Proceedings Institution of Mechanical Engineers to 1859
It should be noted that neither Volume 1 nor 2 featured continuous pagination and that both of these volumes extend to more than one "year". Furthermore, in some cases both the presentation of the paper and the discussion extended to more than one meeting. Thus citation is potentially difficult In some of these early Volumes it is sometimes difficult to establish a thread: thus George Stephenson's response to rotary engines it is difficult to establish what prompted his contribution..
1847/8 (Volume 1)
Key file
June 1847
Haddan, J.C.
On a patent solid wrought iron wheel. 9-21
24 November 1847
Beyer, Charles
Description of the luggage engine "Atlas", etc. 3-14 + 8 plates
These were Sharp 0-6-0s with midfeather fireboxes and 3ft 6in diameter
boilers 13ft 6in long. There were 175 tubes of 15/8 diameter. The coupled
wheels were 4ft 6in. Theye were named Atlas, Hercules, Hector and
Jupiter. The results of service on the Manchester Sheffield &
Lincolnshire Railway between May 1846 and October 1847 were reported. Coke
consumption and running costs are quoted. Includes side & front elevations,
sections and plans. Also the very similar Manchester & Birmingham Railway
0-6-0s Nos. 30 and 32 and the frequently cited tests of No. 30 between Longsight
and Crewe on 3 October 1846.
April 1848
Fothergill, Benjamin
Banks' steel tyres. 21-3.
Refers to Bank's patent steel tyres which were produced by steeling
Staffordshire Iron and were competitive in price and performance with Low
Moor Iron. The paper included a reoommeudatory letter from Jenkina, Locomotive
Superintendent of tbe Lancashire and Yorkshire Railway, dated 28 January.
It stated that these patent steel segments bad been inserted in tbe wheel
tyres of the engine Oldham and that it had run 58,866 miles with them
when its crank axle broke; the wheels were then taken off, and not again
used until they were put to the engine Queen on 12 Norember 1846.
From that time to 31 December, 1847, they rnn 20,482 miles, mnking a total
of 88,348 miles and should no accidout occur, Jenkins was of opinion that
they would run 40 or 50,000 miles more. In the discussion Peacock noted that
he had tried a great number of them, especially upon tenders: indeed he had
some which worked five feet wheels, and they answered very well. The principal
trials, however, had been on tenders, 3 feet 6 inch wheels, on the Manchester
and Sheffield Railway, the gradients of which were very heavy, and he found
that on an average they were obliged to change the tender wheels about once
in four months. The first which were tried with Banks’s mode of steeling
ran twelve months. This proved that they were a great saving, for tenders
especially. They had had some which ran nearly 30,000 miles under an engine,
and they worked very well
13 June 1848
McConnell, J.E.
On the balancing of wheels. 1-9.
Cited George Heaton as the originator of wheel balancing (for road
carriages) in 1810. McConnell adopted system on Birmingham & Gloucester
Railway. In the discussion Cowper stated that Braithwaite and Milner had
introduced wheel balancing on the Eastern Counties Railway "eleven years
ago".
Samuel, James
On an express engine. 8-10.
Samuel, the Locomotive Superintendent of the Eastern Counties Railway,
referrred both to a very small self-propelled inspection saloon with a vertical
boiler, and to a larger vehicle or vehicles called "steam carriages" (cylinders
7 x 12 in) ordered for the Eastern Counties Railway with the involvement
of the patentee W.B. Adams. The brief paper gives the full dimensions both
for the inspection car and for the steam carriages then under construction.
In the discussion Samuel stressed the reduced rail wear and argued that the
vehicle's increased speed would compensate for the time lost by passengers
in changing trains at junctions.
The total length of the first carriage was 12 feet 6 inches, including machinery,
water tank, and seats for seven passengers; all on one frame, which was hung
below the axles, and was carried on four wheels 3 feet 4 inches in diameter.
The floor was within 9 inches of the level of the rails. It wa propelled
by two cylinders, 36 inches in diameter, with a six inch stroke, placed on
each side of the boiler, and acting on a crank axle. The cylindrical boiler
was placed vertically; and was 1 foot 7 inches in diameter, by 4 feet 3 inches
in height. It contained a fire-box, 16 inches in diameter, by 14 inches in
height; with 35 tubes, 3 feet 9 inches long, by 1½ inches in diameter
; giving 5½ feet of heating surface on the fire-box, and 38 feet on
the tubes. The engine is fitted, complete, with link motion, feed pumps,
etc. The water tank is placed under the seats, and will contain 40 gallons.
This carriage was capable of conveying seven persons, at a rate of 30 miles
an hour; it bad at times attained a speed of 44 miles. The consumption of
coke was only 25 lbs, per mile ; and the weight of the whole machine does
not exceed 255 cwt, including coke and water.
"The result of observations which I have for a considerable time been making
on the Branch Passenger Traffic of Railways has been to convince me that,
on the whole, it is not remunerative ; and in some cases, it is even worked
at a loss. I have, therefore, been led to consider, whether the expenses
might not be reduced by the introduction of a system of steam carriages more
suitable to the amount of traffie to be conveyed."
The average weight of a train on the branch lines of the leading railways
is 6G tons, – the number of passengers conveyed by each train not exceeding
35 to 40 on many of the branch railways in England. Supposing each passenger
with luggage to weigh 1½ cwt., the total weight of the passengers conveyed
is about 3 tons; or in other words, for every ton of paying load now carried
by the system of locomotion, we have 18 to 20 tons of dead weight. " It is,
therefore, in a commercial point of view of the greatest importance, not
only to railway companies but also to the public generally, that some less
expensive, and, at the same time, equally safe means of transit be adopted.
