Journal of the Institution of Locomotive Engineers
Volume 30 (1940)
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Journal No. 153
Bulleid, O.V.S. Presidential Address. 7-12.
As a prelude to the Opening of the Session, members were invited to
meet for lunch at the Waldorf Hotel, Aldwych, London, on Thursday, 14 December
1939, Some 132 members partook of the repast and most of these stayed on
to the General Meeting which followed at 2.30 p.m.
Very dull: concerned arrangements made for mechanical and electrical engineering
during WW2: Committee chaired by Sir Nigel Gresley and membership of Fairburn
and Stanier from the LMS, Graff-Baker from the LPTB. Richards from the LNER,
Collett from the GWR and Raworth from the Southern. Sir Nigel Gresley proposed
the vote of thanks..
Mills, F. (Paper 412)
The fabrication of the locomotive frame by arc welding. 13-57. Disc.:
57-66.
31st and 32nd Ordinary General Meetings of the Western Australian
Members held at the Railway Institute, Perth, Western Australia, on Friday,
19 May 1939, at 8 p.m.. and Friday, 21 July, at 8 p.m.: the Chairmen being
respectively Mr. T. Marsland and Mr. F. Mills: paper read at 31st Meeting
and discussed on 32nd Meeting on 21 July 1939..
Journal No. 154
Andrews, H.H. (Paper No. 413)
Electric motor coach trains. 96-130. Disc.: 131-40.
13 Marcli 1940, in. London.
Discussion: C.F. Fairburn (131-5) described LMS experience of the Wirral
electrification; F.N. Beasant (135-6) described the use of electric motor
vans (i.e. parcels vans with haulage ability) on the LNER Tyneside
electrification; W.A. Stanier (136-7) noted the use of lightweight rolling
stock for the Southport electrification. W.S. Graff-Baker (137-40) recorded
problems with bearings. J. Pelham Maitland (141) complained about vibration
in EMUs; C.B. Unwin (141-2); A.N. Moon (142-3 and written communication 145-7)
commented about weight reduction in the Southport units; Brian Reed (144-5)
commented on the high speed electric units used between Paris and Le
Mans..
Fell, E.W. (Paper 414)
Modern locomotive boiler shop practice. 157-206. Disc.: 206-13.
Annual General Meeting of the Manchester Centre, Session 1939-40,
held at the Literary and Philosophic Society’s Rooms in Manchester,
on Tuesday, 21 March 1939, at 7 p.m.: chair taken by Mr. F.W. Abraham.
F.W. Abraham (206-7); G.R. Nicholson (207) use of steel castings by LMS;
J.F. Harrison (207-8) use of sling stays and copper welding; J.W. Thompson
(205); E.M. Gass (209) practice at Horwich; D. Patrick (209-10) note on
combustion chambers; G.F. Horne (210).
Clayton, Thomas (Paper No. 415)
Notes on the design of wagons for broad gauge railways in Argentina. 219-49.
Disc.: 249-72.
Second Quarterly Meeting of the South American Centre of the Institution
of Locomotive Engineers was held on Thursday, July 6th, 1939, in Rosario,
Argentina, Mr. F. Campbell, Chairman, presiding. Members of the Centre left
Buenos Aires by the night train on the Central Argentine Railway for Rosario.
By kind permission of the General Manager of the Central Argentine Railway,
the meeting was held at the Railway Company’s Clubhouse at Perez.
Wall, H. (Paper 416)
Locomotive boiler lagging and sheet metal work. 273-85.
Sixteenth Ordinary General Meeting of the Western Branch held at the
Conference Room of the Bombay Electricity Supply and Tramway Co.’s Offices
on Friday, the 26 May 1939, at 6.15 p.m.: Chair being taken by Mr. T.
Cooper.
Practice in India.
Journal No. 156
Cardew, C.A. (Paper No. 417)
The making of comparative efficiency tests with locomotives on the road.
294-356. Disc.: 356-64.
Third General Meeting of the New South Wales Branch of the Institution
took place in Science House, Sydney, on Thursday, 16 November, 1939, at 7.45
p.m. Forty-five Members and Visitors attended, amongst the latter being Mr.
F.C. Garside, Assistant Commissioner for Railways. The Chair was taken by
Mr. H. Young, Chief Mechanical Engineer of New South Wales Dept. of
Railways.
