Journal Institution Locomotive Engineers Volume 16 (1926)
Journal No. 73
Case, Robert C. (Paper No. 188)
Statistics and coal consumption. 4-41.
Cochrane, J. (Paper No. 189)
Water: its occurrence on the Central Argentine Railway. 47-111.
Kimberley, R.E. (Paper No. 190)
Notes on the organisation and working of a running department. 124-89.
Reid, R.W. (Presidential Address)
Developments in coaching stock construction. 192-7. Disc.: 197-220;
277-94.
Mentioned the development of articulated rolling stock on LNER. Noted that
demand for greater comford had led to increase weight. Noted use of steel
in coach construction. Steam heating had added to the cost, and electric
lightin placed a greater load on the locomotive. Unusual address for amount
of discussion included. Kelway Bamber (198-9; 277-94) advocated bogie wagons
which would lead to a 28% reduction in dead weight. S. Symes (204-5) noted
the cost of carriage heating and commented on steam pressure employed; E.W.
Selby (295-6) described the Bury electric rolling stock.
Journal No. 74
Haigh, J.H. (Paper No. 191)
Fractures of locomotive parts. 230-47.
Saunders, P.H. (Paper 192)
Principles and practice in the erecting shop. 248-75; 662-74.
Bartram, J.H. (Paper No. 193)
Locomotive frames (a comparison of types). 299-312.
Shields, T.H. (Paper No.194).
The steam locomotive and its future in relation to electric traction. 315-27.
Disc.: 327-52; 498-501.
Includes illustration of Riekie valve gear. Considered there was a
need for a locomotive which would be acapable of running over steep gradients:
electric traction showed less variation. The boiler was good manager of steaming
capacity. A decrease in driving wheel diameter could assist: he postulated
that the diameter of the driving wheel in inches equated with the maximum
speed in mph. Argued for electric traction for short distances and that the
Sentinel was suitable for light traffic. An Appendix (p. 338-41) gave details
of test running with 4P compounds bewteen Glasgow Central and Carlisle. (also
s. el of locomotive). Discussion: J.W. Cross (328) noted that in Germany
the Knorr feedwater heater suffered from choked tubes. E.A. Phillipson (328)
considered that exhaust steam injectors reduced coal consumption slightly,
but increased maintenance cost. Cross (328) responded by noting that all
GWR locomotives were fitted with exhaust steam injectors and suffered no
problems. J. Clayton (329-31) observed that the SR successfully employed.exhaust
steam injectors and achieved a 3-4% reduction in coal consumption. He argued
that larger boilers were more efficient and repair costs were lower. Questioned
Shield's reference to smokebox superheaters: all were then of the tube type,
and dampers were no longer employed. He cited the success of compounding
combined with superheating on the MR/LMS. Clayton favoured the
condensation/displacement lubricator.E. Graham (331-2) noted that live ssteam
was used for feedwater heating in power stations as it kep the boilers cleaner.
Phillipson (332) noted that top feed reduces scale formation.
Sight feed lubricators needed constant watching, whereas mecanical lubricators
did not. Subsequently Phillipson (335-6) noted the rapid deceleration achieved
by the Westinghouse brake; furthermore, the pump used less steam than the
ejector. Phillipson (342-5) contributed more in writing where he commented
upon the Chingford intensive suburban service; the advantage of multiple-cylinder
designs, long water legs in the firebox, the over-stated advantages of short
tubes, Carnot's formula .
Holcroft. H. (Paper No. 195)
Steam heating of trains 354-405.
R.W. Reid (381-3).considered that what Holcroft advocated would not cope
with severe Scottish conditions. Refered to Plenum system and noted that
the Wolverton system was only applied to former LNWR rolling stock. T. Barty
(Wolverhampton 383-7) quoted an anecdote about frozen passengers travelling
on a Southampton train; also critical of Wolverhampton system. E.D. Trask
(394) made observations about the ground main systems employed at London
termini.
Journal No. 75
Eborall, E.A.
Swiss railway electrification. 410-18.
This paper did not receive a Paper number
Geer, H.E. (Paper No. 196)
Modern locomotive superheating. Part 1. 419-450.
Author worked for Superheater Co. In Great Britain in 1925 only 7000
superheated locomotives, out of a total stock of 24,500. This part is concerned
about demands placed upon piston valves and diagrams show Hughes' ball relief
valves (Fig. 5); J.G. Robinson's compression release rings (Fig. 6); Beames'
Trick ports (Fig. 7) and J.W.D. blast pipe valves (Fig. 9). Discussion H.
