Journal Institution of Locomotive Engineers
Volume 15 (1925)
Journal No. 68
Brown, E.C. (Paper 174)
Boiler feedwaters and preservation of boilers.
Argentinian conditions.
O'Brien, E. (Paper No. 175)
Main line electrification. 66-9; 80-4. Disc.: 70-9. + folding plate. 8 tables
.
Includes comparative costs for steam: argued that repair costs were
between one third and one quarter in favour of electric traction. Discussion:
W. Cyril Williams (72-4); E.A. Phillipson (74-5) unusual
for 4-6-0 to burn coal more than 45lb/mile; also highly critical of third
rail electrification.
Caprotti, A. (Paper No. 176)
A new locomotive distributing gear using poppet valves. 86-110. Disc.: 110-19;
452-65.
Discussion: Walter Chalmers (113-14) remembered experiments with drop
valves: these had led to excessive wear. C.H. Robinson (114)At the second
meeting the paper was read for the Author by A.G. Strathern, and the
meeting was chaired (badly) by J.E. Anderson. He opened the discussion
(pp. 452-4) with an extensive criticism of most aspects of the paper. "Is
the advantage obtainable from a poppet valve gear driven in this way sufficient
to warrant the education of all fitting staff in the sheds?" and cites the
11,000 locomotives and a "good few thousand men" more than borders on rudeness.
Further, he added that "In my opinion there is more coal to be saved by
improvements in boiler arrangements and educating the men in efficient firing
than can be saved by the most perfect and at the same time practical gear
which can be put in a locomotive." Refering to 4-cylinder designs he stated
"in my opinion the three-cylinder engine is a more efficient machine." On
the question of 135 degree crank settings for 4-cylinder locomotives he noted
the Hookham locomotive (but not Hookham): "but I don't know very much about
it myself". In reply Strathern noted that poppet valve locomotives operated
like any other locomotive, that maintenance was rduced and that coal was
saved. E. Cecil Poulteney (Lentz Patents) (454-5) noted that "In the
United States, the home of the really high-powered locomotive, a four-cylinder
engine with two inside cranks is out of question". The 5% cut-off was an
advantage, but "for any given cut-off we have a corresponding variation in
the least back pressure". Also commented upon the decrease obtained in coal
consumption on the 4-4-0 compounds between that reported by R. Deeley (1.29
lbs coal per ton-mile per hour), with later data relating to superheated
locomotives (0.63). W.C. Williams (Beyer Peacock) (455-6) noted that poppet
valves need less maintenance (running for one to two years without any) and
are far easier to operate. In reply to this and a subsequent observation
the speaker noted that only 1½ horsepower was needed to drive Caprotti
gear. H. Kelway-Bamber (456) noted the greater and steadier drawbar pull
obtainable. W.A. Lelean (Rendal Palmer & Tritton) (456-8) corrected the
citation to the Holcroft paper on 135o crank settings should have
been 1918 paper, not 1920 paper. J.C. Cosgrave (Locomotive Publishing Co.)
(458) noted that Walschaerts gear was not more compact. Communication from
J. Riekie (460-3) which was critical of the low pressure used on the LMS
compounds..
Fowler, Sir Henry (Paper No.177)
Solid crank axles. 130-43. Disc.: 143-55; 324-34. illus., 6.diagrs., 2 tables.
Results of metallurgical research carried out by H.A. Treadgold under
Sir Henry Fowler's supervision. A.C. Stamer (145-6) reported statistics for
crank axle failures on the NER. Between 1901 and 1903, when 28-30 ton steel
was used there were 35 failures. Between 1921 and 1923 when 35-40 ton steel
was being used 26 failures were recorded. Some crank axles achieved 980,000
miles. J.W. Smith (LNER 146-7) noted that life varied very greatly with route.
J. Clayton quoted SECR data for period 1914-22. He noted that most of the
MR problems were with 7ft 9in singles. Manchester meeting 30 January 1925:
J. Parry (LNER, 327-8) noted that a crank axle was preserved at Gorton Works
which had run 983,269 miles on the MSLR; J.R. Billington (328-9); W. Rowland
(329-30) that coupling rods experienced the greatest bending moment..
