Journal of the Institution of Locomotive Engineers
Volume 44 (1954)
Journal No. 237
Manser, A.W. (Paper No. 530)
The wearing parts of electric rolling stock (a review of experience on the
London Transport System). 12-53. Disc.: 53-91. 29 illius., 8 diagrs.
Bibliog.
Tyres, wheel centres, axles, axleboxes, bogie suspension spring systems
(leaf springs were then being replaced by rubber chevron units), bogie frames,
collector shoe gear, bogie brake gear, bolster suspension, traction motors,
bogie bolsters, draw and buffer gear, foundation brake rigging and brake
cylinders, sliding doors and door engines, electro-magnetic valves for door
operation, traction control equipment, brake control equipment, flooring,
panelling (interior and exterior), and upholstery.
Andrews, H.I. (Paper No. 531)
The measurement of train resistance. 91-144. Disc.: 144-66. 9 illus., 40
diagrs., 5 tables. Bibliog.
The use of the Mobile Testing Plant, together with the Fen lines
of the Eastern Region, and the statistical method of analysis adopted enabled
the running resistance of these vehicles, including the wind resistance,
to be determined with a convenience and accuracy not hitherto possible. Separate
determination of wind resistance is particularly important in that it enables
the maximum resistance likely to be encountered in high winds to be estimated.
This is an important factor in railway working, and must be within the maximum
capabilities of the locomotive if timings are to be maintained. The results
in general are self-explanatory and many other interesting conclusions may
be drawn from their study. The results obtained from passenger coaches can
generally be applied directly to calculating the probable resistance of any
particular passenger train, while the method of applying the goods vehicle
results to particular circumstances are demonstrated in Appendix IV. The
values of resistance for average working conditions may be compared with
the results of previous investigators as is done for passenger coaches in
Fig..42. The results obtained were much lower than those of Schmidt and Clarke,
probably indicating that the resistance of passenger trains in Great Briatin
was less than in India or the Middle Western states of America. In comparison
with these and earlier results over the last hundred years there appears
to have been a progressive decline in passenger train resistance. Similarly
the resistance of goods vehicles, as measured by both Schmidt and Clarke,
were higher than those obtained in Great Britain, but in comparing these
results consideration must be given to the great differences in working
conditions in those countries. One feature of these results of particular
interest is that all the values of air resistance measured are considerably
lower than those generally forecast from wind tunnel experiments. Peacock
has suggested that this is probably due to the difficulty of interpreting
the scale effect of wind tunnel experiments, and possibly, to some extent,
to the well known difficulty of reproducing the effect of the ground in a
wind tunnel. As the vehicles tested were all selected more or less at random
from types of vehicle which will in future be standardised on British Railways,
and which were in differing states of repair, while the tests were carried
out over lines with greatly differing subsoil, the results may reasonably
be regarded as typical of normal circumstances on British Railways
Cited John Aspinall. Train resistance.
Min Proc. Instn civ.
Engrs.,1901, 147, 155-277. Discussion: D.R. Carling (152-3);
E. O'Brien (153-4) noted that he was an observer at Aspinall's experiments;
J.L. Koffman (154-6); A.J. Powell (158); G.W. Carpenter (169-70).
Journal No. 238
Cox, E.S. (Paper No. 532)
Experiences with British Railways standard locomotives. 212-54. Disc.: 254-305.
+ folding plate. 4 illus., 31 diagrs., 7 tables.
Presented in London on 17 March 1954; Manchester on 24 March 1954;
Doncaster on 8 April 1954; Derby on 14 April 1954; Newcastle-on-Tyne on 22
April 1954; and Glasgow on 28 April 1954
Analysis of the performance of the locomotives in service and on test. On
page 246 rectification of lack of pre-compression on rubber drawbar springs:
graphs show the effect of modifications to No. 70004 whilst working Golden
Arrow before modification on 3 June 1952 and following modification on 14
July 1952.
At the end of the paper Cox summarised what he believed had been achieved
and the general state of the art of steam locomotive development. The steam
locomotive appears once again to have attained an almost uniform level of
potential efficiency. This point had been reached in the later designs of
the former Companies, and the B.R. locomotives working over the same temperature
range and following the same basic design, equal but do not materially exceed
the possible achievements of their immediate predecessors. It would indeed
be surprising were it otherwise, for seven out of the twelve standard types
are in essence the designs of former Companies altered only in detail, and
the other five follow the same school of design in different dimensions.
