Journal Institution Locomotive Engineers
Volume 14 (1924)
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Journal No. 63

Smith, J.H. (Paper No. 153)
Some aspects of corrosion. 9-17. Disc.: 18-29.

Cranmer, H.D. (Paper No. 154)
Petroleum and the application of fuel oil to industry. 32-76. Disc.: 76-113.

Anderson, D.S. (Paper No. 155)
The problem of the locomotive condenser. 118-39. Disc.: 140-5.
Thanks W. Pickersgill and Ramsay Condensing Locomotive Company.

Attock, F.W. (Paper No. 156)
Locomotive shed lay-out. 147-61. Disc.: 162-74.

Dobbie, David. (Paper No. 157)
Some aspects of locomotive running and running shed repairs. 175-92. Disc.: 193-203

Journal No. 64

Smeddle, J.H.
Inaugural address. 206-16

Spencer, B. (Paper No. 158).
Some features of locomotive design. 216-21. Disc. :221-7.
Spencer outlined some design desideratta which included Belpaire fireoxes. Musgrave presented a defence of the Doncaster traditions.

Wickham, R.G. (Paper No. 159)
Drawing office organisation. 241-54. Disc.: 254-9

Journal No. 65

Poole, J. (Paper 160)
Argentine broad gauge locomotive design. 299-361. Disc.: 635-56.

Phillipson, E.A. (Paper No. 161)
Notes on locomotive running trials. 363-77. Disc.: 377-86 + 2 folding plates. 2 diagrs., table. 3 facsim.forms.
Tests based at Stratford on S69 (B12) class 4-6-0: but the paper is essentially one on test methodology where a dynamometer car was not available. Footplate observations.

Gresham, J.N. (Paper No. 162)
The comparative utility of ejectors & pumps for working the vacuum automatic brake. 387-92.

Compton, H. (Paper No. 163)
External piping in locomotive design. 393-4. Disc.: 395-7.
Lists advantages of external pipes, including: accessibility.

Haigh, J.H. (Paper No. 164)
Various points in the design of locomotive brakes. 398-9. Disc.: 399-401

Journal No. 66

Fawcett, C. (Paper No. 165)
Locomotive valve gears. 402-25. Disc.: 425-9. 26 diagrs.
Mainly the design of the valve gear of the Stephenson link or Walschaerts types in association with piston valves or slide valves (including the balanced type of the latter). Acknowledges the assistance of Collett for providing details of Swindon design criteria for lead., lap and exhaust clearances (see table on valve settings on page 409).

Spencer, B. (Paper No. 166)
Piston valves. 430-3. Disc.: 433-44.

Williams, G.E.H. (Paper No. 167)
Factors concerning the location and lay-out of locomotive shops (contractors). 449-75. Disc: 476-86.

Selby, F.W. (Paper No. 168).
Some practical points in locomotive design. 488-514. Disc.: 514-21.

Guest, R. (Paper No. 169)
The express locomotive on the northern trunk lines of Great Britain from 1898 to 1923. 523-35.

Kelway-Bamber, H. (Paper No. 170).
Modern steam rail coaches. 537-48. Disc.: 548-54. 4 illus.
General comment on the Sentinel type, plus a detailed analysis of operation in Jersey.

Spencer, B. (Paper 171)
Walschaerts valve gear design. 555-72. Disc.: 572-6.

Maitland. J. Pelham (Paper 172)
Terminal station working. 587-608.

Journal No. 67 (September to December 1924)

Falconer, P.L. (Paper No. 173)
A few notes on locomotive flue tubes and superheater elements. 658-81. Disc.: 681-702.

MacAlpine, T.W.
“Concerning locomotive efficiency”. 709-11.
The Locomotive of 14 June 1924 page 197 contains an article entitled "Concerning Locomotive Efficiency"is partly reproduced and formed a dialogue between an engineer and a locomotive engineer. The former made a close study of factors contributing to the efficiency of steam engines, and put this question to the latter:
"Are locomotive designers in general satisfied that nothing remains to be done that could appreciably improve the efficiency of the locomotive?"
The designer defended the locomotive and pointed out that it gave general satisfaction; but went on to note some of the more dificult problems that confront the designer of this type of steam engine: restriction of space, problems of balancing, lubrication, extreme conditions of wear and tear, and with these handicaps, the need to produce an engine yielding good average performance throughout a wide range in drawbar load.
They soon agree that there was no likelihood of considerable improvement being effected in the mechanical efficiency of the reciprocating steam locomotive; and conversation then turned to a discussion of the means by which its thermnodynamic efficiency can be increased and the degree of improvement that might he attained thereby. The locomotive designer considered that systematic and exhaustive research on all combustion, boiler, cylinder and allied questions was thc only policy likely to meet with marked success; and expressed the opinion that this would probably provide data on which the overall efficiency could he nearly doubled.
From this point, the dialogue was reproduced in full to consider obstacles in the way ot the proposed research programme and the financial justification for it.
Engineer: According to the Board of Trade returns for 1921, the fuel consumed by locomotives alone on all railways in England, Wales and Scotland amounted to 10.5 million tons on a total mileage of 465,219,852 (the last year for which complete annual figures were available). The price of locomotive coal in 1921 was much inflated, being on average £2 3s 9d per ton as against 12s 10d in 1913 ,but taking the current rate of £1 per ton it was shown that if overall efficiency doubled, the national saving in fuel would amount to £5.25 million per annum. If, however, efficiency were increased by even so little as 1%, i.e. from 6% to 7%., a saving ot £1.5 million. Would the suggested programme of research cost as much?
Locomotive Engineer: No, nothing like it.
Engineer: So that we have arrived at the conclusion that, on the very lowest estimate, the total cost of this research would be more than repaid by the annual saaing that must follow if all existing locomotives embodied the results of the investigations?
Locomotive Engineer: Yes, but we must remember that the first cost and the maintenance costs of the improved engine might be higher than for existing types.
Engineer: It is purely a question of net costs.
Locomotive Engineer: I am confident that, if the orerall ekliciency of the locomotive were doubled, as 1 think it can be, the resulting economy in running costs would show a suhstantial net gain over any increase in first cost and maintenance charges for the improved engines. Taking an average annual mileage of 80,000 per engine and a coal consumption of 56lb per mile, the year's consumption works out at 2,000 tonS at a total price of £2000. BY doubling the efficiency there would be a gross saving of £1000 per engine, and after deducting increased capital charges and maintenance costs for the improved engines the balance represents a net saving per annum.
Engineer Then expense is not a sound reason for further delaying the commencement of this necessary research.
Locomotive Engineer: I do not think that the railway companies have ever seriously attempted to discover even approximately the ultimate practical limit of economy that is possible in the total annual cost of the locomotive. By total annual costs I mean capital charges, maintenance, and total running costs.