Journal Institution of Locomotive
Engineers
Volume 35 (1945)
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Journal No. 183
Clarke, C.W. (Paper 450)
Technology of the heat treatment of steel. 3-29. Disc.: 30-8.
.Meeting of Western Branch of the Indian and Eastern Centre held at
Bombay on 17 December 1943: Mr. H.P. Renwick occupied the Chair.
Indian paper: problem arose during WW2 that there were an inadequate number
of plants capable of heat treating steel. The. object of heat treating steel
is heat to improve its physical and mechanical propaerties. Treatments include
Sanford, D.W. (Paper 451).
The relationship between smokebox and boiler proportions. 40-53. Disc. :
53-76. 5 diagrs., 2 tables.
Third Ordinary General Meeting held at Institution of Mechanical
Engineers, London, on Thursday, 30 November 1944, at 5.30 p.m.: Mr. W. S.
Graff-Baker, President of the Institution, occupying the chair. Repeated
at First General Meeting (Session 1944-45) of the Birmingham Centre held
at the Midland Hotel, Derby, on Wednesday, 31 January 1945, at 7.30 p.m.:
chair being taken by Mr. E.S. Cox.
Attempted to find a relationship between the proportions of the chimney and
blast pipe on the one hand, and the boiler proportions on the other. The
factors involved were many and variable, and it was impossible to arrive
at suitable dimensions solely by calculation. The final adjustment still
depended on trial and error: nevertheless, theory was of considerable help
in enabling the designer to avoid major errors, and was also of considerable
assistance towards a correct interpretation of eflects which are observed
during actual trials.
Discussion: O.V.S. Bulleid (53-5) was highly critical of he use of
a mercury U-tube for measuring smokebox vacuum and advocated the Cambridge
Instrument developed with Gresley. Described his WW2 experiment of fitting
a locomotive with two separate chimneys in an attempt to break-up the exhaust
trail. He advocated larger chimneys with a 7 to 1 ratio rather than the more
usual 3 to 1 ratio. and cited work on Lord Nelson class chimneys H.I. Andrews
(55-6) commented upon smokebox efficiency and its measurement; E.S. Cox (56-9)
thought that chimneys might "certainly be made larger than at present" and
noted that the Duchess Pacific with double chimneys were working at nearly
the Author's suggested criteria. He also described the evolution of tube
sizes in the Jubilee class boilers which attained 1 7/8 inch ith a double
chimney; W.F. McDermid (59) noted that Great Eastern locomotives working
on Brentwood bank with a full regulator had a clear exhaust when notched
up and Sanford noted that the thickness of the fire was essential for good
steaming; E.C. Poultney (59-60); T. Henry Turner (60); H. Holcroft (61-2)
asked why quite small leaks into the smokebox had such a major influence
on steaming and Sanford in reply could give no sound reason; W.F. McDermid
(62) noted his own papers in Journals No. 108 and 112 (1932/3); W.H. Hutchinson
(62-3) commented upon the very small chimneys fitted to some GWR locomotives,
notably the 43XX class - Holcroft replied that these were designed using
the Goss formula; Hutchinson also refered to the square Belgian chimneys
which E.W. Selby noted were square inside and Sanford noted that such chimneys
were sound as there was a great surface area for a given cross-section. Presented
at Derby on 31 January 1945 with E.S. Cox as Chairman (remarks 69-71); T.
Baldwin (71); J.W. Caldwell (71-2) noted the power loss in exhaust due to
back pressure; G.F. Horne (72) noted that the US
2-8-0s combined good smokebox vacuum with soft exhaust; E. Durnford noted
Chapelon's use of large steam passages; E. Sharp (73) observed that smokebox
vacuum varied with different rates of working; D.W. Peacock (74)
MEETING AT DERBY, ON 31st JANUARY, 1945. 69
The convener and acting Secretary being Mr. E. Durnford, who said
that the last occasion that that Centre of the Institution-met was on the
15th March, 1939, in that hotel, to hear a Paper on “ Progress in the
Iron Foundry,” and since then there had been no meeting of that or any
other local Centre. In the time which had elapsed since then, their Chairman,
1,ieut.- Col. G. S. Bellamy, had moved permanently to Scotland, and their
Hon. Secretary, Mr. F. J. Pepper, had gone with him. Their Vice- Chairman,
Col. H. Rudgard, had gone south to London, and the Committee by the terms
of its appointment no longer existed, because it was retired formally as
from May 3Ist, 1941. A temporary committee, consisting of the following members
of the old committee, Messrs. Bailey, Spital and Hall (representing Birmingham),
and Larkin, Rankin and Sanford (representing Derby), with the addition of
Messrs. Cox; Caldwell and Durnford; Mr. Cox acting as Chairman and Mr. Caldwell
as Hon. Sec. The Chairman then introduced Mr. D. W. Sanford, who read his
Paper, entitled “ The Relationship Between Smokehox and Boiler Proportions.
”
Journal No. 184
MEETING IN LONDON, 22ND FEBRUARY, 1945. 83-4
The President announced with the greatest regret the decease of Mr.
A. C. Carr, V.D., which took place at his home in London on January 25th,
1945. Mr. Carr, who became a member of the Institution in 1917, was elected
a Member of Council in 1925, and was President for the Session 1935-36. The
members stood in silence for a few momepts as a token of respect. The minutes
of the meeting held on 25th January, 1945, were read by the Secretary, and
were confirmed and signed as correct. The following applicants for membership
were duly elected :
The President said it was necessary for the Corporate Members present to
choose two or three scrutineers for the purposes of the ballot to be held
at the Annual General Meeting for the election of Members of Council to fill
the vacancies and invited nominations. None being forthcoming, he suggested
the appointment of Mr. Selby and Mr. Lynes, on the understanding that, if
one of these gentlemen were unable to attend, the other might co-opt someone
to take his place. This was agreed to.
