Journal of the Institution of Locomotive Engineers
Volume 55 (1965)
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Journal No. 303
Manser, A.W. (Paper No. 664)
Rheostatic braking without motoring all axles. 18-58
Barrow, T.A.W. and A.D. Smith (Paper No.
665)
Tank wagons for oversea railways - a critical examinations of technical and
economic considerations. 60-128.
Journal No 304
Sykes, W.J.A. (Paper No. 666)
High-speed propelling of trains on the Southern Region, British Railways.
154-95.
Davidson. D. (Paper No. 667)
The significance of locomotive diesel exhaust temperatures.195-211.
White, H.G. and Lehel, V. (Paper No. 668)
Final drive gears and gear boxes for self-propelled rail vehicles. 212-46.
Cook, K.J.
An appreciation dedicated to Sir William and the Great Western Railway.
247-9.
Notes that his father, W.H. Stanier, was a very astute and energetic
business man: he was Stores Superintendent of the GWR. He also notes that
the Swindon CME's department was both autocratic and democratic and reminds
the reader that Stanier travelled to the USA with King George
V.
Cox, E.S.
An appreciation dedicated to Sir William Stanier – 1932 onwards. 249-53.
illus. (port.)
This affectionate tribute adds little, but does serve to remind the
reader that Stanier visited India three times, and that he was a skilled
practical craftsman engineer.
Manser, A.W. (Presidential Address)
Unique feature of London. 256-75.
Historical development of the London Underground tube system limited
by a diameter of 12 feet, but less on the original City & South London
Railway, and more on the Great Northern & City Line which was intended
to connect with the Great Northern Main Line. A variety of electrical systems
were originally employed, including a central positive rail on the Central
London Railway and twin electrical rails (of different polarity) outside
the tracks on the Great Northern & City. Manser questionned the need
for a separate insulated negative return. The development of rolling stock
to meet the severe limitations is considered, together with the relaxation
experienced in designing cars for the Victoria Line with its better tunnel
profile. The use of rubber in suspenion is considered at length. Earlier
in the paper he had considered the locomotives used on the City & South
London, and Central London lines and recorded the development of Graff-Baker's
1938 underground stock, and his own 1959 rolling stock..
Narasimhan, R.V. (Paper No. 669)
Rail-wheel adhesion on diesel and a.c. electric locomotives. 276-312. Disc.:
312-23. 8 diagrs. 10 tables.
Paper presented in Luknow
Ghani, F. (Paper No. 670)
Some aspects in the design of traction motors for diesel electric locomotive
application. 323-30. Disc.: 330-4. 3 illus., 3 diagrs.
Postulated that three basic requirements for locomotive performance:
maximum tractive effort, continuous tractive effort and maximum speed.
R.W. Urie (330-1) opened the discussion with
comment on the difficulty of keeping bogies clean.
Journal No. 306
Bennett, E. (Paper No. 671)
Quality engineering applied to traction. 342-62. Disc.: 362-78. 9 figs.
Quality control boards with coloured pegs: seems more archaic than
Stephenson's Rocket. Problems explored with this technique included problems
associated with tadiator fitted to the AL3 AC high voltage electric locomotives
(they had mercury arc rectifiers which had to kept cool with water as the
coolant); Type 3 locomotive exhauster failures, and non-return valve failures
on the same type of locomotive.
Varma, M.G. (Paper No. 672)
Some aspects of diesel maintenance on Indian Railways. 379-95
Tandon, N.N. (Paper No. 673)
Neglected conventional bearings. 396-411.
Problem of hot boxes on freight rolling stock on Indian railways,
especially with diesel and electric motive power. No discussion.
Journal No. 307
Parkes, G. Richard (Paper No. 674)
Railway snowfighting. 415-48. Disc.: 449-78.
A review prepared by a Candian consultant who considered many types
of equipment to clear snow and ice, some of which were never likely to be
used on railways in Britain. Push ploughs of both the double track type,
as used on the London Midland Region, and single track type as used with
diesel locomotives in Scotland are considered. The heavy-duty Russell plough,
the Jordan spreader and the flanger as used in North America are also described
and illustrated. Rotary snowploughs are widley used in Sweden, Switzerland
and North America and the Leslie type is illustrated. Snow melters and jet
engines are examined, but the latter have rarely been successful. The heating
of points by burning gas or oil or by electricity, both directly or via hot
oil is examined. Conductor rails require to be kept free from frost and this
can be achieved via de-icing baths which distribute anti-freeze of via special
sleet locomotives..
Bingham, G.S. and J.G. Bruce (Paper No. 675)
Experience with the new rolling stock on London Transport Railways. 480-527.
Disc.: 527-51.
The 1959 and 1962 stock used on the Piccadilly and Central Lines,
and the A60 stock used on the Metropolitan line incorporated rubber suspension
for the bogie bolsters and axleboxes; fluorescent lighting; unpainted aluminium
car bodies and melamine-faced hardboard for the interior trim. Discussion:
G. Hally (527-8) recorded the Metropolitan Railway's experiments with roller
bearing axleboxes which went into service in 1924. A justification is given
for the continued use of compartment stock on the Metropolitan Railway:
passengers demanded it, and would have switched their custom to the LNER
if it was not provided.
Journal No. 308
Lyon, E.C. (Paper No. 676)
A.C. suburban electrification—British Railways, Eastern Region. 585-627.
Disc.: 628-71.
Discussion; A.W. Manser (628) noted that the changeover from 1500V
DC to high voltage AC on the Eastern Region had been achieved with such fantastic
smoothness that people did not realise what an enormous job it had been.
T.C.B. Miller (628-9) also commented on the changeover.
Birch, P.C.H. (Paper No. 677)
The effect of weight transfer on locomotive design. 672-685. Disc.: 685-8.
The state of the rail is always the limiting factor in the ability
of any locomotive to start a train and at low tractive efforts weight transfer
effects are small: it has been observed that the first train leaving Leeds
Central in the morning has suffered from rail conditions which would not
support more than 6% adhesion! Under such circumstances compensation is useless,
but to take the fullest advantage of good rail conditions it is necessary
to consider all factors which affect starting. Compensation systems which
enable the locomotive to be more reliable are well worthwhile. An
“external” system such as the mechanical compensation described
is especially good in that when the train has reached a reasonable speed
the system can be disconnected, allowing the locomotive to ride without
restraint. It can therefore be seen that the results of weight transfer
calculations must be considered in locomotive design if the best possible
use is to be made of a locomotive’s adhesive weight to enable it to
operate at high tractive efforts.