Anderson, J.R. Presidential Address. 125-9.
Delivered on 30th Octobcr, 1924, in London.. After a lengthy statement
claiming that he was not going to say very much he "put before [his audience]
a few notes and opinions regarding the locomotive of to-day, particularly
regarding its reliability in service, in the hope that some point raised
may form the subject of a discussion an same future occasion.". The remainder
is as set out in the Journal.
In traffic, a locomotive is expected to work its booked train to time. Failure to do this is generally due to same inherent defect, impairing its efficiency, and time is gradually lost an the journey; or a breakdown occurs, necessitating the engine giving up its train. Failures at times result in very considerable dislocation of traffic, inconvenience to the travelling public and cost to the railway company, and it should be the aim and object of every locomotive engineer, whether he be designer, constructor or operator to acquaint himself with the various causes of failures and apply his knowledge and experience to the mitigation of such occurrences
The modern locomotive in this country is a more powerful and complicated machine than it was 25 to 30 years ago, consequently more liable to failure.
We have modern engines fitted with apparatus to superheat the steam, with the necessary adjuncts; with three and four cylinders with the accompanying complication in valve motion; with carriage warming for the trains; feedwater heaters; water pick-up apparatus, and refinements may I call them, to some of the above and to automatic brake apparatus; lubricating systems, injectors, etc., all necessitating additional fixtures and increasing the number of parts liable to lead to the failure of the engine in traffic.
Superheating has brought about a very considerable saving in both fuel and water and enabled additional power to be developed, but has added to engine failures, such as leaking superheater flue tubes, superheater elements, steam joints, restriction of free passage of gases through superheater flue tubes, etc., etc. Again; superheated engines are generally fitted with a non-collapsible type of piston valve, which, when the engine is running at speed with steam shut off, results in high cylinder compression and vacuum, intensifying big and little end knock, and under these conditions high cylinder temperatures — higher than that of the superheated steam are produced, resulting in deposit in ports and steam chest, and may increase the friction in pistons and valves; these conditions appertaining to the condition in the cylinders when superheated steam is used, have to be catered for by the introduction of further complication in the way of air valves, bye-pass valves, etc.
Generally speaking, the superheater, although adding very materially to the efficiency of the locomotive as a power unit, has probably brought about more complication than any other improvement adopted in modern times.
Again, three and four-cylinder engines have become numerous on account of the impossibility within our restricted load gauge to obtain the necessary power with two cylinders, except perhaps by high steam pressure, which, as is well known, shortens the life of the firebox.
In my opinion, three cylinders will meet all requirements for express traffic in this country, and personally I believe in one gear operating one valve. This may add slightly to the number of moving parts, but I suggest that there is a gain in efficiency with a reduction in coal consumption, which will outweigh any small increase in the moving parts of the motion. In locomotives with three or four cylinders and with three or four valves operated by two valve gears there may be a reduction in the number of moving parts, but during probably one-third of its running time immediately preceding the shopping date. there is a considerable loss in efficiency resulting in increased coal consumption.
If I were asked which class of failure figures most against the locomotive, I would say failures due to faulty lubrication, and I have come to the conclusion that wherever possible the method of applying the lubricant should be by mechanical means, which not only relieves the driver of this responsibility, but I venture to say will, when details are perfected, decrease the number of failures due to hot axleboxes, and give considerable economy in oil.
After the type and main points of a locomotive have been agreed the designer should always strive to carry out the accomplishment of the design in a simple and straightforward manner, both as regards the production of the part, its accessibility for examination and maintenance in traffic, and any "pet" scheme of fixings, etc., should be at once abandoned if there is a straightforward, practicable, and well-tried method possible.
I am strongly of opinion that in the initial stages of a design no time or thought should be spared in the arrangement and simplification of details, not that some detail "will be good enough," but it must be of a simple construction, easily manufactured and accessible for examination and - maintenance.