In dealing with the subject it is intended to present it in the form of some
notes traversing such aspects as:
(1) General considerations relating to test conditions.
(2) Coal and water supplies, and their measurement.
(3) Some test apparatus, and factors affecting accurate results in its design
and application.
(4) A consideration of some details which affect the obtaining of truly
comparative data.
(5) The tabulation of mean test results and the making of deductions therefrom
relative to comparative efficiency of performance and the determining influence
of economic factors.
It should be stated at the outset that in this Paper it is not proposed to
make reference to tests conducted with the air of a dynamometer car, for,
whilst in all locomotive testing the use of such a car is an extremely valuable
adjunct, and in some cases a necessity, all railways have not one at their
disposal ; and, furthermore, dynamometer equipment and its use is, in itself,
an extensive subject, and is best dealt with in a Paper devoted solely to
it. Tests made without a car, however (especially under certain conditions,
to be referred to later, which afford a greater degree of constancy of
controlling factors than may otherwise apply, and provided that the limitations
applicable to such testing be recognised), can supply surprisingly accurate
data and reliable results.
Discussion: the Chairman, H. Young, (356-7) noted that in France,
much success has been achieved due to testing, where M. Chapelon has produced
phenomenal results in reducing steam consumption. Sir Nigel Gresley has done
a lot to perfect the locomotive. He has been responsible for initiating the
complete plant for testing locomotives, now being built at Rugby. The value
of the dynamometer car is fully realised here, and what such equipment would
do in the way of making possible further progress in locomotive design, as
well as the stationary testing plant.
Journal No.157
Cochrane, R.C. (Paper 418)
Some remarks and observations regarding the introduction of diesel traction
on the Buenos Aires Midland Railway. 371-92. Disc.: 392-413.
Third Quarterly Meeting of South American Centre held on Saturday,
30 September 1939, when Mr. F. Campbell, Chairman, presided.
Passenger traffic was relatively low, and after an experiment with Sentinel
locomotives (where the only economic gain was decreased fuel consumption)
the railway turned to diesel traction. P.C. Dewhurst (p.
403-4) commented on railcar design..
Journal No. 158
Pargiter, G.M. (Paper 419)
Modern locomotive shed running practice. 431-65.
Opening General Meeting of the Session arranged to be held at the
Institution of Mechanical Engineers, Westminster, on Wednesday, 30 October
1940, at 5.30 pm., SUBSEQUENTLY POSTPONED
Based on experience in LNER North Eastern Area. Refers back to
Papers 392 (1938) and 397. Includes observations
on turntables, sand driers, breakdown cranes and staff, the advantage of
wheel drops over sheer legs for repairing damaged bearings, machinery which
should be available for maintenance.
Morton, H. (Paper No. 420)
Progress in locomotive foundry practice with reference to locomotive castings.
466-96. Disc.: 496-501.
The sixth Ordinary General Meeting of the Birmingham Centre held at
the Midland Hotel, Derby, on Wednesday, 15 March 1939, at 7 p.m.: the Chair
being taken by Major G.S. Bellamy.
1. Physical properties of cast iron with reference to B.S. Specifications
2. Effect of graphite size on properties.
3. Modification of graphite size: Inoculation, Alloy additions, Low carbon
irons.
4. Wear resistance.
5. Heat resistance.
6. Melting — Cupola furnace.
7. Melting — Other types of furnaces.
8. Foundry practice.
9. Cylinder production. Specifications.
10. Cylinder details.
11. Mechanisation-Sand plant.
12. Mechanisation-Complete.
Much progress had been made in the development of cast iron in its application
for general engineering purposes, and in this short Paper the Author reviewed
improvements made so far as they affect the locomotive engineer, and considered
the advance in production technique necessary in the manufacture of iron
castings to meet more stringent specifications.
Cast iron has generally been regarded by the engineer as a weak, brittle
and unreliable material having a safe working load of 1½+-2 tons in
tension and from 5 to 7 tons in compression, and therefore its field of
application has been limited to unimportant components, and without due regard
to particular service conditions such as heat, corrosion and wear resistance.
Its particular advantage lay in the fact that in comparison with other ferrous
materials, it possessed capacity to be readily cast into intricate shapes
with accurate reproduction of mould profile on a repetition basis and at
a low cost.
British Standards Specification No. 321, issued in 1926 for general iron
castings. summarised.
Discussion: W.R. Carslake (697) noted the need for moisture control in the
sand.