"
Accordingly, it is proposed to substitute for locomotives, on branch railways,
steam carriages similar in construction to the accompanying drawings. These
drawings represent a patent steam carriage now in course of construction,
under my direction, by Mr. W. B. Adams, the patentee; intended for the Eastern
Couniies railway company. The following are a few of the principal dimensions
:- Diameter of cylinders, 7 inches Length of stroke, 12 inches Diameter of
driving wheels, 5 feet Distance between centres, 20 feet Width of framing,
8 feet 6 inches '' The boiler is of the ordinary locomotive constniction;-5
feet long by 2 feet 6 inches in diameter; the fire-box is 2 feet 1½
inches by 2 feet 0 inches. There are to be 115 tubes 1½ inches in diameter,
and 3 feet 3 inches in length; giving 210 feet of heating surface on the
tubes. The area of the fire-box is 25 square feet ; giving a total of 235
feet of heating surface on the boiler. The consumption of coke I have estimated
at 7 lbs. per mile at a velocity of 40 miles per hour. The total weight of
the steam carriage, with coke and water, will not exceed 10 tons ; and it
will be capable of conveying about 42 passengers, at a speed of 40 miles
per hour. The water will be carried below the floor of the carriage, in wrought
iron tubes 12 inches in diameter, and 12 feet long. One great object attained
in this machine is the reduction of the centre of gravity ; from which there
will be a consequent absence of lateral oscillation. Tt is intended for the
Enfield and Edmonton branch of the Eastern Counties railway, and is expected
to be at work in about 3 months from this date. When its practical utility
and economy has been proved, I shall be glad to submit the results to the
Institution; as I feel convinced that the subject is one deseming the attention
of the members, and of all parties interested in the profitable working of
railways. " I may add, that were the system of light steam carriages adopted,
branch railways might be constructed at a very smiill cost indeed, compared
with the present, outlay ; an outlay which is unavoidable with the system
of heavy engines ; and the advantages of railway accommodation might be extended
to districts which can never hope to enjoy them so long as the present system,
which requires so great an outlay of capital, is continued.
26 July 1848
Stephenson, George
On the fallacies of the rotary engine. 1-3.
In the discussion the President observed, that the fallacy of
Mr. Onion’s principle was pretty conclusively
proved by the fact, that fifty patents, at least, had been taken out for
Rotary Engines, every one of which had failed. No man who ever lived could
improve on the lever principle, as there was no power but in the lever. He
would now be glad to hear the opinions of the members, and also any explanation
that Mr. Onion might wish to offer. Onion stated, that his engine had been
working for some weeks at the Derby station, by permission of Mr. Kirtley,
the Locomotive Superintendant of the Midland Railway; and, duriug that trial,
experiments with his and another engine had proved that his effected a material
saving in fuel. A statement to that effect, authenticated by Mr. Kirtley,
was now in the possession of Mr. M‘Connell, at whose suggestion he attended
that meeting. Henry Robinson noted that the Government had a Rotary Engine
(Lord Dundonald’s) working in the Portsmouth dock-yard for the last
seven years. Onion claimed the credit of being the first who had ever succeeded
in packing efficiently, but it was only the same as he (Mr. Robinson) had
been in the habit of using for years; Onion had not therefore, advanced anything
at all new. If Mr. Onion would call upon him in London, he would show him
an engine similar to his own, and packed in the very same way. It was one
that was applied to a locomotive, and commonly known as the ‘‘Jim
Crow Engine,” from its having been painted black. The difficulty with
Rotary Engines had hitherto been in keeping them tight. The difference between
Mr. Onion’s engine and the one at Portsmouth dock-yard was, that in
the latter, the packing did not depend upon springs. All that he (Mr. Robinson)
was prepared to say about that engine (Lord Dundonald’s) was, that it
had hitherto done the work which it was intended to do. A Member having spoken
of Beale’s Rotary Engine, the President stated, that he had been concerned
in having a trial made of that engine, in a stearn boat intended to carry
passengers a short distance of only half a mile, to Yarmouth; but when the
engine was put to work, he could not get the boat to move forward, and so
the experiment failed. He managed to get the boat to sea, and it cost him
and his party £40 to bring her back again. As to Lord Dundonald’s
engine, he was invited, on one occasion, to see it tried on the Liverpool
and Manchester railway; but he refused to go, because he was convinced that
a failure would be the result ; and so it was,-for the engine could not be
made to draw a train of empty carriages.
25 October 1848
Russell, J. Scott
Memoir of George Stephenson. 3-13.
Refers to George Stephenson's many interests including electricity,
but perhaps the obiturist's most thought provoking phrase was "Was there
ever a bolder theorist than he was?" Read by McC
Jones, John
On the adpation of the "Cambrian" engine to locomotive purpose. 13. Disc.:
14-17.
Messrs Thwaits & Co. of Bradford had built Albion to Jones'
patented design. Advantages claimed: obtaining a long stroke in the crank,
without the disadvantages of a long stroked cylinder, where high velocities
are required; the arrangement of levers which balance the engine;' absence
of oscillating motion of the engine; doing away with all centre pressure,
an object of the highest importance, and one that deserves more attention
than it has hitherto received.//Crampton type mentioned on p. 18 and a rotary
engine by R.P. Jackson on page 21.
Kinmond, W.L.
Description of a railway carriage elevator. 22-5.
Lift installed at the Glasgow terminus of the Glasgow & Ayr
Railway.
Brockedon, Wicksteed
Vulcanized India-rubber pipe joints. 25-9.
Brockedon is credited by Thomas Hancock with the invention of the
term vulcanization and introduced the process to Britain from the USA where
he had met Charles Goodyear.
April 1849
Holby, J.W.
Construction of permanent way, 21-32 + Plate
Required characteristics: an adequate platform or bearing surface
on the ballast to prevent the road from being crushed into the ballast. adequate
bearing surface of the various parts to prevent mutual crushing. sufficient
cross ties to secure uniformity of gauge between rails; adequate side stiffness
in rails; adequate strength of materials to prevent crushing. Modes then
in use included stone blocks; cross sleepers; sleepers brought nearer
at the joints, with a larger sleeper under the joints, and triangular section
sleepers. Also mentioned the longitudinal bearer used on broad guage lines;
the same as laid on the narrow guage at London Bridge; and a combination
of the cross sleeper with longittldinal bearers used on the Midland Great
Western Railway of Ireland, and formerly on the Croydon line: with these
a flat-bottomed or bridge rail was bedded on and secured directly to the
longitudinal bearer. The South Coast lines and the Great Southern and Western
of Ireland used bridge rail directly fastened to the sleepers: those on the
Southern and Western of Ireland varied considerably in size, and were placed
at proportional distances, the great body of the support being under the
rail joints.