This is not to belittle the cumulative effect of small gains due to refinements
in detail, but the data set out in this paper emphasises the close identity
in efficiency between simple expansion locomotives working in the initial
temperature range 670°-750°F. in spite of the widest possible
difterences in general arrangements. Whether twin or multi-cylinders, large
or small wheels, wide or narrow grates, through considerable variations in
back pressure, and either British, German or American design, a minimum steam
consumption of 13 to 14 lb. per ihp-hour encompasses the lot, and boiler
efficiencies at normal rates of working are closely alike. Especially interesting
are the German results where an entirely independent post-war design has,
as was the case with Britannia, endeavoured to express the best which was
attainable in the conventional form. In spite of considerable differences
in some features often thought to be very important, the end result in minimum
steam consumption is very similar.
It was not always thus and a good deal of thinking on the subject is based
on conditions which no longer obtain. In 1923 and for some years afterwards,
the difference in the performance and efficiency of the products of different
designers was very real. Where steam could only get into the cylinders with
varying amounts of difficulty, and exhaust was hampered by different degrees
of obstruction, where freedom of gas flow and the whole draughting mechanism
was less well understood, then the most interesting differences occurred
in locomotive results.
Re-reading of Gresley's classic paper [not stated which] reminds us of how
valuable three paths for the steam flow instead of two were to such locomotives
as the old NER Atlantics, subject as they were to serious internal obstruction.
Other engineers found it necessary to provide fine graduations in coupled
wheel size in relation to speed which led to the idea that certain locomotives
were more suitable for particular geographical areas as indeed they were
then. With more knowledge and better materials these and other similar
conceptions have sunk back into irrelevance.
Churchward of course led the big step forward which has brought the locomotive
to its present state of relative equality. But the pupils have sat at the
feet of the master, whose familiars have in turn sat at the feet of the pupils
in the matter of superheating and a few other small matters and now all have
attained an equal state of grace, in all essentials, even if not as regards
brass-beaded splashers. Any "back to Churchward" movement would seem therefore
to be dictated more by the heart than by the head.
Compounding still offers a further reduction in steam consumption of up to
16 per cent, as the SNCF results indicate, but at a cost in complexity and
loss in availability which not only would be unacceptable in this country,
but which was partially abandoned in France in the last phase of steam in
post-war reconstruction. Further rearrangements of simple expansion without
condensing have led nowhere. The "Merchant Navy" engine has produced performance
equal to the best in the British tradition, but with a loss in efficiency
which is clearly seen in the figures quoted in this paper. The drastic changes
of the Leader could not be made to achieve even revenue earning operation.
The construction for British Railways of a single series of steam locomotives
can thus now be supported in a manner which it could not have been formerly,
on the grounds that little is to be gained from mere diversity. Controversy
naturally surrounds this question, however, the more responsible part of
which is concerned lest in exchanging four lines of development for one,
something valuable might be lost.
In January 1948, the former Companies had very little in the way of new steam
design on the stocks. Apart from the "Leader" at Brighton which was already
well in hand a class 4 2-cylinder 2-6-0 at Doncaster and small light weight
0-6-0 tank and tender engines at Swindon represents all. It can be claimed,
but not easily supported, that more advance would have been made for steam
had each regional office worked upon further versions of the previous standard
than has resulted from their working together on the B.R. series. This latter
has at least retained efficiency and performance at its present best level
and has reclothed the locomotives in a mechanical form capable of highest
route availability, of quantity production and of eventual reduction in stores
stock. To do this has required the making of a number of jigs and patterns
and the overcoming of some teething troubles, non-recurrent events which
together cost only an infinitesimal percentage of steam locomotive building
costs over, say a three-year run.
In the future, therefore, it would seem equally valid to harness the resources
of the design staffs to the further advances which seem still open- to steam
traction, amongst which may be quoted:
1. The gathering up of different sources of waste heat in the boiler -the
"Crosti" boiler now under design is an example of this.
2. Higher superheat at low rates of working.
3. Abandonment of the piston valve to solve at once both lubrication and
steam leakage problems.