One sometimes comes across an unsatisfactory fixing of a part, which, with a little more forethought and re-arrangement of adjacent parts in the initial stages of a design, would have permitted a more orthodox and satisfactory method to be adopted and thus avoid failures which occur from time to time from a part which should never have been passed from the drawing office to the factory.
It is necessary that the present day locomotive be more complicated than its predecessor where increased power and economical fuel consumption is required but "gadgets," shall I call them, which may only result in questionable economies should not be adopted unless it is fully established that the satisfactory carrying out of the locomotive's duties in. traffic will not be impaired.
In the production shops, not only must the work be carried out on a good sound basis, but a strict supervision Over all parts kept to ensure that such are sound and free from any latent defect. The assembling and erection calls for the same supervision and care, and every engine (and tender) frame should be systematically lined off and squared and the fixing holes in cylinders, dragbox and all frame stretchers reamered out and secured by turned rivets or bolts. This will be more costly than erecting these parts direct from jigs, but I am satisfied that it pays, and provided satisfactory methods have been in operation for the testing and inspection of raw material, one may rest assured that the best has been produced to undertake the work it was designed for.
In traffic, engines should not be systematically called upon to work up to their maximum power.(KPJ's emphasis) The loads should be regulated to be well within their maximum capabilities and should be such that the engines are working at an efficient rate. By this means during abnormal weather conditions, little lost time will be debited to the locomotive.Engines which are habitually called upon to develop their maximum power day after day cannot be expected to be so economical in maintenance and fuel consumption as engines whose work is scheduled as suggested above.
In the engine sheds, carefully considered arrangements must be made to periodically inspect and examine all vital parts. However carefully designed, however well the material is inspected, and however carefully the engine is built, defects will occur and the success in handling traffic with a minimum of failures will in a great measure depend on the sound basis on which examination of parts of an engine are made in the running sheds, quite apart from drivers' reports or the inspection which is made before the locomotive of to-day takes up a trip.
The object should be to detect flaws, parts showing signs of becoming loose, leakages, etc., before the failure point is reached, and to accomplish this entails an organised system of first of all being advised of all failures. and their nature, and collecting all data from a careful examination of the part at fault, etc., whereby a carefully considered conclusion can be arrived at as to the cause of the failure. Records of these will be of the utmost value in putting into operation examinations on a mileage (or time) basis whereby failures can be very materially reduced.
The apprentice of to-day who has ambition to advance in his profession will attend the excellent classes on technical subjects provided by the educational authorities and will, if he diligently pursues his studies, acquire information. which will be of inestimable value to him during his career.
I have formed the opinion from experience that many' fail in the practical application of the theoretical knowledge [last page was missing]
Journal No. 69
Haigh, J.H. (Paper 178)
Accurate measurements and workshop gauges. 156-71.
Adamson, W. (Paper 179)
Some attempts to improve boiler efficiency. 172-200.
Noted both historical and current boiler developments: compared
mid-feather with thrmic syphon; considered cross water tubes; combustion
chambers; feed water heaters (Weir; Worthington and exhaust feed injector).
Discussion: C.H. Robinson considered that footplate crew required instruction
on exhaust feed injector. Considered that the water tube boiler was too complex.
J.G. Barr (196-7) considered that feedwater heaters including the exhaust
steam injector were all right in theory, but the enginemen's first duty was
to safety, and simplicity assisted this.
Baldock. J.W. (Paper No. 180)
Locomotive valves and valve gears. 202-240.
Considered Gooch, Allan (LYR shunting tanks and LNWR Precedents were
late examples of locomotives fitted with this gear); Walschaerts, Joy, Marshall
(1879), Riekie-McIntosh (patented 1903); Zeuner valve diagrams; valve setting.
Discussion: J. Riekie (229-31); E.C. Poultney (231-6) spoke at length about
Lentz valve gear.
Journal No. 70
Hookham, F.J. (Paper No. 181)
Automatic train control. 243-68. Disc.: 269-79.