25 July 1849
Ramsbottom, J.
On an improved locomotive boiler. 1-8. Disc.: 8-11.
Locomotives had two to three times greater heating surface than those
built about a decade earlier. Consequently when performing proportionately
increased work, they required two to three times the quantity of air to be
forced . The working parts of these engines had also increased in size: cylinders
from 12in to 15-16 in diameter, stroke from 16in to 20-24in, and driving
wheels from 4ft 6in to 6ft diameter, or greater. Notwithstanding these increases
two components had barely changed: the diameters of blast pipes and the
cylindrical part of the boiler. As the whole of the exhaust steam is driven
through a forcible jet up the chimney to produce draught through the fire,
and as the power required to produce this jet is taken from the gross power
of the engine, it follows that the smaller the blast pipe is in proportion
to the total heating surface of the boiler, the greater will be the resistance
to the action of the piston, and the greater the loss of power on this account.
From observations made upon engines under the author’s immediate
superintendence, it appears that whilst boiler heating surfaces have increased
from 400 ft2 (in 1842) to 987 ft2 (in 1846), the blast
pipe had not been enlarged, but reduced in area in the proportion of 12½
to 8½ in2. The heating surface of the 1846 locomotive had
increased nearly three-fold in proportion to the size of the blast pipe,
as compared with the 1842 engine. Furthermore, the boiler diameter remained
the same and the extra heating surface was obtained by enlarging the fire-box,
by putting in a mid-feather, and by increasing the length rather than the
number of tubes.
The power absorbed by the blast pipe ranges from 10 to 20 per cent. of the
gross power of the engine, according to the number, diameter and length of
tubes, and also the speed of the engine. On average a degree of exhaustion
is required in the fire-box under ordinary circumstances equal to a column
of water 4in in height, and the degree of exhaustion in the smoke-box must
be greater than this by the resistance offered by the tubes to the passage
of the heated gases from the fire-box to the smoke-box. Experiments made
about 2½ years ago upon an engine with a total heating surface of
987ft2, carrying 147 tubes of 1¾in external diameter and
13ft 10in long, it was found that the latter force was at all velocities
three times as great as the former: or 66 per cent of the total force of
the blast was required to overcome the resistance offered by the tubes to
the passage of the heated gases, leaving only 33 per cent to operate upon
the fuel.. This fault stems from the comparatively limited flue area of the
boilers as at present constructed.
A method was proposed for increasing power without increasing the diameter,
or length of the boiler, or making it oval, by enlarging both the fire-box
and tube surface by 35 to 40 per cent. The copper fire-box would be constructed
with an arched roof, the top being nearly as high as the top of the cylindrical
part of the boiler. This box may be any length without reducing the strength
of the roof, and would require none of the stay-bars which are so essential
to the security of the flat-roofed box, and which for a moderate sized engine
weigh not less than 400 lbs. With such a box the whole of the cylindrical
part of the boiler can be filled with tubes, and the longitudinal stays be
eliminated: in the "present instance" there were 225 tubes of 2in. external
diameter, the shell of the boiler being 3ft 8in diameter and 10ft long ;
the total heating surface of the fire-box was 80ft2, and the tubes
1177ft2, making a total heating surface of 1257ft2.
Such an arrangement involves keeping the boiler full of water, and therefore
demanded a separate steam chamber: this consisted of a cylinder 13ft long
and 20in diameter, fixed over and parallel to the cylindrical part
of the boiler, this tube had a cubic capacity of 285ft2
McConnell (pp. 8-9) noted the heat loss in the smokebox and Allan (p.
9) had experimented with rods in the tubes but this had no effect upon fuel
consumption. Ch: CB.
24 October 1849
Samuel, James
On the economy of railway transit. 1-13.
The employment of Enfield on the Eastern Counties Railway and
on the Norfolk Railway. Ch: RS.
to 1410 tons; viz., 169 tons of goods and 1241 tons of coal. The
“Enfield” Steam Carriage worked the 10 a.m. Passenger train from
London to Ely on 14th June, a distance of 72 miles, taking behind her three
of the ordimq carriages and two horse-boxes; she arrived at Ely 8 minutes
before time, and the total consumption of fuel, including the getting up
steam, was found to be 8½ lbs. per mile. The tubes of
the boiler are only 5 feet 3 inches in length, and the economy of fuel is
consequently scarcely at the maximum.
The Fairfield Steam-carriage on the Bristol and Exeter Railway, had hitherto
been worked with an upright tubular boiler, which had not proved satisfactory,
and the regular working of the engine had been prevented by the difficulty
in keeping the tubes tight ; but a horizontal boiler had been substituted,
and the engine was just starting to work with it.
In the discussion Sanuel added that the Enfield engine, made the quiokest
journey that had ever been performed between Norwich and London. With a train
capable of containing 84 passengers they performed the distance of 126 miles
in 3 hours 35 minutes, including stoppages. Another advantage in a large
carriage of this description resulted from making use of the side space,
for there were only 8 wheels to do the work of 24, and at the same time they
had no greater amount of weight on each wheel than under the ordinary
arrangement. The whole weigbt was 9 tons without passengers, and 84 passengers
might be taken at an avexage as weighing 6 tons. Samuel expected the small
engine would be as dnrable for locomotive purposes, and even more so than
an engine of larger dimensions ; the bearings could be made larger in proportion
to the strain, and the boiler being smaller in diameter the steam could be
compressed with greater safety. The Enfield engine was worked at 120 lbs.
pressure, while in ordinary engines it did not exceed 80, and hence an advantage
of 40 lbs.wss obtained.
McConnell, J.E.
On railway axles. 13-27
Torsional deformation. The Chairman (Robert Stephenson?) refered to
experiments made by John Gray, on the Hull and Selby Railway, and reported
in the Engineers’ and Architects’ Journal, or the
Mechanics’ Magazine, to show the importance of time in axle fracture.