4. Better understanding of adhesion, and its control under operating conditions.
5. A further onslaught on the unreliability of small details.
6. Continued attack on wearing parts for improved mileage between repairs.
CONCLUSION
We are undoubtedly entering upon the last phase of steam traction in this
country. Its disadvantages have been sufficiently publicised, and this paper
does not underplay this aspect. On the other hand, while it lasts it has
certain good features which it serves no useful purpose to 'ignore. These
are that it can be overloaded to stalling point without doing itself injury,
that its defects are easy to diagnose and seldom expensive to rectify, that
it is cheap in first cost, and, in a coal bearing country, is nearly as cheap
in fuel costs for many duties as its much more efficient and high priced
rivals. The liquidation of 19,000 steam locomotives is bound to take a number
of years, and in the meantime a certain amount of new construction will be
justified by the traffic needs. Against this background the BR series of
locomotives have made a modest contribution to our knowledge and have in
a general way achieved what they set out to do, as
listed in the original paper*. The Author sees no future whatever for
marked increase in the temperature range which alone could raise the general
efficiency level, but which requires increased space and weight which is
not available, neither does there seem any promise in novel arrangements
of the conventional ingredients. There remain, however, a number of useful
refinements capable, if proved, of application both to existing and to any
further new locomotives, which can raise the level of achievement within
the “ Stephensonian ” concept, to its optimum value, and there
is hard cash in pursuing this matter, even when the number of steam units
becomes reduced to a fraction of its present value.
Discussion: K.J. Cook (p. 254-6) noted that Cox "was still hankering after
poppet valves"; Cook also made sharp comments on teething troubles. C.M.
Cock (256-7); J.F. Harrison (257-8) noted the lack of double blast pipes
and the patching of frames. T. Henry Turner (260) was critical of failure
to mention boiler problems; D.R. Carling (260-1) noted that the Willans Lines
related to No. 73030 not 73008; E.V.M. Powell (261) reception of type by
men; R.C. Bond (262-3);. K. Cantlie (263-4). E.J. Beavor (264-5). E. Beavor
(264-5) was bluntly critical of the design method adopted: that is of spreading
it over several drawing offices. R. Howard (267) that fitting roller bearings
as on the LMS and BR class 5 4-6-0s and LNER A1s required a change in the
wheel seat diameter. F.R.M. Fysh asked about the tests involving the Dean
Goods and Cox cited Carlings paper (Paper No.
521 Volume 40) on locomotive testing (page 521)
where the two types were compared. Tuplin (278-82) spoke at length about
the King class boiler; G.W. Carpenter (282-3) advocated the 2-8-2 design
which had failed to materialise, compared the King and Britannia class boilers
and queried why poppet valves had not been used...
Simpson, C.E. (Paper No. 533)
Specially constructed railway wagons. 305-35. Disc.: 535-41.
Cited paper by C.A. Gammon: Standardisation
and design of goods and mineral wagons (Volume 40 Paper 496)..
Journal No. 239
Welborn, L.C. (Paper No. 534)
Locomotive diagramming and utilisation with special reference to British
Railways. 364-415. Disc.: 415-24.
Five new “ Clan ” class locomotives were allocated to Polmadie
Motive Power Depot, Scottish Region, at the beginning of 1952. During the
first twelve months of the two years at the depot they achieved an availability
of 82.8 per cent. and over the whole period an availability of 81.3 per cent.
This does not include days in workshops–the engines returned to the
shops on odd occasions for minor adjustments and modifications, also repairs
as the result of mishaps. The overall availability for the two years amounted
to 70.12 per cent. Four booked turns were allocated for the five engines
leaving one spare, the diagrammed turns being Glasgow to Manchester and Liverpool
and back. The mileage for each booked turn was 229 and the average miles
per day per engine in use over this period was 273, the actual average mileage
per engine for the two years amounting to 112,036. It will be noted that
the mileage for each engine per day exceeded the booked diagrammed work which
indicated that use was made of the engine between rostered workings. The
Author wishes to emphasise that these figures are in no way claimed to be
exceptional and are doubtless exceeded by many classes of engines at many
depots.
