Journal Institution of Locomotive Engineers
Volume 24 (1934)
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Journal No. 117
Hyde, P.A. (Paper No. 317)
The roller bearing as applied to locomotives and rolling stock. 2-60. Discussion:
60-90. 46 illus./diagrs.
Paper presented in London on 23 November 1933: chaired by Charles
Williams.
Noted that the roller bearing concept was very old and was used in Ancient
time to roll Cleopatra's Needle in Egypt and on Caligula's pleasure galleys
found in Lake Nemi, near Rome (illus. of remains). Mainly as applied to rolling
stock: at that time only used on locomotives in USA or on British locomotives
for export. Take up was much higher in Sweden, Germany, France and the USA
than in Britain.
Third Ordinary (;enera1 Meeting of Birmingham Centre held at the
Queen’s Hotel, Birmingham, on Wednesday 17 January, 1934, at 19.15 Chaired
Captain G. S. Rellamy.
Sams, J.G.B. (Paper No. 316)
Some aspects of a colonial railway running department. 91-113, Disc.: 113-27;
465-6.
Second Ordinary Gcneral Meeting of the Session 1933-34 held in the
Hall of the Institution of Mechanical Engineers, Storey’s Gate, on Thursday,
26 October 1933, at 6 p.m.; chair being taken by Mr. A.C. Carr,
Vice-president
W.C. Williams (116-17 and written communication 126-7) noted the mileages
achieved on the Kenya & Uganda Railway with Garratt locomotives. E.D.
Trask (119) noted that high speeds could be achieved with small diameter
driving wheels. L.J. Leclair (116-17). H.M. Le Fleming (written communication
465-6) recorded the high mileages achieved by the L class on the Federated
Malay States Railway (Malaysia). Between Gemas and Kuala Lipis the locomotives
were working 142 miles out and back and achieved a mileage of 7952 per month.
Shields, T.H. (Paper No. 318)
Steam motive power operation (with special reference to engine loading).
158-229. Disc.: 230-42.
Fourth Ordinary General Meeting of the Institution was held in London
at the Institute of Mechanical Itigineers, Storey’s Gate, London, on
Thursday, 21 December 1933, at 6 p.m., the chair being taken by the President
Major Charles Williams). Author was based in Sutherland when paper was presented.
He considered boiler tractive effort and cylinder tractive effort and train
and locomotive resistance. As was to become the characteristic of this Author
a great deal of data was assembled together both in terms of routes and in
terms of locomotive classes and the loads permitted. Thus there are statistics
for the Highland Railway in Table 3 and the Great North of Scotland Railway
in Table 5. The locomotive power classifications adopted by the GWR, LMS,
LNER (Southern, North Eastern and Scottish - further divided into Northern
and Southern Area), the Southern Railway, the Great Southern Railways in
Ireland, the Great Northern Railway in Ireland, the German State Railway,
the Canadian National Railway and the Pennsylvania Railroad are all listed.
H. Chambers (230-1) commented upon locomotive power
classification: "a very difficult subject and requires much consideration"
(then commented upon problems with the LMS system); W.C. Williams (232-3);
H. Holcroft (232-6) commented on the Aspinall formula for calculating train
resistance and noted the problems encountered with freight vehicles. At the
meeting in Newcastle C.C. Jarvis (239-40) commented on the Kiesel
formula.
Journal No. 118
Renwick, H.P. (Paper 320)
Some observations on locomotive design in its relation to running shed
maintenance. 245-73. Disc.: 274-99; 865-83.
The Author read Paper 130 wherein
he expressed himself very strongly regarding the limitations of the average
Indian mechanic and workman, and having been in charge of a variety of running
sheds in India, the opinion then expressed has since been more than
strengthened.
2. This Paper is intended to show at least some instances of where the design
of parts of locomotives can be and have been altered to meet the limitations
of those workmen, and at the same time to reduce running repairs.
3. Running sheds have generally been considered as a very secondary adjunct
to the main locomotive workshops, few facilities in the way of high quality
machinery and mechanical appliances are available, and it is the intention
of the Author to try and show that by improving the equipment in sheds, and
so enabling repairs to be carried out more quickly and cheaply, considerable
economies can be made and also the failings of the Indian workmen offset.