He took a round bar of iron 3 feet long and 2 inches diameter, and turned
it down in the middle, to 1 inch in diameter for 2 inches in length. He then
took another bar 1 inch in diameter uniformly throughout, and he tried the
strength of these bars under concuasion and not mere pressure. Now the severest
point of strain would evidently be the middle of the bars where the diameter
was the same in both, and consequently if weights were gradually and quietly
laid on, the results would be alike in both bars ; but when small weights
were let fall on them, the bar 1 inch in diameter throughout its whole length
was found to be much stronger than that which was in the main 2 inches and
1 in the middle. For as time is an element when the resistance of material
is concerned, regarding the axle as elastic like a piece of india-rubber,
the only particles that could yield to percussion from the falling weight
were those between the shoulders in the part of the axle that was turned
down, but in the case of the bar an inch in diameter throughout its whole
length the whole of the particles would yield; the one being a good spring
and the other a very bad one. See also On the detioration
of railway axles..
Volume 2 (1850)
January 1850
McConnell, J.E.
On the deterioration of railway axles, etc. 5-14: (April): 3-6.. Disc.
14-19 : (April), 6-14 + Plates 1-2.
Having been requested at the last meeting to furnish further proofs
of the change from the fibrous to the crystalline character produced in railway
axles, and fceling convinced that a strict and careful examination of this
important subject is a necessity in this age of Railway practice, the enquiry
has been resumed in the hope that the further information and experience
gained may tend to a more perfect knomlcdge of the subject.
Adams, W.A.
Springs for railway carriages and waggons. 19-29. Disc. 29-31. + Plates
3-4.
Buffing and bearing springs are applied to carriages and wagons to
absorb and neutralise the force and momentum of shocks to which vehicles
are exposed in ordinary service. A perfect spring would absorb the entire
power and space of the blow without disturbing the inertia of the vehicle,
but in practice is impossible, due to varying loads on bearing springs and
varying forces on bufing springs: in bearing springs the nearest approach
to perfection was in the modern first class carriage, where the disproportion
of total weight between loaded and unoaded was less than in any other
vehicle.
The laminated spring was the commonest form for the springs of railway
vehicles, consisting of a number of plates, the taper being given by reducing
the plates successively in length. The wagon bearing spring in ordinary
use on the Midland, London and North Western, and other Railways is shown
in Fig. 1 (Plate 3): this could take a load of about 2 tons per spring:
load-deflection data are given and it was considered that such springs could
cope with a 3 ton load. Fig. 3 represents the wagon bearing spring,
or prop, in extensive use on the North Branch of the London and North
Western, the South Staffordshire, Caledonian, and other Railways, which may
well be designated by the term cheap. This spring was 2 feet 5 inches
long, 4 inches wide, 2 inches thick, camber 4 inches, consisting of 4 plates
½inch thick and weighed about 40 lbs. Load-deflection date are again
quoted. The wagon bearing spring in extensive use on the Midland Great
Western, and other Irish Railways, and on the London and North Western Railway,
is the ordinary spring (Fig. 1), but with eyes rolled at the ends and hung
on scroll-irons. The advantages of this form of spring are the great space
passed through and quickness of adaptation to the inequalities of the road,
in consequence of the deflection of the end shackles caused by the deflection
of the spring, and consequent elongation between the centres of eyes of shackles;
also rubbing friction at ends is almost entirely obviated. The disadvantages
are first, that to carry a given load a much greater quantity of material
is required, as from the circumstance of a great portion of the space between
the sole-bar and the axle-box being taken up by the scroll irons and shackles
the radius of the curve of the spring is much reduced, and a thicker spring
consequently required. Secondly, the tension on the sole-bars tending to
hog the waggon frame, being the reverse of the action of the ordinary spring.
Thirdly, in consequence of the great space passed through by the deflection
of this spring, the variations of the load will considerably vary the height
of the buffers from the rails. Fig. 4 represents the "universal" carriage
bearing spring originally introduced by Wharton on the LNWR, resulting
from repeated practical trials and improvements. This spring was 5 feet 3
inches long, 3 inches wide, 2 11/16 inches thick, consisting of 9 plates
5/16 inches thick; the ends of the plates are what is technically termed
long spear-pointed. Similar shorter and lighter springs were used for
horse-boxes, carriage-trucks, and brake-vans (presumably carriage stock).
Buchanan’s bearing spring consisted of four flat horizontal plates
4 feet long, 4 inches wide, and tapered in thickness from ½ inch at
the centre to ¼ inch at the ends, and fastened in the centre and impinging
at the ends only. It did not seem to possess any advantage over the ordinary
laminated spring, except that the friction between the plates was entirely
avoided except at the ends, but there were several disdavantages, including
increased cost.
Adam’s Bow-Spring: advantages held the axle-boxes without the
intervention of the guards in the same manner in previously described with
reference to the carriage bearing spring.
top links permitted wheels, axles, and axleboxes to traverse laterally in
passing curves
quick adaptation of this spring to lateral and perpendicular blows preserves
the inertia of the body almost wholly from displacement at moderate speeds.
Disadvantages: at high speeds and on a bad road the reaction of this spring
is so great as to cause rebound, and increasing momentum from each successive
blow occasions very considerable oscillation
Spiral bearing springs as used on tenders of Midland Railway locomotives
Buffer and draw springs.including double draw springs; De
Bergue’s buffer springs packed with rings of vuloanised in&
vulcanized rubber (Adams was critical of these); Todd’s cork
buffers; Adams’s Disk Buffers with packing consisting of
16 disk spring made from flat circular plates of steel 8 inches diameter
and ½ inch thick; Webster’s Air Buffers; Brown's Conical
Spiral Spring Buffers,
July 1850
Thorneycroft, T.
On the form of shafts and axles. 35-41. Discussion: 41-3.
October 1850
Buckle, W.
On the inventions and life of William Murdock. 16-25. Disc.: 25-6 + Plates
15-16.
Author appeared to be unaware that Murdock's name had originally been
Murdoch, and that this change was not reflected in those of relatives who
remained faithful to the Scottish version. Murdock was employed by Watt from
1777 and within two years was snet by Boulton & Watt to Cornwall to look
after their interests there. Whilst living in Redruth he produced a model
road locomotive and invented gas lighting
January 1851
Adams, W.A.
