Journal Institution of Locomotive Engineers Volumes 6 and 7 in greater depth
Journal No. 1
Cumberland, Elliott
The electrolytic process for preventing corrosion and scale. 5-14. Disc.:
15-43
Journal No. 2
South, E.J.H. (Paper No. 38)
The cleansing of locomotive boilers. 53-73. Disc.: 74-84; 108-22.
Believed that hot water washing out was first developed in Italy.
A modified form of injector manufactured by Gresham & Craven was described.
. The Hornish boiler cleaner supplied by the Hulburd Engineering Company
is described and reference is made to Churchward's top feed apparatus and
to Marsh's system. Discussion: Dearberg (110-11) Strong advocate of
hot water washing out,:noted that temperature of the water ranges from
180 to 200F, but no case of scalding had been recorded. Nevertheless, it
was difficult to see inside the boiler as a gas jet would not burn in the
presence of so much steam, although this might be overcome by using miniature
electric lamps on flexible leads. Hot water washing out made broken stays
rare and leaky tubes was greatly reduced. Maitland (112-13) noted the saving
of time achieved by hot water washing out, the reduced thermal shock to the
boilcr, the reduced time in again raising steam, and the reduced degree of
expansion lengthened boiler life . A.R Bennett (113-14) commented on the
life of fireboxes: one of the original copper fireboxes on the Metropolitan
Railway lasted for 17 years: "It refused to wear out". Tomlinson, the then
Locomotive Superintendent, was eager to ascertain the cause and had specimens
of the copper analysed and contributed either a paper or article.
Some disappearing locomotive types. 104-7.
The 2-4-0, single drivers and especially the 4-2-2.
A suggested improvement of wheel arrangement notation. 107-8.
One in which the driving wheels are shown in bold: single driver with
two leading radial axles: 2-2-2-2 compared with Greater Britain with
independent driving wheels: 2-2-2-2
Maunsell, R.E.L. Presidential Address. [Paper No. 39]. 125-33.
See Maunsell page for extract
from
Bennett, A.R. Vice-Presidential Address. [Paper No.
40]. 131-8.
Better known as Rosling Bennett. Significant contribution to the history
of the locomotive on the South Eastern Railway, especially the contribution
made by Cudworth.
Burnett, Robert H. Vice-Presidential Address. [Paper
No. 41]. 133-52.
Coal combustion, including Cudworth and Beattie's contributions and
brakes: reproduced in full.
Howard, J.
The mechanic in India. 157-86.
Journal No. 6
Dendy Marshall, C.F. (Paper No. 42)
The Dendy Marshall 4-cylinder system of locomotives. 190-218
Some of the diagrams from this paper and some general comment is contained
in O.S. Nock's The LNWR Precursor family. (1966). pp.104-7.
Dearberg, Henry Woodgate (Paper No. 43)
The Garratt locomotive. 225-54. Disc. (Journal 8?): 261-97.
Includes Garratt articulated locomotive for Congo Railway.
According to Rutherford (Backtrack,
2007, 21, 437) this paper was originally requested from Garratt
by G.F. Burtt, The Institution's Secretary.
Ahrons, E.L. (Paper No. 44)
The classification of locomotive types. 302-6. J10?
Written communication on the classification of locomotive types pp.
333-6 J F Gairns
Heavy freight trains in the United States. 306-7.
Bennett, Alfred R
The Channel Island service of the London, Brighton and South Coast Railway.
308-17; Journal 10?: 324.
Gairns, J.F. (Paper No. 45)
British Railways as a national asset. 318-22.
Journal No. 10
Fullagar, L.A. (Paper No. 46)
Locomotive cab arrangements. 327-32. Disc.: 387-8
R.P.C. Sanderson (387) correspondence
Dearberg, Henry Woodgate (Paper No. 47)
Some observations on industrial locomotives. 337-46; Disc.: 384-6: 1917,
7, 80-2.
Experience gained from operating locomotive at a large gasworks (42
miles of track and 42 locomotives). Track was lightly laid and had severe
curve and steep gradients with heavy loads being hauled up 1 in 26 and there
were some stretches of 1 in 12. The conditions demanded short wheelbase
four-coupled inclined, outside-cylinder locomotives, limited to a weight
of 16 tons. Boilers required small diameter, brass tubes and direct crown
stays. Many experiments had been conducted on blast pipes, partly in an attempt
to reduce spark throwing. Spark preventers, including a device developed
by Drummond had been evaluated. The shape of steam pipes was important. Single
bar crossheads were advoacted. A single injector was adequate. The valve
gear need to be modified with increased lead to cope with the severe conditions.
Hot water washing out was pracyticed on a fortnightly basis.. J.W.H. Rea,
of the Western Railwuy of Buenos Ayres (7: 80) written communication
criticised the adoption of a standard height for the blast pipe
nozzle..
