Volume 17 (1927)
Journal No. 78
Gass, E.M. (Paper No. 208)
The application of the compound principle to locomotives. 5-18. Disc.:
19-29.
Based mainly on experience gained on LYR: remarkably for the date
an advocate of two-cylinder compounds.
Beaumont, J.W. (Paper No. 209)
The working of light traffic on railways and the "Sentinel" engine. 30-53.
Disc.: 53-9; 273-80 + folding plate. 2 illus., 3 diagrs.
A description of the Sentinel locomotives and railcars, plus experience
gained from service on the L.N.E.R.
Stamp, N.H. (Paper 210)
Locomotive Wheel Balancing. 60-71. Disc.: 71-7.
Geer, H.E. (Paper 211)
Modern locomotive superheating. Part 2. 79-100. Disc. 100-32.
Covers tangential steam driers
Journal No. 79
Brunler, O.
The internal combustion boiler and its application to the locomotive. 143-70.
Poultney, E.C. (Paper No. 213)
Locomotive performance and its influence upon modern practice. 172-272.
Journal No. 80
Mass production as applied to the repairing of locomotives. Discussion meeting: 286-300.
Sanders, T.H. (Paper No. 214)
Railvay Springs. 301-35. Disc.: 439-51
Metcalfe, J.C. (Paper No. 215)
The exhaust steam injector. 355-90. Disc.: 453-65.
H.B. Oatley, a Vice-President of the Superheater Company in the USA,
noted how the exhaust steam injector was being taken up in the USA.
Bell, A.M. (Paper No. 216)
Tare and load compared in modern locomotives and rolling stock. 398-422.
Disc.: 422-38. 13 illus., 2 diagrs., 2 tables.
Journal 81
Falcolner, P.L.
The cylinder performance of cross-compound locomotives. 496-536.
Smeddle, R.A.
Some notes on locomotive fittings. 537-52
Gresley, H.N. Presidential Address
The present position of the locomotive building industry. 558-68.
Included an appeal for a locomotive testing station
Journal No. 82
Sedgfield, P. (Paper 219)
Some notes on unexplained? derailments. 578-602. Disc.: 602-21.
In Argentina: criticism of the diamond frame bogie for freight vehicles.
Considerable amount of information on centres of gravity of various vehicles
and their contents: sheep, cattle, wool, etc.
Shove, N.A. (Paper No. 220)
Grease lubrication, and notes on the working of locomotives in Canada and
the United States. 625-43. Disc.: 643-59.
Shove had visited the two major Candian railroads and examined the
two major railroads (New York Central and Pennsylvania) which entered New
York to study locomotive pooling which at that time was being considered
for railways in India.. As well as describing grease lubrication, Shove discussed
the pooling of locomotives, the design of running sheds, turntables (three-point
type), lighting, welding, machine tools, spray cleaning, ash handling and
coaling. Power operated fire doors as supplied by the Franklin Co., rocking
grates, ashpans, "King" metallic packing and Duplex automatic stokers. Boiler
feed pumps were favoured over injectors. Roller bearings were fitted to express
engines. Only one booster equipped locomotive was encountered. J.D. Rogers
(643-4) contributed his own experience with grease lubrication. A.C. Carr
(644-5) contrasted his experience in India and queried how white metal was
not used in American bearings; the lack of coal measurements for individual
locomotives was also of interest. C.N. Goodall (645-6), as a locomotive
manufacturer was particularly interested in automtic stokers and boosters.
W.A. Lelean (646-8) considered that grease lubrication aided pooling, by
relieving the driver from the responsibility for oiling. He noted that the
new standard Indian locomotives used labyrinth packing. He referred to the
Great Western method of exhausting ashes from the smokebox instead of dropping
them into a pit. But he considered that the automatic stoking equipment was
far too heavy. W. Cyril Williams (648-9) noted that in South Africa a
grease-lubricated engine had run the 616 miles between Johannesberg and
Beaufort West three times without attention. J. Clayton (649-51) considered
that the adoption of grease lubrication led to increased wear of the bearing
surfaces. He was also critical of American locomotive design philosophy
considering it to be based on a collection of parts bought from propietary
firms. W.J. Tomes (651-2) accepted the concept of grease lubrication, and
was also eager to adopt spray cleaning. E.C. Poultney (652-3) noted the very
high cylinder horsepower developed on American locomotives and cited
Metcalfe's "very good" paper on exhaust steam injectors.
H. Holcroft (653-4) was antagonistic towards grease lubrication because of
the difficulty in starting at low temperatures; the high running temperatures
accepted in bearings. He was also against mechanical stokers (British coal
was of high quality) and roundhouses for the space demanded for them. Gresley
chaired the meeting and concluded the discussion (655-6): he had made experiments
with grease lubrication but had not been impressed, but the locomotives had
run hot and coal consumption had increased. He had found German manufactured
cast iron packing to be excellent on superheated locomotives. He considered
that only locomotives burning in excess of 5,000 lbs per hour require mechanical
stokers.
Visit to Airdale Foundry, Leeds, November 4th, 1927. 660-1+ folding
diagram.
Kitson-Still locomotive
Musgrave, G.A.
Address by the Chairman of the North Eastern Centre: Institution's welfare
and progress. 664-86.
Relatively little of the Address was given over to an examination
of the Instiution per se: most covered issuse which the speaker considered
to be pertinent at the time. Firstly there was an examination of the increasing
weight of locomotives on the LNER shown by a diagram which extended from
Locomotion No. 1 at 11 tons via a Jenny Lind-type 2-2-2 at 33 tons; a Stirling
4-2-2 single (72 tons); an Ivatt large Atlantic (112 tons); a Gresley
Pacific (1149 tons) and P1 2-8-2 (151 tons) to the Beyer Garratt at 178
tons.
Topics covered included superheating (accessibility and reliability), cylinder lubrication (hydrostatic versus mechanical lubricators), the need for footplate crews to ensure that steam was admitted to the steam chest whilst coasting to ensure that grit did not enre the cylinders.
Gresley (682-5) responded at length and this is reproduced in full on the Gresley page as it says much about Gresley's design philosophy towards internal combustion locomotives, his response to the Schmidt high pressure boiler (to be exploted by Fowler in Fury), and to his coolness towards electric traction.