On the improvement of the construction of railway carrying stock. 10-19 Oct
1850/Jan
Attempt to reduce weight by replacing timber (oak) sole bars by wrought
iron
Peacock, R.
On the workshops for the locomotive carriage and waggon departments of the
Manchester, Sheffield, and Lincolnshire railway. 22-7.
Barrans, Joseph
On an improved axle box for railway engines and carriages. 30-5, + Plate
23. Discussion: April, 3-8.
July 1851
Henson, Henry H.
On improvements in the construction of railway wagons. 3-20 + 3 plates. 10
diagrs..
Covered wagons
Cowper, E.A.
On an improved mode of moulding railway chairs. 42-4. Disc.: 44-5. + Plate
41
Cheaper method of casting with reduced labour costs due to the employment
of boys.
Shipton. James A.
On the direct conversion of rectilinear into circular motion in the steam
engine. 4-9.
Handley, W.
On an improved break for railway carriages. 19-23. Disc.: 23-7 + Plates
50-1.
A sledge type of brake which acted upon the rail. Refers to an earlier
brake developed by Lee in 1842 which acted on both the wheel and the rail
and to one introduced by Adams in 1847 of the sledge type which acted under
a bogie.
Samuel, James
On a continuous expansion engine. 27-34; 41-7. Disc.: 34; 47-52 + Plates
52-3 and 55
An experimental assessment of compounding on the Eastern Counties
Railway. Discussion: In the discussion Samuel (page 49) replied, that in
the two engines that had been tried no difficulty appeared in making steam,
and they were not found short of steam. Goods engines working at slow speed
might perhaps be found the most useful cases for applying the principle.
The other engine that had been tried was a passenger engine, in which the
second cylinder was made double the area of the first; and it was never found
short of steam, though running an express train of considerable weight. The
results of the experiments as to economy were interfered with by a defect
in the construction of the valves, which were tried with india-rubber packing
at the back, as equilibrium valves, and proved leaky in working ; and there
was not an opportunity of carrying out the experiment further with valves
of the ordinary kind, so that no sufficient results were obtained as to
consumption, though as long as the valves remained in order the engine contrasted
favourably in consumption with other engines of the same class and work.
The only definite result obtained was with respect to the sufficiency of
the blast, which proved quite satisfactory during the regular passenger train
work of about a month. D.K. Clark (50), basing his remarks partly on his
experiments made on the Caledonian Railway that the back pressure in the
second cylinder, where there was no blast, had been taken in the diagram
at only half-pound per inch, and would, of course, require to be matter of
experiment to prove it positively; but he had observed the back pressure
as low in locomotives where the valves and ports were properly adjusted ;
and in the diagram, taken from the Great Britain engine, at fifty-five
miles per hour the back pressure was less than half-pound, with a blast pipe,
when the steam was cut off at one-third of the stroke.
Clark, Daniel K.
On the expansive working of steam in locomotives. 60-82. Disc.: 83-8; 109-131
+ Plates 55-7.
The object was to show at what rate in practice the efficiency of
steam is increased by expansive working in locomotives with the best existing
arrangements of cylinders, valves, and valve gear, and to point out the
conditions on which expansive action may be most successfully carried out.
Discussion: McConnell (83) agreed that the link-motion was the most advantageous
and useful of any locomotive valve-motions known; and the mode of hanging
the link from a fixed centre, adopted by Gooch in the Great Western engines,
had the advantage of preventing the increase of lead that took place in the
ordinary link-motion when working with much expansion. He considered that
the surcharging of the steam in the smoke-box was a valuable suggestion,
and might very probably admit of being carried out so as to effect an important
economy. And he thought that a hotair chamber should be contrived, passing
round the cylinder, and kept constantly in such a temperature as to prevent
any condensation of steam during expansion, and ensure the steam being always
maintained perfectly dry, without any water being ever present in the cylinder
from condensation or priming. The suspending the cylinders in the smoke-box
was a good plan in the Great Western engines, but a special arrangement was
required for the purpose of thoroughly carrying out the principle in a proper
manner.
Siemens, C.W.
On the expansion of isolated steam and the total heat of steam. 131-40. Disc.:
140-1 + Plates 63-4.
Adams, William A.
On improvements in the construction and materials of railway waggons. 206-10.
Discussion: 210-12 + Plates 79-80. 10 diagrs..
The substitution of wrought iron for wood in the construction of the
under-frame of railway wagons> Discussion McConnell (210-11) considered
that the reduction in dead weight was very important; H. Wright (North
Staffordshire Railway, 211) considered that iron-framed wagons were more
expensive to repair; E. Jones (211) considered that the lack of buffer springs
led to damage of wagons;
Hodge, Paul R.
On a new self-lubricating axle-box for railway engines and carriages, and
a self-acting spring crossing point. 213-17. Disc.: 217-22 + Plates 81-3..
Patented axle box with following claims: exclusion of dirt or grit
from the box, by leather and wrought-iron collar; constant lubrication to
journals and brasses via capillary medium placed in a separate chamber, and
detached from the back of the box by means of the bridge wall, so that the
hydraulic lead of the oil can be carried much higher than the joint of the
leather and collar, allowing the upper chamber to be full of oil, yet inhibiting
oil leakage at the back; provision of an under-chamber for waste oil. The
self-acting crossings used rubber springs
McConochie, John
On an improved railway chair. 9-15. Disc.: 15-19 + Plates 1-4 (17 diagrs.).
The following were the advantages claimed:
The lower-head of the rail is preserved free from injury, while the upper
one is in use.
The abutment-piece, or loose jaw, forms a self-acting fastening.
The Improved Chair gives the rail great additional stiffness, vertically
and' laterally.
The length of the jaws of tlie Chairs causes the distance of unsupported
rail between Chairs placed the usual distance apart to be less than with
those in ordinary use,
This Chair, by preventing the ends of the rails slipping, and securing level
joints, lessens the wear and tear of the rolling stock, and promotes ease
in travelling.