In 1922 a Committee of the Ministry of Transport issued a Report on
the railway accidents which had been reported during the ten years ending
30 September 1921. 49 (25%) were due to signalman error and 71 (39%) were
due to errors by enginemen. Nearly one third were due to the failure to obey
signals. Any system must be fail-safe. There is a choice between covering
distant and stop signals, and a signal clear indication assists in working
in fog. The methods of communication with the driver included visual, audible
and the application of the brake. There were contact and non-contact systems
and either could be electrical. The systems describes were the GWR system,
the SYX system (which could be applied to both stop and distant signals and
had been tested on the Palace Gates line) and the Reliostop system evaluated
on the Great Central section of the LNER. The Raven system was mentioned
but was not described. The others were both described and illustrated. H.
Kelway Bamber (p. 269) asked whether the GWR had experienced failures and
G.H. Crook (GWR) reported that there had been one or two due to dirt or frost.
W.A. Lelean queried the frost and Crook replied that frost interupted electrical
contacts, but was fail-safe. J.W. Baldock (270) asked if the plunger ever
sheared off: Crook said never. Col Sir J.W. Pringle (270-1) confirmed the
general reliability of the GWR system and considered it to be fail-safe,
but sought a system for stop signals. A.F. Bound (LNER
271-5) queried the effect of speed on the ability to stop and admired
the cheapness of the Reliostop system. T.S. Lascelles (W.R. Sykes Interlocking
Signal Co 275-6) commented on the SYX system, noting that it was similar
to the GWR system but did not require anything electrical on the locomotives.
Dover (Vacuum Brake Co 276) commented on the train stop system used by the
Meropolitan Railway and E. Graham noted that this was the same system used
by the London Electric Railways. J.A. Hookham (277) noted that the SYX system
had been evaluated on the NSR. J. Sykes (277-9) attempted to assess the financial
benefits of safety measures.
Kelway-Bamber, H. (Paper No. 182)
Railway carriage bogie trucks in service. 292-8. Disc.: 298-310.
On page 298 it was noted that rubber pads were used above the bolster
bearing springs. Sir Henry Fowler (298-301) noted the lack
of slipping on Underground trains between Charing Cross and Strand and wondered
if this was due to hot wheels: tyres became hot in service. He also made
observations on the loads on bearings: 7¼ tons on LER as against 19¼
tons on the GIP. Col. Graham (301-2) noted that the dryness of the Underground
system reduced the risk of slipping; he also made observations on bearing
pressures and on brakes acting upon wheel flanges. Lelean (304) made some
comment on rubber springs.
Tyler, J.W. (Paper No. 183)
Railway communications in Great Britain. 311-19. Disc.: 320-3.
Considers several British mainlines and contrasts them with other
forms of communication: canals and roads. Notes the difference in motive
power used between the ECML, the GWR, the WCML and the Midland route to Scotland.
Walter Chalmers (320-1) spoke on relating locomotive size with traffic
demand.
Gresham, J.N. (Paper No. 184)
Vacuum brake ejectors. 335-48. Disc.: 349-63.
Cited author's own paper in Vol. 14 Journal
No. 65, Paper No. 162. Sir Henry Fowler (351): leak
tests very dependent upon size and shape of hole: had collaborated with Gresley
on testing. He also noted that with long trains the dimensions of the pipe
were very important. He also refered to Fig. 4 as it shows
how essential it is that the vacuum creating apparatus, whatever it is, is
at the highest state of efficiency. There is a difficulty getting drivers
to understand that there are certain conditions which allow him, if he will
take the trouble, to work very much more efficiently in maintaining the vacuum.
The figures which are given are particularly interesting with regard to the
question of the 15 mm., ejectors. We have had some experience with them,
but:feel that with an ordinary train one is running pretty near the margin
when using them. A vacuum-fitted wagon is one of the worst offenders as regards
leakage, due to the maintenance of the train pipe. On the locomotive side,
care need to be taken in the fitting of the pipes on locomotives: he had
figures which show the very great variation and losses which one can have
even on the locomotive itself, necessitating a very much larger amount work
being done by the ejector which creates the vacuur owing to the fact of the
poor fitting of the pipes. R.C. Case (352-3) commented on the design of the
steam' cones. The erosion of the jets by steam affects the efficiency of
the ejector. Certain metals have considerable erosion resistance: lead stands
up well against sand blast. Our railway [in India] has been trying cones
of stainless steel. J.W. Haigh (295); H.D. Atkinson (295-6) use of ball valves
and W. Rowland (296-7)..