Indian practice::::’Third Quarterly Meeting of the current Session was
held in the hall of the Centre of British Engineering and ‘Transport
Institutions, Sarmiento I 236, Buenos Aires, on Friday, 28th September, the
chair being taken by the Chairman of the Centre (Mr. J. G. Mayne), when Paper
No. 320, “ Some Observations on 1,ocomotive Design in its Relation to
Running Shed Maintenance,” by Mr. H. P. Renwick, was discussed.
Journal No. 119
Kirkland, R.I. (Paper No. 321)
Locomotive boiler repairs in headquarters shops. 306-37. Disc.: 337-63.
Fifth Ordinary General JIeeting of the 1933-34 Session held in the
Hall of the Institution of Mechanical Engineers, Storey’s Gate, London,
S.W.I , on Thursday, 25 January, 1934, at 6 p.m., Major Charles
\\’illianis, C.B.E., I’residcnt of the Institution, occupying the
chair.
H. Chambers (337-8) expressed caution on the depth left for plating and objected
to term re-rivetting and suggested hammering to clean stays. H. Holcroft
(339-40) commented on copper thickness and on Churchward's approach to boiler
maintenance. Meeting at Doncaster (351-6): Sanders (351) spoke about steel
stays and high boiler pressures; mentioning the maintenance of Royal Scot
boilers at Crewe he stated that the maintenance cost increases enormously
with higher pressures and the use of steel stays. Meeting at Birmingham
(357-63):H. Chambers (358-9) mentioned door plate flanges and the electric
welding of copper stay holes in steel plate. Sanford noted that higher pressures
reduced firebox life to three to four years (e.g. on the Royal Scot class).
Sixth Ordinary General Meeting of the North Eastern Centre was held at the
Danum Hotel, Doncaster, on Friday, 16 February 1934, at 6.30 p.m., the chair
being taken by Mr. Edgar Alcock.
Fourth Ordinary General Meeting of the Birmingham Centre held at the
Queen’s Hotel, Wednesday, 28 February 1934, at 6.45 p.m., the chair
being taken by Captain G.S. Bellamy.
Tritton, J.S. (Paper No. 322)
Rail cars. 365-401, Disc.: 401-19. 12 illus., 11 diagrs.
Sixth Ordinary General Meeting of the Institution was held in London
at the Institution of Mechanical Engineers, Storey's Gate, London, on Thursday,
22 February 1934, at 6.0 p.m., the chair being taken by the President, Major
Charles Williams
Subdivided topic:
(i) Types of vehicle to meet traffic requirements.
(ii) Power units.
(iii) Types of transmission.
Brief mention was made of Sentinel steam railcars in Jersey (there was pointed
reference to the Jersey vehicle weighing 18 tons and carrying 56 passengers,
whereas rhe Sentinel cars for the main line railways weighed 30 tons to convey
the same number of passengers), but most attention was given to the four-wheel
Leyland railcar (diagram: Fig. 7 page 377) and to the Micheline railcars
with pneumatic tyres. Consideration was given to streamlining and to transmission
systems and to the problems of noise and vibration. H. Holcroft (407-8) was
critical of the thin flanges on the Michelin railcars. At the Newcastle
meeting on 27 Murch, 1934 the chair being taken by Mr. C.C. Jarvis (411-19)
G.W. McArd (412-13) advocated the use of railbuses on the Ponteland
branch..
Beckwith, H.G. (Paper No. 319)
Railway workshops organisation. 429-48. Disc.: 448-64.
Paper presented in the Argentine.The last Quarterly Meeting of the
1933 Session was held at the B.A.P. Athletic Club, Saenz Pena, on Friday,
zznd December, 1933, when a Paper, presented by Mr. H. G. Beckwith, Member,
entitled “ Railway Workshops Organisation,” was discussed. Fifty-seven
members and visitors attended. Due to the unavoidable absence of the Chairman,
Mr. J. G. Mayne, Mr. R. E. Kimberley kindly undertook to preside at the meeting.