The keys require much less attention, as their office is not to support the
rail, as in the common Chair, but only to keep it from rising in the Chair.
The above advantages are secured at a very slight extra expense on the first
cost of the chair.
The rail experimented upon was on the Liverpool, Crosby, and Southport
Railway
Copper, Edward A.
Description of Cugnot's original invention of the locomotive steam engine
for common roads. 33-7. + 3 plates
Plates include plan, side elevation and cross sections. The description
was prepared Professor Armengaud of the Conservatoire des Arts
et Metiers, and was translated from French.
Allan, Alexander
Description of an oil axle-box for engines and tenders. 37-8. Disc.: 39.
+ Plate 8. 5 diagrs.
Cast iron axle-boxes with sponge to assist with transfer of lubricant.
Data on oil consumption. Participants in the discussion included Lea, Fothergill
and McConnell.
Craig, William G.
On improved India-rubber springs for railway engines, carriages, &c.
45-57.
Used Moultons Prepared India Rubber.
Adams, W. Bridges
On railway axle lubrication. 57-63. Disc: 63-5. + Plates 11 and 12
Before railways, mail coaches and private carriages, with a maximum
weight of 3 tons, were constructed with axles case-hardened, and with a bearing
surface on each arm equivalent to 30 square inches. This is equivalent to
about 56 psi on the bearing.
Nicholas Wood's experiments on axle friction, found that with the best oil
and with favourable circumstances, a superincumbent weight of 90 psi gave
the minimum of friction. Some of the earliest railway axle-bearings were
4 inches in length by 2¼ in diameter, something under 14 inches. of
total bearing surface, fitted according to Wood's calculations, only for
a waggon of 2 tons total weight. It would seem as though these sizes had
been calculated from the fixed shafting of factories, without any calculation
of concussion. Probably this was the reason why viscid soap was substituted
for fluid oil, increasing the toughness of the material used for lubrication
to make up for the want of bearing surface. In railway practice it is found
that the soap or grease which serves well in the winter, is too fluid in
the summer, a sure proof that the bearing surface is far too small for any
lubrication with oil, which offers the minimum amount of friction. A strong
objection to soap lubrication is, that it requires a considerable amount
of friction in the winter time to make it fluid ; and it is sometimes difficult
to start a train into motion when the grease has been frozen.
McConnell, J.E.
On hollow railway axles. 87-95. Disc.: 96-101 + Plates 19 and 20 (19
diagrs.).
Tubular form of axle having considerably less weight of material in
the form of the tube, a much greater strgngth can be obtained to resist torsion,
deflection hy pressure or weight, or concussion from blows. The resistance
of a solid cylinder to deflection and torsion, increasing in proportion to
the fourth power of the diameter (or the square of the square), but the weight
increasing only as the square of the diameter. Discussion: W. Mathews asked
for the saving in weight of the hollow axles, and whether they had yet been
applied extensively and was informed that the reduction in weight was about
2-5ths theoretically to obtain the same strength, but it had been taken at
33% of the solid axles, to be on the safc side. Hollow axles were being
extensively applied on the London & North.Western, Midland, and Great
Northern Railways, and more than 500 had already been made; some had been
at work for nine months with entire satisfaction.
Norris, R.S.
Improved railway joint chair. 101-08
Ramsbottom, J.
Description of an improved coking crane for supplying locomotive engines.
122-3. Disc.: 124-6 + Plate 28 (diagr.).
Lloyd, Samuel
On an improved turn table.126-31. Disc.: 131-4. + PLates 29 and 30. 11
diagrs.
Balanced turntable for use in goods yards: ten years experience on
Syston to Peterborough line.
Rolinson, John
On an improved apparatus for preventing explosions of steam-boilers. 134-6.
Fairbairn, William
On the retardation and stoppage of railway trains. 156-65 + plate 39.
Mainly a description James Newall's brake adopted by the East Lancashire
Railway.
Beattie, Joseph
On an improved locomotive engine. 24-33. + Plates 5-7 (7 diagrs.)
Diagrams show complex firebox and feedwater heater mounted around
chimney. Experiments with locomotive Britannia running between London
and Southampton in October 1853 and January 1854..
Marshall, William Prime
On Berdan's crushing and amalgamating machine. 33-48.
Payne, Edward J.
On a new railway train signal. 49-57.
Invented by Alfred Bird of Birmingham: hydraulic system replete with
anti-freeze to enable communication between engine driver on locomotive and
guard on train.
Ramsbottom, J.
On an improved piston for steam-engines. 70-2. Disc.: 73-4 + Plate
16.
Advantages claimed:
Lightness, a 15 in. piston of cast iron weighs only 88 lbs. on the
new construction, and the lightest the writer had previously in use weighed
over 119 lbs. If made of wrought-iron or brass the weight might be still
further reduced.
Siniplicity and economy of construction ; the piston consisting only
of one piece with the three rings, and having no workmanship upon it except
turning the rim and boring the centre. The packing rings being drawn as ordinary
wire and then bent, can be produced at a cost little more than nominal.
Impossibility of getting deranged, in consequence of there being no
loose parts, such as bolts, nuts, cotters, or pins, which might come out,
and cause damage ; and no parts that can become unfastened, as each ring
is effectually secured in a separate groove.
Less friction, both from the reduced weight of the piston and the
less amount of elastic surface pressed against the cylinders. This latter
for an 18 in. piston is about as 42 in2 to 14 1 in2
, when compared with an ordinary piston with packings 2½ in. deep, and
from the results shown in the working the writer i3 of opinion that it is
mainly to this that its satisfactory performance is owing.
It was sixteen months since the first pair were put to work, and others had
since been made to the number of 30 pairs, the whole of which are realising
all that could be desired. Tlie piston now shown had been at work fifteen
months, and had run a distance of 19,650 miles. A set of rings will run from
3,000 to 4,000 miles, and cost when new, about 2s. 6d ; so that in examining
and cleaning a piston the renewal of the packing is of little more consideration,
so far as cost is concerned, than if the piston were hemp-packed.