Fleming, G.E. (Paper No. 185)
Water gauges on boilers. 364-70. Disc.: 370-3.
Author prefered term: water level indicators: must be visible at a
glance; problems of glass; danger if it bursts; glass shields; shutting off
water and steam in event of a burst; automatic shut-off; blow through cocks;
ball valves; rapid replacement of broken gauge glass; Admiralty for ships;
use of mica; higher boiler pressures. Discussion: Cochrane (371) noted that
the GSWR provided handles which linked to cocks at the top and bottom of
the gauge.
Journal No. 71
New locomotives, London & North Eastern Railway. 379-81.
U1 2-8-8-2 beyer Garratt: main dimensions & weights:
illus.
"King Arthur", Southern Railway. 381-2.
Main dimensions & weights. illus.
Lewis, Martin (Paper No. 186)
Special machine tools for locomotive work. 391-448. Disc.: 448-50. 64
illus.
Two outstanding "recent" developments were noted: use of high-speed
steel for cutting tools and electric power which enabled individual drives.
The wheel and lathe shop had seen the introduction of wheel lathes from Noble
& Lund (a single purpose machine); and from Niles Bament (Pond wheel
lathe); Tangye machinery for machining and finishing axles; a Norton plain
grinder for grinding wheel seats; a Cunliffe & Croom quartering machine;
the GWR Swindon Works wheel balancing machine; a portable machine developed
by Beyer Peacock for re-turning cramk pins; also a similar function tool
from Craven Brothers, who also supplied a patent tyre boring machine; and
a Webster & Bennet boring & turning mill. In the boiler shop a
punching & shearing machine was supplied by J. Bennie & Sons; a vertical
boiler drill from Campbell & Hunter; Asquith supplied a radial drill
for machining boiler plates - this was equipped with a tilting table; the
same firm also supplied a portable drill; Beyer Peacock supplied a portable
seating facing machine for work on fireboxes; Alfred Herbert supplied an
automatic copper stay machine; a Coventry hexagon turret lathe was able to
machine crown stays. In the general machine shop a Craven machine was available
for boring cylinders and piston valve chambers. Similar machines were available
from Asquith, Beyer Peacock, Churchill and H.W. Kearn & Co. (Kearn Patent).
Webster & Bennet supplied machinery capable of machining horn blocks
and wedges. Archdale & Co. supplied a special attachment for milling
ports in piston valve liners. Contributors to the discussion were H.
Kelway-Bamber (448-9); N. Marryat (BB&CIR) who asked a question about
power drives and E.A. Phillipson (LNER, Stratford) who asserted the horsepower
requirements for machine tool drives needed to be adjusted.
Wickham, R.G. (Paper No. 187)
The vacuum automatic brake. 466-72. Disc.: 473-6.
Special Issue to mark Stockton & Darlington Railway Centenary Celebrations: contains non numbered papers, but does include contributions by A.R. Bennett (pp. 501-6) and a lecture by Warren. Bennett noted that the locomotives exhibited at Faverdale were alone worth in excess of £250,000 and that the stewards were helpful and that there was a lack of fuss. He did note some errors in the catalogue, however. He also noted his personal involvement with that of Professor A.C. Elliott and Sir Edward Reed to preserve a broad gauge locomotive in the Science Museum: North Star or Lord of the Isles were not broken up until 1906. He also refered to the absence of the Sharp Roberts 2-2-2 "preserved" at Stafford Road Works (but the Editor noted that this had been cut up in 1920). He condemned the unauthentic state of the "preserved" Canterbury & Whitstable locomotive Invicta. He also commented on hearing "Mackintosh" of the Caledonian Railway taking some credit in about 1903 for having nearly obliterated the outside cylinder on his railway...He noted the absence of the 0-6-0 type at the Centenary Celebrations; that Ramsbottom safety valves had been replaced by the Ross pop type and the emergence of Belpaire fireboxes and Walschaerts valve gear.