Broscombe (442-6) discussing carbonization in piston valves: Noted that NER
S3 4-6-0 No. 931 was fitted with patent rings supplied by ABC Coupler &
Engineering Co. and these were claimed to lower friction; also noted the
importance of running on the valve gear rather than on regulator to obviate
wire drawing. G.F. Horne (446-7) spoke about the Hughes 4-6-0 and superheated
0-6-0 designs; leakage from superheater tubes and that Hughes type piston
valves were fairly satisfactory, but after 20,000 miles it was necssary to
remove carbon.
Rowntree, E.D.H.
Pressed steel in railway rolling stock. 459-61.
This paper did not receive a Paper number
Thorrowgood, W.J. (Paper No. 197)
Signalling from a driver's point of view. 463-97.
Mainly colour light signalling on the Southern Railway.
Noble, E.C. (Paper No. 198)
Ferry steamers and Garratt locomotives in use on the Entre Rios and North-Eastern
Argentine Railways. 503-32.
Bell, A.M. (Paper No. 199)
Automatic mechanical couplers for railway rolling stock. 540-86.
Review. W.F. Pettigrew (577-8); G.M. Rickards (LNER 582) commented
upon LNER experience with automatic couplers with Pullman vestibules and
stated that passengers were not subject to shocks.
Grime, T. (Paper No.200)
Steam locomotive performance (theoretical and actual). 588-618. Disc.: 619-52.
On the theoretical side icluded compounding, the Uniflow (called Uniflaw
in paper) cylinder system and an analysis of "Castle" tests. Discussion:
J. Clayton (620-1) states that Churchward was responsible for introducing
long travel valves to Britain. Dendy Marshall (623-4) advocated compounding;
H. Holcroft (627-30) considered the difficulty of compounding in Britain
due to restriction on cylinder size; advocated long lap valves rather than
long travel valves; high boiler pressures did not lead to higher temperatures.
J.W. Hobson (R&W Hawthorn, written commuinication 638-40) described work
on three-cylinder tank engines for Argentina.. John Riekie (640-2) made
observations on compounding. .
Journal No. 76
Urie, D.C. and Warden Henry (Paper No. 201)
Physical testing of iron and steel for commercial purposes. 675-700.
Robertson, James A. (Paper No. 202)
Spark prevention devices on locomotives. 703-26.
Mainly as applied in South America, but Fig. 3 shows a Caledonian
Railway spark arrester.
Description of an eight-coupled turbine locomotive (Ljungstrom system) for the Argentine State Railways. 727-37.
Handley, J.J.
Report upon trials of Ljungstrom locomotive. 738-40.
Tritton, Sir Seymour B. (Presidential Address)
Advice to your engineers. proposed subjects for papers. 743-59.
Sedgfield, P. and Forrest F.W.A. (Paper No. 203)
Illumination of railway rolling stock by electricity. 850-91.
Journal No. 77
Rowland, W. and Shawcross, G.N. (Paper No. 204)
Locomotive built-up cranks. 892-918.
Robinson, C.H. and Urie, D.C. (Paper No.
205)
Debatable features in the design of some locomotive details. 919-35. Disc.:
935-43; 1927, 17, 346-54. illus., 10 diagrs.
Kelway Bamber, H. and Bond, R.C. (Paper No. 206)
Braking of trains on electrically-operated railways. 945-80.
Alcock, E.
Some boiler details. 981-1002.
Address by the Chairman of the Leeds Centre: advocated Belpaire firebox
on the basis that it was easier to stay; there is greater water above the
hottest part; a continuous thread on both plates, and the base of the seatings
is flat. Also commented upon water space stays; tube arrangements and crown
stays..
Kelway-Bamber, H. (Paper No.207)
Modern British railway express passenger engines. 1004-17. Disc.:1017-29.
Examines the performance of a Castle class locomotive between London
and Plymouth; the comparative running of Castle and A1 classes between King's
Cross and Grantham, and the Lord Nelson class, T.S. Finlayson
(1027) contributed to the discusaion with some rather
sharp remarks which noted the importance of firebox volume and noted
that superheating increased the volume of the steam. He considered that
locomotive horsepower corresponded to 50 times the grate area and therefore
expected 2000 hp from the A1, 1650 from the Lord Nelson and a mere 1500 hp
from the Castle