With a shade temperature
Owen, A.B. (Paper No. 324)
Methods of dealing with engine repairs. 482-91. Disc.: 491-501.
Second Ordinary General Meeting of Birmingham Centre held at Queen's
Hotel, Birmingham, on Wednesday, 29 November 1933, at 6.45 p.m., the chair
being taken by Captain G. S. Bellamy.
Refers to variations in LMS pre-grouping practice. Topics covered included
boiler mountings, copper firebox stays, boiler tubes, superheaters, motion
pins and wheels, including tyres and wheel centres, and axles
Sanford: wished that the Author had been able to mention service repairs,
as well as general repairs, as the ideal was to so maintain the engines that
nothing needed to be done in the running sheds beyond periodical examination
and minor adjustments. It would also have been of interest if he had given
us some idea of suitable tolerances on the alignment of the frames and on
the squareness of the hornblocks for repaired engines. Also what did he consider
a suitable tolerance by which a cylinder can be allowed to depart from being
truly circular?
With regard to Kirkland’s remarks re the effect of wear in motion, tests
have been made on one engine from shopping to shopping and there was remarkably
little difference in the fuel consumption throughout these tests. It was
actually found that if an engine had new piston and piston valve rings fitted
you nearly brought it back to its original condition of efficiency, and the
main cause of engine deterioration was the condition of the liners and of
the piston valve rings and the main piston rings. The efficiency of the boiler
depreciated about 24 per cent. due to scale accumulating. When the motion
is run down, you get a lot of vibration and a movement of the reversing shaft
and reversing screw, which cause a certain amount of rattle. Thus there is
a definite limit to the amount of wear that you can allow in the motion pins,
but I would not say that this can be seen in the effect on coal
consumption.
We are now using piston heads screwed to the piston rod instead of the usual
taper end and nut, the end of the rod being riveted over. How is the head
to be changed and the rod again riveted over? At the other end of the rod
you have a taper shank which bottoms in the hole. How many times can this
be put on and off without the taper shank becoming loose?
Arnold, Conway (Paper No. 325)
Special train braking problems (vacuum brake). 502-20. Disc: 521-5.
Fourth Ordinar? General Meeting of the Manchester Centre was held
in the building of the Manchestar Literary and Philosophical Society, 36,
George Street, Manchester, on Friday, the izth of January, 1934, at 7.15
p.m., the chair being taken by Mr. J. N. Gresham
J.N. Gresham (521-2); K.R.M. Cameron (522); I.E. Mercer
(522) stated that the Webb steam brake was the "most useless brake ever
fitted". The author in reply to Caldwell mentioned the vacuum pump used on
the GWR.
Compton, J.N. (Paper No. 326)
The servicing of pooled locomotives, Bhusawal Division, Great Indian Peninsula
Railway. 527-87. Disc.: 1936, 26, 276-302.
Sixth Ordinary General Meeting of the Indian and Eastern Centre held
at Lucknow (India), on Wednesday 28 February 1934, at 6 p.m., the chair being
taken by Mr. J.J.C. Paterson. The Chairman: This is the second Annual//Third
Quarterly Meeting of the Session 1935 was held at the Rooms of the Centre
in Buenos Aires, on Friday, 20 September 1935. The chair was occupied by
the Chairman of the Centre, Mr. O. Steven, who opened a discussion on Paper
No. 326, “ The Servicing of Pooled Lccomotives,” read by Mr. J.
N. Cornpton, at Lucknow, on 28th February, 1934, and published in Journal
No. 120.
Bottomley, J.E. (Paper No. 327)
Welding. 588-610.
First Meeting of the W‘estern Branch of the Indian and Eastern
Centre was held at the Taj Mahal Hotel, Bombay, on Monday, the 26th March,
1934, at 6.30 p.m,, the chair being taken by Mr. A. L. Richardson, in the
unavoidable absence of Mr. Case.Presented in Bombay
Journal No. 121 (September-October 1934)
Gresley, H.N.
Presidential address. 617-23.
