Journal Institution of Locomotive Engineers
Volume 25 (1935)
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Journal No. 123
Sedgfield, J.R. (Paper 333).
Machine tooling methods and machine shop re-organisation. 1-84. Disc. 84-110.
[Part 2] 112-60. Disc.: 160-72.
Presented at the Perez workshops Central Argentine Railway on Friday
23 March 1934 chaired by J.G. Mayne.The Paper was built round the work of
these shops and this includes the illustrations and a folding plan of the
layout of the Works.
There were seven specialised locomotive machine shop sections where the machines
were grouped together to perform certain ranges of work:
Wheel Section.
Axlebox Section
Crosshead Section
Rod Section
Motion Work Section
Brake Gear Section
Boiler Stay Production Section.
As most of the more interesting and important locomotive machining operations
were performed in these sections, they were dealt with in some detail, section
by section. The remainder of the machine shop can also be divided up conveniently
into four separate sections:
Fabrication Section.
Brass Shop.
Tool Room.
General Section.
The specialised brake gear section and the general section do not offer any
points of particular interest, and they will therefore be dealt with last
of all and in as abbreviated a manner as possible.
Presentation of thr Alfred Roslin Bennett Award to C.A.
Cardew. 169-72. illus.
Correspondence between H.A. Harrison, Secretary of the Institution
with H. Young CME of the New South Wales Government Railways in 1934 concerning
the Award to C.A. Cardew for his paper Some observations on the practice
of providing lead with the piston or slide valves of modern locomotives
(Paper No. 306) in Volume 23.
Journal No. 124
Sanders, T.H. (Paper No. 334)
The evolution of railway vehicle suspension. 183-211. Disc.: 211-17.
Paper presented at the Third Ordinary General Meeting at the Institution
of Mechanical Engineers on Thursday 29 November 1934 at 18.00: Charles Williams
(Past-President) in the Chair.
History of suspension systems for both locomotives and rolling stock from
the very earliest days through to "contemporary practice" on the Michelin
and Bugatti railcars, and in the several types of resilient wheel then available.
Rubber is considered as a spring material and is mentioned in both a historical
context and in contemporary applications. The effect of permanent way is
considered, although incorporating rubber into that is not mentioned. Discussion:
W.F. McDermid (211-12) noted the problem of ride on locomotives. H. Holcroft
(212) observed that the diamond frame bogie acts "more or less" as a spring.
He also observed that suspension is a key element in vehicle safety. H.I.
Andrews (213-14) noted that the author had applied Belleville Washers to
electric multiple units where space was restricted and the author responded
that Belleville Washers had been used mainly in artillery.
Paper awarded Alfred Rosslin Bennett Prize
Larkin, E.J. (Paper No. 335).
The progressive system of workshop training. 219-32. The embryo locomotive
engineer. 233-44. Disc.: 245-52 + 4 folding plates. 11 diagrs.
Paper presented at the Queen's Hotel, Birmingham on 19 December 12934
at 18.45: Chairman G.S. Bellamy.
Organization of apprentice training for trade apprentices on the LMS at Derby
Works, with some considferation given to the training of Engineering Apprentices,
Premium Pupils and Engineer Pupils.for entrants with an honours
degree..
Wagner, R.P. (Paper No. 336).
High speed and the steam locomotive. 254-69. Disc.: 269-85. 5 illus., 6 diagrs.
Gresley was critical of Wagner's large (7 ft 6 in) driving wheels,
the ratio of locomotive weight to that of the train (120 : 220 tons), low
degree of superheating and the lack of a double blast-pipe.
McDermid, W.F. (Paper No. 337).
Brakes for streamlined railway vehicles. 309-42. Disc.: 342-68. 4 diagrs.,
2 tables.
The Fifth Ordinary General Meeting of the 1934-35 Session was held
in the hall of the Institution of Mechanical Engineers, Storey's Gate,
Westminster, on Thursday, 31 January 1935, at 6 p.m. Mr. H.N. Gresley, President,
occupying the chair.