Discussion: E. Trask (418-19) stated regarding locomotive requirements
and allocation that something like 350 Class 9 freight tender engines would
be required for the "ideal" types. He did, however, venture to suggest that
it would be necessary to wait a long time before that figure was reached
and before other ideal types were obtainable. It was rather disconcerting
at times to think that it was necessary to cover the workings with types
of locomotives which were not entirely suitable for the particular job. The
Author did not state how that was done. In a great number of cases it was
done with double heading. In other cases it was done by running additional
trains to those booked for traffic left over or, all too often, perhaps,
by overloading particular engines. Double heading was one of the biggest
vices in locomotive working and he would like to see it eliminated by simply
having a suitable engine for a particular turn.
It was gratifying to note that the Author had, to a certain extent, covered
the uses which were being made of diesels, and it might be of interest to
know that the use of diesels was being extended quite rapidly, particulacy
of the shunting types. The stage would soon be reached when the number at
work would be a matter of great satisfaction. There was great pride at the
present time in the fact that they were coming along quite well, and in that
connection a debt was owed to the President and other members of the British
Transport Commission for their farsighted policy in that particular
realm.
Clapp, C.M. (Paper No. 535)
A designer's impressions on a motive power depot. 425-42. Disc.: 442-7.
LMR Western Division
Campbell, A. (Presidential Address)
"Growing up" — Colonial railways past and present. 463-93.
Work at the Crown Agents on behalf of a large number of Colonial railways:
Hong Kong, Malaya (Malaysia), Ceylon (Sri Lanka), North Borneo, Mauritius,
Iraq (Iraqi State), West Indies, Africa (Gold Coast (Ghana), Nigeria and
Sierra Leone. Beyer Garratts.
Thring, J.F. (Paper No. 536)
The design of light alloy coaches for East African Railways. 495-521. Disc.:
522-240.
Presented in London on 20 October 1954; in Birmingham on 17 November
1954; and Newcastle-on-Tyne Centre in Darlington on 1 December 1954
The Railways required a coach of the lightest construction for first class
travel giving trouble-free service and long life; and the relative merits
of steel and aluminium alloys were considered for the structure.
Journal No. 241
Fett, R.H. (Paper No. 537)
A modern hydraulic drive for locomotives. 545-78. Disc.: 578-654.
Presented in London on 17 November 1954 and repeated in Glasgow on
24 November 1954; Derby on 9 December 1954; Newcastle-on-Tyne on 19th January
1955; Manchester on 26 January 1955; and Leeds on 2 December 1954.
Author was Diesel Traction Chief, North British Locomotive Co. (NBL):
Criteria:
(a) Transmission should possess uniform stepless output torque.
(b) Efficiency should be reasonably high.
(c) It should be robust in construction and low in maintenance.
(d) Transmission should be compact and light in weight.
(e) It should function automatically.
The Author claimed the modern Voith-North British hydraulic torque converter
transmission has now reached a stage of development based on many years of
experience where it fulfils the foregoing requirementsmost creditably. It
is, in fact, today, a serious competitor of the established electric
transmission.
Journal No. 242
Turner, A. (Paper No. 538).
Materials used in locomotive, carriage and wagon construction. 659-73. Disc.
: 674-709. 6 illus., 5 diagrs., table.
Blakeney-Britter, W.C. (Paper No. 539)
Thermodynamic road tests with steam locomotives on the Western Australia
Government Railways. 710-30. Disc.: 730-6.
Cited: Lawford H. Fry. Experimental
results from a three-cylinder compound locomotive. Proc. Instn Mech.
Engrs., 1927; C.W. Clarke: Service tests to
determine locomotive efficiency; and
Riddles Development of the engineer
in railway practice. Proc. Instn Mech. Engrs, 1953
Black, R.H. (Paper No. 540)
The locomotive mechanical stoker. 737-54. Disc.: 754-67.
Experience on Rhodesian Railways at Bulawayo. Considered Street, Duplex
and Elvin types (and last was favoured). There were communications from K.
Cantlie (758-9) who stated that a skilled firemen consumed less coal than
a mechanical stoker, and that the Japanese had removed the stokers from the
2-8-2s on the South Manchurian Railway. R.C. Bond (759-60) cited the Merchant
Navy experiment: the stoker-fitted locomotive used 25% more fuel (2% was
attributable to powering the stoker drive).