As well as a plea for a locomotive testing station (see below) Gresley
mentioned progress on diesel electric high speed railcars in Germany and
the USA. Votes of thanks were presented by Maunsell (623-4) and Stanier
(624-5).
About six years before French engineers, who were fully alive to the benefits
which would be derived by the provision of a testing station, persuaded the
French Government to have such a station and just over twelve months ago
the French station at Vitry, near Paris, was opened, and the following day
he saw one of the largest express passenger engines undergoing tests at over
60 mile/h on full load in the new station. This experimental
station is the most perfectly equipped in the world for carrying out analytical
and scientific research into the working of that most wonderful yet thermally
inefficient machine-the railway locomotive. The station has been described
in full detail in the technical press. It is of interest to note that the
hydraulic brakes, on the wheels of which the driving wheels of the locomotive
under test are carried, and which can be regarded as one .of its most essential
features, were of English manufacture. These brakes absorb the whole of the
power developed by the locomotive, and are of such substantial design that
each is capable of absorbing 1200 hp continuously for long periods. The plant
is designed to test locomotives having an axle load up to 30 tons running
at all speeds up to 100 mile/h/ Provision is made for six hydraulic brakes,
so that locomotives having six driving axles and capable of exerting up to
7200 hp could be tested. There were also four new dynamometer
cars fitted with the most modern recording appliances, attached to the station.
These were available for use in connection with trials in service on any
of the French railways, and can also be used for checking the results of
innovations which have been introduced as a result of research in the locomotive
experimental station. The total cost incurred in the construction
of the station was about £120,000, exclusive of the dynamometer
cars.
French railways, since the establishment some years ago of the Office
Centrale des Etudes de Material in Paris, have made such pronounced progress
in: the design and scientific development of their engines that to-day their
modern locomotives are second to none. The engines of the Paris Orleans Railway,
for example, have achieved results in the haulage of long-distance high-speed
trains of great weight over a severely-graded line which had never been attained
by engines of similar weight. In preparing the designs of the new eight-wheel
coupled express passenger engine recently constructed at Doncaster, I did
not hesitate to incorporate some of the outstanding features of the Paris
Orleans engine, such as the provision of extra large steam passages and a
double blast-pipe. There was no real novelty in these features, but the French
engineers had worked out the designs scientifically and had proved them by
the results obtained in actual service. The double blast-pipe has two nozzles,
each 5¾ins. in diameter, whereas the usual single blast-pipe has one
nozzle of about 5¼ins. diameter. The result is that the back pressure
on the pistons is reduced from about 7 or 8Ibs. per square inch to only about
2lbs. when running at speed. The establishment of the great new experimental
testing station at Vitry is evidence of the confidence and conviction of
the French engineers that progress can only be secured by full and complete
research.
What have we here in England? A small locomotive testing plant of
500 hp capacity, installed at the Swindon works of the Great Western Railway
thirty years ago by Churchward, whose tragic death last year we all deplore.
He was without doubt one of the most eminent railway engineers of recent
times, and we see evidence of his influence in the designs of the most up-to-date
engines of each of the great railways of this country. The Swindon plant
is, however, much too small for modern locomotives. There
are four dynamometer cars in existence on British Railways, all of which
he regarded as almost obsolete when compared with modern cars.
Before concluding my address, it is appropriate to refer to the tendency
to-day towards the speeding up of all trains, and to make some reference
to the extra high-speed passenger trains which have recently been introduced
abroad. In this matter Germany has taken the lead. In France a similar service
has been started on the Nord, between Paris and Lille, and Bugatti cars are
running on the Etat and PLM. In Holland and Belgium a number of Diesel-electric
high-speed units are working, but the speeds attained are not so great as
in Germany. On the other hand, it is claimed in the United States that even
higher speeds, up to 112 m.p.h. have been reached.
The question is naturally asked, why has nothing been done here beyond
speeding up the existing steam-operated trains? The answer, of course, is
the difficulty in finding on our congested railways a path for trains of
such exceptional speeds. The permanent way of the British railways is well
known to be the most perfect in the world, as is also the method of signalling,
and there is no question that trains of the highest speed contemplated can
be run with safety and comfort on our railways.