A careful average of the consumption of the fifteen engines which were first
fitted with thesc pistons, and which have since run intervals of time varying
from four to sixteen months, and an aggregate distance of 209,800 miles,
shows a reduction, when compared with the duty of the same engines for four
years previous to these pistons being put in, of 5.7 lbs. per mile : a result
which has been carefully arrived at, and which goes to show that this piston,
either from greater average tightness, or reduced friction, or both combined,
is greatly superior to those which it has superseded
McConnell, James E.
On an improved wrought-iron piston. 119-22 + Plate 28.
Piston constructed entirely of wrought iron, and forged in one piece
with the piston-rod, by means of which the ordinary joint between the piston
and piston-rod is avoided, and a great saving of weight effected.
Kitson, James
Description of an improved friction hammer. 133-8 + Plates 32-3 (2 diagrs.).
Fenton, James
Description of an improved safety valve, for locomotive, marine, and stationary
steam boilers. 24-9 + Plates 5-6 (6 diagrs.)
Beyer, Charles
Description of an improved tuyere and smiths' hearth. 125-9.
Description of an improved water tuyere designed by John Nuttall.
The tuyere was referred to in an earlier paper by Charles Beyer.
Miller, George M.
Description of a new expansive valve motion for steam engines. 146-51. Disc.:
151-4 + plates 24-5. 7 diagrs.
The object of the valve motion described, the invention of John Wakefield,
of the Great Southern and Western Railway, Ireland, was to obtain an expansive
action more simple and more perfect than the motion usually employed, the
whole motion being obtained from a single eccentric upon the crank shaft.
A practical trial was made on two locomotive engines on the Great Southern
and Western Railway, over 1½ years and l¼ years ending March and
July, 1854. One, a passenger engine, was fitted with the new motion In the
other, a goods engine, a slight modification was made, the construction being
simplified by dispensing with the slotted arm. The passenger engine, No.
9, had 15 inch cylinders with a 20 inch stroke, and 5 ft. 6 ins. driving
wheels worked regularly between Dublin and Thurles (a distance of 87 miles),
with two other engines, Nos. 17 and 19, by the same maker, and similar in
all respects, except that they are furnished with the ordinary link motion.
Discussion: J. Ramsbottom (158) considered that the action of the new motion
was nearly the same as that of Dodds’ wedge motion, and differed so
little from that of the link motion, that its superiority would be mainly
a question of durability and maintenance, which could be decided only by
long experience. In the link motion the lead became greater at a higher degree
of expansion, but he did not consider this objectionable, but rather an
advantage, as the greater lead was used principally for higher speeds. The
arrangement of the new motion was ingenious, but, he should fear the maintenance
of it would involve an increase of expense.
Adams, W. Bridges
On an improved spring and axle box for railway carriages. 163-71.
Joy, David
Description of a spiral coil piston packing. 171-6 + Plate 32 (7 diagrs.).
Fairbairn, William
Description of a new construction of pumping engine. 177-82.
Craig, William G.
On an improved axle box and spring fittings for railway carriages. 182-91.
Ramsbottom, John
On the construction of packing rings for pistons. 206-07. Disc.: 207-08 +
Plate 40 (diagr.)..
The writer had invented a a metallic piston, as described in
Proceedings 1854, 5, 70), where
the packing is forced against the working surface of the cylinder by its
own elasticity, and owing to its being comparatively slender in cross section,
had to be left about 10% larger in diameter than the block of the piston,
in order to give the requisite pressure for preventing the passage of steam.
It was found, that when such packing was made of a circular figure before
being compressed, it was invariably worn more rapidly at the joint, and at
the part opposite. It is very natural that this should he the case, and it
has been the practice with many engineers, when using packing rings which
are pmssed against the cylinder by their own elasticity alone, to make the
part opposite the joint, where there is clearly the most strain, stronger
than any other, each half being tapered off to the joint ; although the writer
is not aware that this has been done by any positive rule.
It was taken for granted that the unequal wear above referred to was owing
to the pressure against the cylinder being unequal in different parts of
the ring, and as the packing rings used by the writer are made of wire or
drawn rods, and consequently uniform in thickness, it was found impracticable
to ensure this equable pressure by tapering the ring, but as this uniform
pressure can be obtained by making the packing ring truly circular in figure,
but unequal in thickness it oocmred to the writer, inasmuch as the rings
which he employs are bent and not turned, that the same elld might be gained,
by conversely making the ring equal in strength of material but unequal in
figure or that a ring might be made of such a shape, that although uniform
in cross section, it would press equaly against the working surface of the
cylinder all round.
Ramsbottom, J.
On an improved safety valve. 37-47.
The tamper-free duplex safety valve. It was not unknown for locomotive
drivers to load their safety valves in order to obtain increased boiler pressure
so that they could make up lost time. Such practice was dangerous and a number
of boiler explosions were attributed to it. Ramsbottom's safety valve design
prevented any loading which would result in an increase of boiler pressure,
but did allow pressure to be released by means of a lever which had contact
with both valves.
Allan, Alexander
On an improved construction of link motion for locomotive and other engines.
70-7.
Chattaway, E.D.
Description of a central buffing and drawing apparatus for railway carriages.
173-8 + Plate 76 (2 diagrs.)
The centre buffing and coupling apparatus had been applied to two
of the mineral wagons running on the North British Railway, with a view of
determining the practicability of using it conveniently in connection with
the ordinary buffers and couplings. These wagons had been running for nearly
five months upon one of the coal branches having a gradient of 1 in 25 with
curves of 300 feet radius, and the result had been to establish decisively
the feasibility of the centre buffers working satisfactorily amongst stock
with corner buffers. Arrangements are now being made for the more extended
use of the centre buffer in consequence of the success of this
experiment.
Allan, Alexander
Description of an improved steam boiler for locomotive and other engines.
233-5 + Plate 85.
Neilson, Walter
On an improved locomotive boiler. 236-8.
Firebox designed to obviate boiler explosions caused by failure of
semi-cylindrical steam reservoir placed above firebox and the firebox roof
was depressed in a circular shape, whereby a more correct form of roof girder
or crown stay was obtained, and one which was the strongest that could be
got to support the weight or pressure upon the roof cross-section of
firebox.