Factors which influence braking performance include journal friction; rolling
friction; track resistance; flange action; air resistance and the effcet
of wind. Brakes are affected by adhesion and notably by wheels skidding.
Measures to evaluate braking efficieny (the rate of retardation) are examined.
The friction of brake blocks is influenced by pressure, temperature, speed
and hardness. There are several references to the work of Douglas Galton.
The wear of brake blocks is related to their hardness. Gresley
chaired the meeting and introduced the discussion (pp. 342-4) who considered
that the author had placed too great stress on cast iron brake blocks. He
noted that the German high speed trains, Flying Hamburger, are fitted
with electro-pneumatic brakes, slipper brakes, of the type fitted to tramcars.
These are cobined with Ferodo drum barkes, He commented on Michelin railcars
fitted with pneumatic tyres and commented favourably on their performance
on wet rails. See A4 class: Gresley contributed to discussion. "Streamlined"
implied high speed rather than streamlined per se. Fifth Ordinary
General Meeting of the Newcastleon- Tyne Centre held at the County Hotel,
Newcastle, on Tuesday 19 March 1935, at 7.15 p.m.; chair taken by G.M.
Wells
Place, P. (Paper No. 338).
Locomotive testing plants (with special reference to the Testing Plant at
Vitry). 380-406. Disc.: 406-15. 14 illus., 2 diagrs.
Eighth Ordinary General Meeting held in the hall of the Institution
of Mechanical Engineers, Storey’s Gate, Westminster, on Wednesdap 17
April 1935, at 6 p.m., the chair being taken by the President, H.N. Gresley
Gresley opened the discussion (406-8): 'One of the
points that impressed me very much in the Paper was the Author's statement
in the last paragraph but one: "Tests repeated under identical conditions
at several weeks' interval on the same locomotive give results which only
differed very slightly, for example, by 5 to 10 h.p. on 1,500 h.p." That
means that if you put an engine on the plant and set the brake so that the
speed of the engine is, say, 120 kilometres per hour and you have a full
boiler pressure, the regulator open fully, and the valve gears arranged for
a certain cut-off, say 20 per cent. or 25 per cent., a month afterwards you
can put that same engine on the plant and you will get exactly the same power
recorded. You can do it over and over again, and, if you repeat the conditions
of the engine, you get the same power recorded on the chart. If you vary
the engine, make a slight alteration in the valve gear and a slight alteration
in some detail of the cut-off, and put the engine on the plant again, you
will get different results. As all the conditions have been constant under
the two tests, you can be fairly certain that the differences which are recorded
are due to the different fittings or the differences that you have made in
the engine. Thereby you can assess with almost complete certainty the value
of any new fitting which can be applied to an engine. If you have not got
a testing plant and you run the engine on the road, make an alteration to
it and run it on the road another day, you may get entirely different results.
If you run it on the road a third day, having restored the engine to its
original condition, you get further different results. The same engine running
day after day gives entirely different results owing to differences of
weather, of speed and of wind. All those variables are e1iminated in
a testing plant.
H.J. Gough (408) was especially impressed by the Amsler dynamometer. Stanier
(409) who had visited the Vitry test plant supported both Gresley's observations
and the general appreciation of the Vitry plant.
Murray, G.L. (Paper No. 339)
A system of limit gauging controlled by colours, with special reference to
valve gear maintenance. 418-30. Disc.: 430-43. 3 illus., 8 diagrs.
Paper presented in London on 3 January 1935. Intended for an illiterate
workforce in the Sudan. Suggested that "go"/"no go"" gauges for valve gear
maintence had originated at Horwich Works in about 1920..
Journal No. 126
Clarke, C.W. (Paper No. 340)
Notes on the design and equipment of a modern railway dynamometer car, from
an operating point of view. 447-76. Disc.: 477-96.
Based on experience gained on the Great Indian Peninsular Railway
and other railways in India of a car which was originally described in
Paper No. 282.
Rudgard, H. (Paper No. 341).
Motive power matters. 497-519. Disc.: 519-36. 7 illus., diagr.