It is not suggested that speeds much in excess of 100 m.p.h. can
economically be maintained. The air resistance, notwithstanding scientific
streamlining, absorbs so much power. Experiments with models of existing
types of coaches carried out by the National Physical Laboratory show that
the air resistance of trains of average length, say twelve coaches, at 100
m.p.h., is approximately double that of similar trains at 70 m.p.h. In the
case of the " Flying Hamburger," in which I recently travelled, it is calculated
that 85 per cent. of the power generated by the Diesel engines is absorbed
in air resistance when running at 100 m.p.h. Streamlining is essential at
extra high speeds because air resistance of trains increases approximately
as the cube of the speed, but it is of comparatively negligible value at
lower speeds, up to, say, 50 m.p.h. I think that the day is not far distant
when heavy trains consisting of one class only will be run at speeds not
less than the best speeds of to-day, and that short extra high-speed trains,
for which a supplement will be charged, will be run between London and the
big industrial centres. The steam locomotive, however, of greatly improved
efficiency, as a result of the establishment of a locomotive experimental
station, will still continue as the chief power unit operating on our railways.
Votes of thanks by Maunsell and Stanier add to the interest of this
paper.
Moon, A.N. (Paper No. 328)
One hundred years of railway coaches. 626-52. Disc. 652-75. 24 illus.
Fifth Ordinary General Meeting of the Birmingham Centre was held at
the Queen’s Hotel, Birmingham, on Wednesday, 28 March 1934, at 6.45
p.m., the chair being taken by Capt. G. S. Bellamy.
History of passenger rolling stock, including the influence of earlier road
vehicles, such as stage coaches. Illustrated by a rich collection of pictures
from early Manchester and Leeds Railway third (fully open) and second (enclosed)
vehicles, via Pullman cars to the all metal electric multiple units used
on the Manchester to Bury line to the exteriors and interiors of Stanier
corridor vehicles. Not restricted to LMS vehicles as an early GNR articulated
vehicle is included, as well as vehicles for the London Underground and dofr
export. A.H. Whitaker (658) noted seeing Somerset & Dorset Railway coaches
in 1889 which still had luggage rails around the roofs. J.W. Beaumont (658-9)
noted that Webb radial axleboxes had been firstly applied to the leading
axles of compound locomotives, and then to coaches. In the case of the latter
bogies were also used, but not on locomotives..
Mailer, J. (Paper No. 329)
Waste, its elimination, reclamation of scrap material and its influence on
design. 679-705. Disc.: 705-20.
Argentinian paper: meeting at Alta Cordoba, on 8 June 1934.
110 members and visitors being present. The members left Buenos Aires at
4.0 p.m. on the 7th June by special train composed of brake van, dining car,
kitchen car, seven sleeping cars and observation coach, kindly placed at
their disposition by the General Manager of the C6rdoba Central Railway,
D.M. MacRae. Alta C6rdoba was reached at 7.50 a.m. on the 8th, when the visitors
from Buenos Aires were joined by 30 members of the Central Argentine Railway
who had travelled overnight from Rosario. After the meeting, which took place
in the Railway Institution, a vote of thanks to the Author and to the General
Manager of the C6rdoba Central Railway for the facilities placed at the
disposition of the Institution was accorded. The Chairman (Mr. J. G. Mayne)
introduced Mr. J. Mailer, who submitted his Paper entitled “ Waste,
its Elimination, Reclamation of Scrap Material and its Influence on
Design,” which was discussed by the members. After the discussion the
party inspected the C6rdoba Central Workshops and also a complete collection
of the articles made from scrap material, as mentioned in the Paper. The
members left Alta C6rdoba on the return journey at 8.0 p.ni., arriving at
Buenos Aires on the 9th June at 11.30 a.m. The train, consisting of 44 axles,
was hauled by a 4-6-2 type locomotive, No. 2073, burning coal, which ran
through to destination, a distance of 724 kilometres-a very creditable
performance.
Griffiths, S.
Connecting rod ends. 721-34.