Journal No. 11
Barnes, Victor T.E. (Paper No. 48)
Locomotive smokeboxes and fittings. 351-61. Disc.: 361-83; 442
(correspondence)
Barnes was a product of Eastleigh yet boldly stated "the circular
smokebox and saddle is, in the opinion of the Author, to be preferred [to
the built-up type], for the following reasons:- With the long, high-pitched
boilers, which are now in use, severe strains are set up in the smokebox
by the tendency of the boiler to break away from the frames as the locomotive
sways from side to side when running. Strains are also set up owing to the
boiler getting loose in thc expansion brackets and working radially between
the frames at the firebox end with the smokebox as a centre. A cast iron
or steel saddle into which is bolted for the greater part of its length and
about a fourth of its diameter a circular smokebox strengthened at the bottom
by a liner is not so likely to work loose under these strains, and it also
forms a much more rigid support for the boiler. It is found with smokeboxes
fastened at the sides to the main frames that the working of the plates caused
by the strains set up in them breaks away any scale formed on the inside
of these plates, and so they are constantly exposed to the corrosive action
of the smokebox gases and their life is comparatively short. Again, in a
circular smokebox there are very few joints and practically no corners, which
makes it by far the easiest type to keep air-tight and also facilitates cleaning
out." Discussion: J. Clayton (379) noted that "one of the main lines,
after many years of real trial of all kinds of steel and iron for this type
of plate [drumhead], gave them up in despair and went back to the old angle
ring outside, from which no trouble resulted inside the boiler. The trouble
generally experienced with the angle ring type is below the tube-plate and
does not affect the boiler proper. With the drumhead tube-plate the trouble
is likely to be inside where you cannot see it."
Journal No. 12
Houldcroft, A.T. (Paper No. 49)
The design and construction of steel railway coaches. 391-421. Disc.:
421-41.
Steel cars were in use in England on the LYR, NER, District and London Electric
Railways. It was stated that the GWR and other main lines had constructed
steel cars, but the former claim was corrected during the discussion. Since
1913 the Leeds Forge Co. had built, or had in hand, 22 different types of
steel carriage, including first-class, sleeping, and third-class; designs
had been prepared for 40 other types. The first steel cars for India were
built for the Kalka-Simla Line in 1908. The first all-steel train for India
was that built for the Great Indian Peninsular Railway for service between
Bombay and Delhi. The next Indian vehicles formed a train of five steel
cars for the North-Western Railway: these designs were prepared and supervised
by the Consulting Engineers, Messrs. Rendel, Palmer and Tritton. Massive
vehicles for the Egyptian State Railways were railed from Leeds over the
Midland and North Eastern Railways, to the ship’s side in Hull Dock
on their own wheels, after removing lamp tops and ventilators, and were carried
as a deck load to Alexandria. A table is reproduced from The Engineer
(10 August 1915) which shows the cost of carriage maintenance for each of
the British main line railways. Discussion: A.J. Hill (421-4) noted
first inflammability (flammability) which had been highly important in the
USA, and in India. Also noted the greater strength and safety. F.W. Marillier
(GWR, 424-5) corrected the claim made for the Great Western Railway concerning
its "all-steel carriages": the railway had used iron frames in 1850, but
although steel frames were standard, coach bodies were constructed from steel
and wood. He noted the dangers of using timber for coaches operating over
electrified lines.E.F. Price (MR, 425-7) made a plea for a standard loading
gauge, but considered that damp climates might lead to corrosion; G.A. Anderson
(427-8) considered that steel coaches were ideal for India and "had come
to stay". G.H. Sheffield (428-31); Kelway-Bamber (431-3); Redpath (433-4);
J. Clayton (434) asked whther the oxy-acetyle processd was employed. E.R.
Calthrop (Barsi Railway, 434) noted that steel wagons had been supplied by
Leeds Forge for the Barsi Railway..
Journal No. 13
Mannering, Smith (Paper No. 50)
Locomotive fireboxes. 10-30. Disc.: 36-62; 102.
Comment on cropped plates; copper backplates and fireholes; patching
fireholes; copper tubeplates and repairs; renewing the top half of copper
tubeplates; re-staying the firebox; and broken stays. J. Clayton (41-5) spoke
about fusible plugs, steel stays, cracked tubeplates, internal feedpipes,
water softening, and Weir feed pumps being choked on SECR.
Journal No. 16
Jones, A.D. [Address by the President]
The locomotive running department. 87-95.
Variable blast pipe and exhaust gear, Paris, Lyons, and Mediterranean Railway. 96-7.
Kelway-Bamber, H. (Paper No. 51)
Thirty-five years' advance in Indian railway development. 107-55.
Info from obituary of author: pagination electronic
Journal No. 18
Sanderson, R.P.C. (Paper No. 52)
Steel as a material for locomotive fireboxes. 161-236.
Several speakers in discussion observed that British steel might not
be suitable in this application
Journal No. 20/1
Rodgers, J. (Paper No. 53)
The locomotive designer and design. 240-308.
Clayton, J. (Paper No. 54)
The bridge curve. 311-15. Disc.: 315-20. folding diagrs.
Based on 2-6-0 and its tender (presumably that designed for SECR).
In response to discussion by Ahrons on high speeds, Clayton recorded that
engineers design for average speeds.
Journal No. 22/23
Dunn, J.M. (Paper No. 56)
Locomotive blast pipes and chimneys. 328-51. Disc.: 352-71
Two-part paper covering the blast pipe and the chimney and petticoat
pipe respectively. Summarises history, object and design of the blast pipe.
Journal No. 24
Clayton, J. (Paper No. 57)
Method and system in the locomotive drawing office. 375-437.