clayton noted that tail rod lubrication was based on that adopted by Ramsbottom and was almost identical to that employed on Westinghouse brake pumps since 1914; G.M. Wells noted trouble experienced with Roscoe lubricators; Clayton (p. 508) noted the differences between Ashford and Swindon practice; Cleary (p. 509) commented upon carbon deposits ¼in thick in the low pressure cylinders of four-cylinder compounds; W.A. Barnett (South Metropolitan Gas Co.) p. 510 congratulated the author for the get-at-ableness nature of the design. Speaker had encountered problems with hydrostatic head and doubted the value of tail rods; Tayerson (p. 511) asked about single bar crossheads and Clayton considered them to be very successful (cheaper to construct and simpler to maintain). It was noted that the Great Eastern Railway edxploited them on inside cylinder locomotives. F. Turner (Chairman of the meeting) pp. 511-12 queried whether the lubricant might congeal in the long pipes; J.A. Hookham (pp. 514-15) noted that straight mineral oil was adequate for freight and light passenger work;

Mellanby, A.L. (Paper No. 125)
Some phenomena associated with the flow of steam through nozzles. 544-50. Disc.: 550-70.
Design of turbines: research at the Royal Technical College, Glasgow.

Hookham, J.A. (Paper No. 126)
Comparison between superheated and non-superheated tank engines. 578-603. Disc. 578-603; 604-33.
Results from trials with an 0-6-2T. Contributors to the discussion included Kyffin (p. 604); W. Rowland (GCR 605-7); H.N. Gresley (613-16) commented on the use of snifting valves, his own experience of superheating on 0-6-2Ts (includes side elevation of N1 0-6-2T No. 1598), and on the superb slide valves used by Hookham; A.J. Hill (616-18 and 631-3) noted that the large number of stops in suburban work led to a high cost in superheater repairs for the 0-6-2Ts; B.K. Field (Works Manager, LBSCR) quoted experience with 4-4-2Ts; J. Clayton (621-2) commented on the Detroit lubricator; A.H. Whitaker (SDJR page 625) on cylinder packing; and A.J. Hill (631-3 including side elevation of 0-6-2T) noted that suburban working provided little opportunity for notching up. .

The Scotswood Locomotive Works of Messrs Sir W.G. Armstrong, Whitworth & Co. Ltd. 634-9.
Material used in Armstrong Whitworth page

Journal No. 56 (October-November 1922)

Sedgfield, P. (Paper No. 127)
Continuous automatic brakes with special reference to their use on goods trains. 649-76. Disc.: 677-95.
As used in Uruguay.

Simpson, L.S. (Paper No. 128)
Railway operating in France. 697-728. 112 figs. (including plans and illus)
Read in Argentina: Author describes how he returned to Britain to serve during WW1 in the Railway Operating Division. Originally made up in sections of 266 men and no specific number of officers, the R.O.D., in January, 1917, came under the organisation of Sir Eric Geddes, the Director-General of Transport, when the mechanical side was made into a separate department and the remainder expanded into a variety of companies, consisting of three officers and 250 men, whose occupations are well described by their titles:-
Broad Gauge and Light Railways;
Operating Companies
Workshops Companies;
Miscellaneous Trades Companies;
Transportation Stores Companies
Electrical Sections.
On pp 699 and 700 he noted his encounters with Colonel Cecil Paget who directed him to repair 35 Belgian locomotives and noted on page 701 that Paget had a precise knowledge of the French language. The repair work was performed in a sugar factory (the source of some wonder to the speaker) at Pont d'Ardres, but work had to be transferred when the beet crop was harvested. Also served at Candas, Amiens and Hazebrouck. At the last named he experienced a major ammunition explosion on 21 July 1917 involving 10-12,000 tons of ammunition. On page 707 he recorded a visit made by R.E.L.Maunsell and by C.J. Bowen Cooke. He visited the shops at Borre with Col. Paget. He worked under Colonel George T. Glover, then of the NER, but later released to become CME of the GNR(I) page 718.  He was interviewed by Geddes and paper notes several aspects of his invovement in France. He visited the Gaza Railway in Palestine with Col. McLellan of Merz & McLellan to report on its state and at the end of WW1 he was requested to assess damage to railways in Belgium. Notes on train ferries.

Journal No. 57 (December 1922)

New four-cylinder tank engine, North Staffordshire Railway. 732-4 + folding plate (general arrangement side elevation). 2 illus.

Rodolfo Jaramillo (Paper No. 129)
Combustibles used in the industries especially in locomotives. 740-78. Disc.: 778-
South American paper which considered the preparation of pulverized fuel for combustion in locomotive fireboxes and in industrial plant: cement kilns, industrial boilers, forges and copper smelting. The Fuller system which used ball mills to pulverize the coal and the feed systems and grates were considered in detail. Locomotives designed or modified to burn pulverized fuel in the USA, Sweden, Italy and Brazil were considered. Discussion: Nixon (Grant & Co.) 781-5 gave details of the results of trials on the GCR with various forms of fuel from Elsecar steam coal as burned on the grate to powdered coal to various forms of colloidal fuel through to straight fuel oil. J.G. Mayne 790-4 gave further information on the Robinson system

Goodall, C.N.
Inaugural Address. 828-45. Disc.: 845-9.
For the Leeds Centre. Comments on the appearance of older locomotives and mentions Stroudley 0-4-2 and Gresley K3 2-6-0. Fig. 7 (p. 844) shows a Beyer Peacock 2-4-0T designed by J. Beattie in its original condtion and considers as a a pradigm for appearance. Compares British and American design practice: noted the far greater ridity achieved in American designs through the use of cast cylinders and cast steel bar frames, but was criticalof the high heat losses due to radiation of the steel mass. The wagon top boiler used in America was dictated by the vast dimensions of American boilers (8ft diameter and 80ft² grates⁾. American boilers gave ample room for circulation.

Renwick, H.P. (Paper No. 130)
The district supervision of the locomotive department of an Indian railway. 850-72.

Chalmers, W.
Inaugural address. 876-88. Disc.: 888-90.
Noted the limitations of the British loading gauge in comparison with the far more generous loading gauges in North America and Australia (cited agreement between New South Wales and Victoria): such gauges large outside cylinders to be usedf. Mentions LSWR 4-6-0, GSWR 4-6-4T and electrification

Kyffin, A.E. (Paper 131)
Some features of boiler design and construction in relation to upkeep. 891-910. Disc. 910-16.
Involved in the discussion were S. Jackson (Gorton Foundry, p. 910),  J.N. Greham (911), W.E. Richards (Gorton Foundry, 911); J.W. Glover; D.C. Fletcher (GNR, 913-14); S. Clayton (914-15); T. Hargreaves (GCR, 915) and E.W. Selby (LNWR, Horwich, 915-16) who made reference to GWR and SECR practice.

Whitelegg, R.H.
Presidential Address. 925-65.
Second Ordinary General Meeting (192243 Session) of the Leeds Centre was held at the Philosophical Hall, Leeds, on Friday, the 1st day of December, 1922, Mr. C. N. Goodall occupying the chair. (13, 134) Includes A.J. Hill's pamphlet Enginemen, do you know? produced to educate footplate crews to reduce fuel consumption wherein it was stated that the GER spent £1.5m on loco coal and the cost had risen from 18s 2d/ton in 1913 to £2. 4. 9/ton. In 1913 62 lb/mile of coal had risen to 72½ lb/mile..