MEETING AT PERTH, WESTERN AUSTRALIA, 22nd AUGUST, 1933. '1 he 2rst
Ordinary General Meeting of the Centre was h(.ltl at thc Railway Institute,
Perth, on Tuesday, the 22nd o f ihKLIst, 1933, at 8 p.m., the chair being
taken by Mr. R.N. Johnston. 'Hie Minutes of the Meeting held on the 25th
of July, 1933, wcre read, approved, and signed as correct. l'hc Chairman
then introduced hlr. S. Griffiths, who opciicd a discussion on " Connecting
Rod EndsDiscussion meeting held in Perth, Australia, introduced by S.
Griffiths.
Blackwood, G.W.
Crank pins. 735-43.
Discussion meeting held in Perth, Australia on 31 October, 1933,
introduced by G.W. Blackwood.
Journal No. 122
Collins, G.H.H. (Paper No. 330)
The manufacture and repair of locomotive boiler tubes. 748-72. Disc.:
772-84.
The Second Ordinary General Mcseting of the 1934-5 Session was held
in the hall of the Institution of Mechanical Engineers, Storey’s Gate,
on Thursday, 25 October, 1934, at 6 p.m., Mr. H.N. Gresley, President, occupying
the chair
Gresley (772-4) cautioned that he was much more
familiar with tubes from the point of view of their use. All locomotive engmeers
are greatly indebted to the manufacturers for the perfection to which they
have brought the tubes of to-day. I remember the old steel tubes which were
used many years ago, and which were very different from the tubes supplied
at the present time, So great has been the improvement in steel tubes I do
not know whether any manufacturers of copper tubes are present—that
copper tubes seem to have entirely disappeared from English railways,
notwithstanding the fact that copper has reached a lower price to-day than
it has fetched for many years.
In the matter of the repair of tubes, a small point which has interested
me is concerned with the flue tubes on the Great Western Railway. The Author
has stated that when these were taken out they had the screwed portion at
the end removed, and that this could happen three times before the end of
the tube was, as it were, closed up again to form a new portion which might
be screwed. My own experience is that when a screwed tube has had three runs
in the boiler it is not worth the expense of doing any more to it, as it
is so much pitted, even in districts where the water is pure and there is
no scale. In fact, for a tube to go more than three times is a very rare
thing. Some people, I am well aware, go to the expense of filling up these
small pit holes electrically, but I consider that the labour and the
cost—unless there are only a few odd holes here and there—do not
represent money well spent, and it is better to scrap the tube and have a
new one of which the engineer is perfectly sure.
The Author has also referred to the stretching of ordinary boiler tubes,
This practice has been introduced by the Great Western Railway and has been
a very good one indeed. I myself have copied it, as I have copied many Great
Western Railway practices. I remember an occasion when I went down to see
the works at Swindon and got Mr. Churchward to lend me the drawings so that
I could make a stretching bench for myself. Now, however, I consider that
the stretching method is not the best one; the cutting off of the ends, and
the flash welding of a new end is the cheapest and most effective practice
to-day.;
Fowler (not Sir Henry) got the impression that the repairing of locomotive
bailers was a very camplicated job. It seemed that if the boiler was fabricated
solely by welding, it would much simpler to repair by cutting with an
oxy-acetylene blow-lamp and inserting a new piece welded with the electric
arc, by which one can obtain a joint, the ductility of which is better than
the ductility of a riveted joint, both in the longitudinal and transverse
senses. A butt welded joint stands up to fatigue much better than a riveted
joint and it has higher efficiency so far as tensile properties are concerned.
For thase reasons, he could not understand why locomotive engineers persisted
in fabricating boilers by riveting, when numbers of high pressure boilers
for other than locomotive work are welded.
H. Holcroft The cost of locomotive boiler repairs was one of the main items
in the upkeep of locomotives, and anything that can be dane to. minimise
it is greatly to be desired. The Authar describes up-to-date shop methods
by which this can be accomplished, and he has evidently made a great deal
of progress; but it is of little avail to have good organisation unless the
bailer is taken. care of in service. The locomotive shed staffs can do a
great deal towards this, and so can the drivers and firemen in the handling
of their engines; but they cannot do everything if the design is not right
in the first place.