Compared straight sheds with round houses: latter are more difficult
to build and maintain and are vulnerable to failure of the turntable/s. The
foreman's office should give a clear overall view. Lighting. LMS standard
pit. Locomotive availability. Repairs. Availability of tools. Drop pits for
coupled wheels. Periodical and mileage examinations. Periodic maintenance.
Washing out. Hot water system saved time, but required fixed equipment. Reporting
repairs. Stores. Costing. Shed staff. Lodges or barracks. Oil. Casulaties.
Shopping. Coaling plants. Mechanization. Ash removal plants. Sand furnaces,
including Kelbus sand dryer. Water sofenting. Breakdown work. Discussion:
G.S. Bellamy (519-20) asked about the provision of powered turntables and
whether mechanized cleaning had been implemented. D.W. Sanford (520-1) commented
on the change in the construction of brick arches: slab bricks had been
introduced. He was critical of throwing out the fire which led to rapid cooling
of the firebox. E.S. Cox (521) considered that there was a lack of mechanical
training for footplate crews. Wilkins (521-2) spoke about grease lubrication
and shed heating. Sidewell (522) intervals between washing outs and fire
dropping. Stephens (522) argued that hot water washing out reduced the stress
on the boiler and firebox. Geary (522) asked whether training was supplied
to depots which operated Caprotti fitted locomotives. R.S. Hall (522-3) noted
that a form of mechanical cleaning was applied to locomotives entering works
for overhaul on the Federeted Malay States Railway..
Arnold, Conway (Paper No. 342)
Practical vacuum brake maintenance on goods vehicles. 537-51. Disc.: 551-6.
3 diagrs.
Presented in Manchester on 19 February 1935. Based on experience gained
in India between 1919 and 1928 during a transition period from partially
braked to fully braked freight trains.
Journal No. 127
Carr, A.C.
Presidential Address. 570-94 + 2 folding maps.
Indian railways: their huge extent. Tended to reflect the Bengal Nagpur
Railway on which the President was employed. Many of the illus. are of BNR
locomotives (which included De Glehn compounds and Beyer Garratts). Achievements
recorded included the general use of superheated steam, the adoption of poppet
valves, a 25% increase in the average tractive effort of the broad gauge
locomotives over ten years, the general adoption of full vacuum braking on
the broad gauge and the use of electric headlamps on the broad gauge from
1919. Coaching stock was generally bogie type and lit by electricity or gas
(the latter being phased out). Over 75% of freight stock was fully braked
on the broad gauge.
Willcox, S.T. (Paper No. 343)
A method of forecasting engines for heavy repairs, with reference to stores
stock. 595-603. Disc.: 603-8.
Paper read at Perambur, India, on 23 November 1934.
Black, A.H. (Paper No. 344)
A review of tool room practice on an Argentine railway (yesterday, to-day
and to-morrow). 611-42. Disc.: 642-71.
Journal No. 128
Topham, W.L. (Paper No. 345)
The application of oil as a fuel for the modern locomotive. 684-730. Disc.:
730-59.
Although mainly concerned with the application of oil firing on the
Buenos Aires Great Southern Railway, the author does survey earlier developments
in Britain: the Holden patented apparatus is described together with its
application on the Great Eastern Railway; by J.F. McIntosh on the Caledonian
Railway during the 1912 coal strike; by Coey on the Great Southern &
Western Railway in Ireland, and "Malcolm of the GNR of Ireland [sic]". The
Scarab system was used on the Highland Railway Clan class (the performance
of one so fitted is described. The Scarab system was also used on the LSWR,
GNR (Gresley), GCR, NBR and Metropolitan Railway. The Mexican trough system
was used on the Midland Railway, and by the LMS during the 1926 General
Strike.
Cox, E.S. (Paper No. 346)
Locomotive wheels, tyres and axles. 761-87. Disc.: 787-828: 1936, 36.
807-32.