Collins, A.F. (Paper 452)
Power-operated doors for railway rolling stock. 84-104. Disc. 104-9.
Fourth Ordinary General Meeting held at the Institution of Mechanical
Engineers, London on Thursday, 22 February 1945, at 5.30 p.m., Mr. W.S.
Graff-Baker, President of the Institution, occupying the chair.
The President, in introducing the reader said that Mr. Collins had been
associated with the development of door mechanisms for the London Passenger
Transport Board’s rolling stock since the first practica1 doors were
put into service, which meant going back to 1918, from a design point of
view. He therefore knew a great deal about his subject, a fact which would
be confirmed by his Paper. Anyone who wanted a practical demonstration of
his knowledge had only to take a Tube train.
When the London 'Transport tube lines were first built it was considered
sufficient to provide a gangway at each car end with a door in the car body
giving on to this gangway which was enclosed by collapsible steel gates operated
by a gateman. A crew for a six-car train consisted of a driver and five gateinen,
one situated at each pair of gangways, the rear one acting as guard. This
arrangement under crowded rush hour conditions interfered with passenger
movement, whilst the number of staff was disproportionate to the number
of passengers carried. The problem became most acute on the end cars which
had one gangway only. When rolling stock was constructed in 1917 for the
Central Line extension from Wood Lane to Ealing Broadway, the end cars were
designed with an additional doorway with a hinged door, arranged to be closed
by means of door checks and to be held locked in the closed position until
released by the guard. The London Electric Railway was experimenting on similar
lines with cars built to this pattern: the stock jointly owned by the London
Electric Railway and LMS for operating the Watford service had cars fitted
with centre doorways of controlled by the guard. Besides not being
unsuccessful mechanically, it did not solve the excessive number of staff
employed. Thc London Electric Railway put into service in 1920 forty new
trailer cars fitted with pneumatically-operated doors at the middle and at
each end, and converted, to run with these cars, twenty motor cars fitted
with double centre doorways and an end vestibule doorway for the guard. Two
guards were employed, each controlling half the train doors from the appropriate
motor car. The success of this arrangement was apparent.
Discussion: g public. W.A. Agnew (104-5) stated that the first use of
air-operated doors in Britain was on the District Railway in 1905, when over
400 cars were fitted with air-operated sliding doors, and also had centre
doors. It was true that those doors had a very brief existence; the public
did not like them, and even the comic Press made fun of them.
White, J. (Paper 453)
Notes on braking of railway vehicles [with special refernce to compressed
air equipment]. 110-130. Disc.: 130-8.
Joint Meeting of the Institution of Locomotive Engineers, and the
Institution of Engineers, Australia (Sydney Division) held at Science House,
Sydney, on 7 December 1943: The Chairman of the Mechanical Engineering Branch
of the Institution of Engineers, Australia, was in the Chair.
Turner, T. Henry (Paper 452)
Prevention of corrosion and corrosion fatigue. 159-204. Disc. 204-20.
Sixth Ordinary General Meeting of the Session 1944-45 held at the
Institution of Mechanical Engineers, London, on Thursday, 17 May 1945, at
5.30 p.m., Mr. W. S Graff- Baker, President of the Institution, occupying
the chair.
Journal No. 186
Spencer, D.W. (Paper 453)
Notes on axle design and performance. 263-90. Disc.: 290-308.
First Ordinary General Meeting of the Centre held at the Midland Hotel,
Derby, on Wednesday, 3 October 1945, at 7.30 p.m.: Chair taken by Mr. J.
Rankin (Member cf Council)..
D.F.C. Johansen (290-8); T. Henry Turner (298-301) on metal fatigue; E.S.
Cox (301-2); T. Robson (302-3)
Graff-Baker, W.S. (Presidential Address)
The tools for the job. 310-22.
Opening General Meeting of the Session 1945-46 was held at the Institution
of Mechanical Engineers, London, on Wednesday, 26 September 1945, at
6 p.m., Mr. W.S. Graff-Baker, President of the Institution, occupying the
chair.
Important rubber in engineering paper: mentions resilient wheels used on
PCC tramcars and the shear deformation bolster springs used on same vehicles.
Also mentioned adaption of fluorescent lighting for railway rolling
stock.
Journal No. 187
McClean, H.G. (Paper 454)
The mechanical design of the latest class F high-speed electric locomotives
of the Swedish State Railways. 336-65. Disc. 365-77.
Third Ordinary General Meeting held at Institution of Mechanical
Engineers, London, on Thursday, 25 January 1945, at 5.30 p.m.: Mr. W.S.
Graff-Baker, President of the Institution, occupying the chair.
H. Holcroft spoke on behalf of O.V.S. Bulleid (365-8) on the Southern Railway
electric locomotives. E.S. Cox (369-72) spoke about Bissel trucks and Cartazzi
axleboxes. J.E. Spears (372). W.O. Skeat argued that symetrical tank engines
(2-6-2 and 4-6-4) did not ride as well as unsymetrical types, such as
2-6-4T.
McIntyre, H.M. (Paper 455)
Diesel electric locomotive: running and maintenance on the Buenos Aires Great
Southern Railway. 396-487. Disc.: 487-528.
Paper presented before the Institution 2 June 1944, at Remedios de
Escalada.