Early in his Paper, the Author stated :-" The thickness of copper through
which the heat has to be conducted is increased from 9/16in.
to 13/16in., and the heat transference is further impeded
by a.coating of scale on the water side. The heat conductivity of metals,
and of copper in particular, is so. great that there is only a difference
in temperature af a few degrees between the fire side and the water side
of the plate. It is true that scale increases the temperature somewhat,
particularly when it gets 1/8in. or less thickness, but I believe that a
great deal of over-heating is simply due to the fact that there is no "solid"
here to conduct the heat away. In other words, a great deal of attention
must be paid to the circulation of water in the boiler when the design is
got out. I remember that when I was at Swindon the late Mr. Churchward attached
great importance to this point, and always made sure there was plenty of
area at the bottom and sides of the boiler for the water to pass freely along
and fill up the front water leg. He increased the width of the tube to give
plenty of room between the tubes which were were imported from Sweden: he
had visited the works in 1912-13 to study their methods. All steel supplied
for locomotive tubes was known as "rimming" steel which was cleverly arranged
that the blow holes were situated in such a part of the ingot that when formed
into a billet and made into a finished tube they were midway between the
inner and outer tube. The late Dr. Stead, of Middlesbrough and others made
exhaustive experiments and found these blow: holes are completely welded
up. During WW1 Messrs. Steel Peech and Tozer were able to produce this steel
in Britain.. H. Chambers (775) noted that the worst problem with pitting
or necking occurs near to the copper tube plate. Two theories have been
promulgated: the first is due to the effects of expansion where the finish
scale is broken away leading to corrosion; or is due to electrolytic action
where the tube is close to the copper tube play. He also wondered if beaded
tubes were worth the extra expense. J.A. Richards (775) commented on the
composition of the steel used for tube manufacture: it needed to have a very
low phosphorus and sulphur contents. J. Clayton, (776) noted that tube
manufacture should be standardized and that one of the Southern Railway works
still stretched tubes, and that tube stretching was extremely useful during
WW1.. R.H. Whitelegg (777-8); T. Henry Turner (779-80) on zinc attack; K.
Cantlie (780-2) experience in countries other than Britain.
Wells, G.M. (Paper No. 331)
Modern machine shop methods and equipment. 785-824. Disc.: 824-5. 22
illus/diagrs.
Eighth Ordinary General Meeting of the 1933-34 Session held at the
Institution of Mechanical Engineers, on Thursday, 12 April 1934, at 6 p.m.,
Major Charles Williams, C.B.E., President of the Institution, occupying the
chair.
Fourth Ordinary General Meeting of the Newcastle Centre held at the Royal
Station Hotel, Newastlc, on Tuesday, 30 January 1934, at 7.30 p.m., the chair
being taken by Mr. C.C. Jarvis.
The need for improved methods of producing flat surfaces which prior to the
early 19th century had to be laboriously chipped and filed called into being
the family of reciprocating machines, the planer, shaper and slotter. In
effect, the planing machine is a development and an inversion of the slide
rest. Matthew Murray, of Leeds, is said to have built one in 1814, to plane
the surfaces of Watt’s D slide valves, whilst claims have been advanced
by about half-a-dozen other men for having invented and built planing machines,
independently, at that period. A direct descendant of the planer is the shaping
machine, invented by Nasmyth in the early 1830s and first known as
Nasmyth’s steam arm..
Hoare, G.E. (Paper 332)
Tool room practice in the central locomotive works, Moghalpura. 826-57. Disc.:
857-64. 13 diagrs.
First Ordinary General hleeting of the Northern Section of the Indian
and Eastern Centre was held at Delhi, on Saturday, 27 January 1934, the chair
being taken by Mr. H. Jackson.
North Western Railway Workshops where toolmaking was examined in the following
order :-
(i) hardening of carbon tool steel.
(ii) heat treatmcnt of high speed steel tool tipping and the economies effected
thereby.
(iii) case hardening.
(iv) jigs and fixture.
(v) gauges.