The design, construction and maintenance af the components were
reviewed . Success in freedom from failure was achieved by the close
attention to.detail — owing to the long life af the components, definite
results took a long time to establish. Old material, old methods and bad
practices af the past had to be allpwed to live their lives out, as the cost
af wholesale replacement wauld have been prohibitive. Salient recurring features
were the need for accurate measurement and for accurate machining an the
practical side, neither af which were impossible, but had to be commercially
justifiable. On the design side there was still much lack af knowledge: the
loads transmitted through the wheels from the rails, the exact effects af
shrink fits and press fits, the distribution af strains in a wheel centre
and the inter-pressure between the wheel and the tyre.. Scientific work was
being done an such matters – Prof. Coker's experiments with polarised
light far example –- but a connecting link was still required between
the more abstract consideration af the problem and the man on the drawing
board who had to produce the practical design, and this is a matter essentially
suitable for the experimental and research organisations now existent on
our British railways to follow up.
Discussion: T. Henry Turner (798-9)
noted Cox's reference to the use of copper in an endeavour
to prevent corrosion between tyre and rim. This was a choice of the wrong
metal, copper being electro-positive to iron; if water can get at the two,
the copper will rather aid the corrosion than prevent it. If zinc were
substituted the same cushioning effect is achieved and much better protection
from corrosion. The zinc might be metal sprayed on to the rim.
Turner .was disappointed that materials had not been considered more as the
tup test and the drop test are rather futile, and the reliance on ductility
is misplaced. What one requires to know is the notch brittleness or the fatigue
strength of a material. These high carbon steels are extremely sensitive
to slight differences in their surface. If one takes a steel with round about
0.5 carbon and a 'high manganese content, which improves it .in this respect,
one can get 150 ft. lbs. on an ordinary smooth, well-polished bar. With rough
machining the figure would be 120 ft. lbs. If put in acid to corrode it the
figure comes down to 70, and if an Izod notch is put in and calculate the
steel on the same cross-section it will be down to 5 ft. lbs. Engineers fail
to realise how susceptible these materials are. We do not only want ductility,
which is merely the power of giving way without fracture when stressed.
Inadequate bridging between spoke and spoke in the wheel centre allows the
tyre to flex and puts tensile stresses on the inside surface of it, and under
such working conditions fatigue resistance and notch brittleness are
needed.
He was very pleased to see the stressing of the need to round off the edges,
particularly on the inside of tyres. but saw no special reference to heat
treatment, and railway engineers may not be thoroughly au fait with the
development which has taken place in the automobile industry, where almost
every piece of material coming into the works is heat treated to make it
easily machinable, and then, later on, heat treated to give the mechanical
strength. He wondered whether machining costs could be reduced if, in
collaboration with the steel maker, the steel was delivered with a large
ferrite network, and later on, when ready for final machining, given subsequent
heat treatment to give fine grain for the best mechanical properties. Among
causes of failure mentioned, no reference was made to identification marks;
but they are frequently put in criminal places, and no doubt in axles and
tyres they have caused many failures.
White metal penetration takes place when one gets a hot bearing, and is one
of the causes of failure. Unfortunately, white metal coming in contact with
hot steel penetrates the steel almost like a knife: there is a Paper presented
to the Institute of Metals which shows that phenomena. Finally, we have always
been a little mystified as to whether in a crank we require the strength
in movement or the resistance to movement. In other words, for years we have
talked of the ways in which flow-lines should be found in a forging for a
crank, and now we find some of the very finest internal combustion engines
using cast iron crank shafts and cast iron cam shafts. They have not turned
to cast iron for cheapness, but because it gives greater rigidity, better
life and fewer breakages. The Author gives, under the heading of "Experimental
Crank. Axles," some things which might be tried, but before trying welding,
which leaves uncertain internal stresses in the material, I should like to
try some of the alloy cast irons, which are not often found in railway foundries
but which are available and give tonnages up to 40 tons, and which are quite
comparable to the steels to which we have been accustomed. .
Later discussion took place in Buenos Aires (Volume 36): P.L. Falconer (807-11);
F. Davis (811-12); B.G. Watts (812-14) who noted H. Holcroft's comments on
tyre heating and fastening; H.V.M. Fell (819-21); E.C. Noble (821-2)