Fenton, James
On a new water connexion between locomotive engines and tenders. 99-102.
Tosh, G.
On the relative evaporating power of brass and iron tubes. 119-21. Disc.
121-4.
The writer had the superintendence of locomotive and other engines
for a number of years and used considerable numbers of both brass and iron
tubes, in several cases with apparently equal success: the former have generally
been preferred for locomotive engines working at a high pressure, because
there is less difficulty in keeping them fast in the tube plates, and the
adhesion of the deposit from bad water was not so great on brass as on iron;
it being well known that when iron tubes once become leaky, their ends are
speedily wasted and cannot afterwards be depended upon. Eight experiments
were made with vertical boilers to establish the quantity of water evaporated
with brass and iron tubes where it was found that brass evaporated about
25% more water than iron with the same quantity of fuel. Further experiments
were made with brass and copper tubes, where it was found that copper will
evaporate about 56 %. more water than iron with the same quantity of
fuel.
Ramsbottom, John
Description of a safety escape pipe for steam boilers. 179-83.
Beyer, Charles
On balancing the valves of steam engines. 189-92. Disc.: 192-5.
D-pattern balanced slide valves for all types of engine developed
by Robert Wilson of Patricroft, mainly stationary (especially for steam hammers,
notably at Low Moor), but also including locomotive. Contributors to the
discussion included [Robert] Wilson (it was his work which was being described,
mainly in its application to steam hammers), Henry Maudslay, Pilkington,
Morrison, [Joseph] Tomlinson who noted that in the case of the locomotive
slide valve there did not appear to be any provision for keeping the back
steam tight after wear had taken place. Wilson replied that he had found
the wear was so slight that the elasticity of the plate was sufficient to
compensate for it, by the deflection of the plate under the pressure between
the supporting sides
Kitson, James
On lighting railway trains with gas, with description of Mr T.J. Thompson's
system. 242-58 + Plates 141-3.
Flat-flame burner encased in a ground glass globe positioned about
9 inches from ceiling. Fed by central gasholder on tender and rubber flexible
hose between vehicles..
Froude, W.
Dynamometer and friction break [sic]. 92-110. Disc.: 110-117 + Plates 21-6.
18 diagrs.
brake
Hunt, Thomas
On a new construction of railway springs. 160-73.
Fairbairn, William A.
On an improved construction of axleboxes and coupling rods for locomotive
engines. 166-70.
Advocated India rubber linings for axleboxes as this made them last
longer.
Haswell, John A.
Description of an improved railway switch. 171-3. Disc.: 173-5 + Plate 42.
4 diagrs.
Point switches installed at York and Newcastle stations. The switches,
invented by Edwin Thompson and William Nicholson of York, were designed to
remove the difficulty of lubrication, by avoiding the sliding of the tongue
rails upon the chairs, and so dispensing entirely with lubrication.
Wood, Nicholas
On the improvements and progress in the working and ventilation of coal mines
in the Newcastle-on-Tyne district within the last fifty years. 177-236.
As Wood is so important in the development of steam locomotives this
paper is listed
Fletcher, E.
Description of the locomotive engine shed and turntables at Gateshead Station.
256-60.
Paper presented in association with a visit to Gateshead by the
Institution.
Tomlinson, Joseph
On the burning of Welsh steam coal in locomotive engines. 274-95.
Results from trials with steam coals from South Wales in locomotives
on the Taff Vale Railway, in comparison with the best available coke in the
same district . In all previous trials failure had resulted from burning
of the firebars. This failure of the Welsh steam coal in locomotives has
been hitherto attributed to the firebars becoming clinkered over, but the
results of the trials appear to show that the failure has arisen from an
entirely different cause, and one that can be completely obviated.
Discussion: B. Laybourn (287) noted the use of coal on the Monmouthshire
Railway; B. Fothergill (288-90) noted the problem of
the burning of firebars; W.G. Craig (290-1) made observations about coal
burning on the MSLR; W. Smith (291) noted that channelled firebars were used
by Gray; Tomlinson (293) noted the use of Gray's firebars on GWR Iron
Duke
Allan, Alexander
Description of a new steam pressure gauge. 179-85.
Naylor, William
Description of Haste's improved safety valve for steam boilers. 186-94
Penn, John
On the application of superheated steam in marine engines. 195-210.
Fenton, James
Description of Fryer's apparatus for filling locomotive tenders with water.
211-16.
Allan, Alexander
On increased brake power for stopping railway trains. 230-5. Disc.: 235-7.
+ Plate 45. 2 diagrs., 3 tables
In 1859 on the Scottish Central Railway a form of combined
counter-pressure and steam friction brake was devised, in which a leaky shutoff
valve was placed in the blast-pipe and a connection provided from the blast-pipe
below the valve to a brake cylinder applying brake blocks to the wheels of
the carrying axle or axles. When the valve was closed, the regulator still
being at least slightly open, pressure rapidly built up on the exhaust side
of the pistons so that a retarding effect was produced without reversing
the valve gear. This arrangement was certainly fitted to one, perhaps more,
of the six 2-4-0s built late in 1857 by Fairbairn & Sons and to one or
more of the 2-2-2s rebuilt between 1854 and 1859, originally dating from
1847-49, as Allan definitely refers to the brakes on the leading and trailing
axles and as shown in one of his diagrams. The trials included the descent
of an incline of 5 miles of 1 in 80.
Abstract based on Carling Newcomen
paper.
Discussion: R. Morrison (236) had observed
experiments on a steep incline of 1 in 40 on the Edinburgh and Glasgow Railway,
with a steam brake contrived by Mr. Paton which gave a very powerful retarding
force when the brake was applied to the leading and trailing wheels of a
large tank engine having all the wheels coupled, and the pressure was produced
by a steam cylinder communicating direct with the boiler. The action of the
break was very efficient, but he believed the principal objection to it was
found to be the great shock caused by its sudden application, which often
deranged the levers of the apparatus and occasioned an objectionable concussion
to the train.
Maudslay, Henry
General meeting [notice of the death of Robert Stephenson]. 245-8