Journal Institution Locomotive Engineers
Volume 23 (1933)
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Journal No. 111
Jarvis, C.C. (Paper 297)
Dynamometer car working on the L.N.E.R. 2-33. Disc. 34-46. 4 illus., 12
diagrs.
Meeting held at Royal Technical College, Glasgow, on 11 February 1932;
chaired by G.W. Phillips. Former NER car.
Locomotive performance could be subdivided:
Description of mechanism
Car could measure:
Figure 4 (page 11): Maximum drawbar pull tests:
Super Sentinel No. 44
3-cylinder mineral locomotive class O2
Figure 5 (page12): Drawbar pull recorded near Warkworth:
C6 No. 701 (2-cylinder)
C11 No. 878 (2-cylinder)
C7 No. 729 (3-cylinder)
A1 2555: effect of taking water on Werrington troughs entered at 73 mile/h
and exited at 68 mile/h
Electric clock with standby mechanical clock; dynamic integrator; human intervention to record changes of gradient, mileposts, tunnels, speed restrictions, etc; also boiler pressure, steam chest pressure, cut-off, steam temperature, injector working, damper postion. 160 ft long record for Newcastle to York. Braking date automatically monitored. Water measurement - connection to tender tank. Coal (bagged).
Steam heating measured: 800 lb steam per hour to heat 12-14 LNER coaches.
Boiler performance:
feed water temperature: ordinary thermometer
steam temperature: pyrometer
smokebox temperature: pyrometer
smokebox vacuum: water gauge
Cambridge high frequency draught recorder
CO2 recorder: Cambridge instrument
Dr G.A. Shakespear of Birmingham University has developed
micro-indicators
Car attendant's fascilities: could prepare simple meals, act as guard in North Eastern Area; sleeping accommodation.
Figure 15 Dynamometer record: Pacific 2580: Edinburgh to Carlisle in 1928 with 400 tons.
Notes further records made by car in Journals, Nos 78, 84 and 97.
Also reports work with electric locomotive No. 15 hauling passenger stock weighing 582 tons from Newport when 1500 hp was measured at the drawbar in 1922.
Discussion: G.W. Phillips (34-5) commented on work permormed by C11 Atlantic which he considered to be superior to that of 3-cylinder C7. In reply the author considered the C11 to be "very good engines" but criticised the driving technique employed. B.C. Bean (35) commented on the newer hydraulic mechanism noted by H.G. Gillvray in Journal 103. C.H. Robinson (37) noted that the spring was removed every twelve months, placed in oil and rebuilt; included notes of tests on D49 class of piston valves versus Lentz oscillating cam and rotary cam valves (the last having fixed cut-offs); Tyler (38) made observations on the amount of steam heating consumed in steam heating and the enrgy consumed in picking up water from troughs; the original spring plates were still being used; the steam heating pipes needed to be lagged under the tender to avoid condensation; Wylie (39) noted that the ACFI feed water heater could bring fuel savings of 8-10%, but was very complicated; C. Schlegel (42) queried the procedures for (i) stopping and (ii) coasting at high speed: in reply the author stated that 50% cut-off better than full gear for (i) and in (ii) a little steam but well notched up - full gear with steam off leads to ash and hot gaese being drawn into steam chest and cylinders; J.M. Roothwaite (Rounthwaite?) noted that Walter M. Smith had observed that 30% of power is absorbed in propelling the locomotive itself and the speaker wondered what effect roller bearings and streamlining might have. Lund (43) speed was calculated electrically off the measuring wheel. G.M. Wells (43) noted that the drawbar had broken due to the engine brake being released before the train came to rest.
Lee, A.J. (Paper 298)
Present-day designs of locomotives and rolling stock. 47-65. Disc.: 65-83.
Meeting held in Buenos Aires on 30 September 1932: E.C. Noble in chair.
A survey of requirements for use under Argentinian conditions where the
population was sparse. Lee advocated steel fireboxes, thermic syphons, mechanical
stokers and possibly welding.Questions why feed-water heating had not been
adopted. Need for standardization of boiler fittings. Smokeboxes and ash
pans required heat resistant steels. Cites the results of the Bridge Stress
Committee. Notes problems of wheel balancing and tyre wear, especially on
two-cylinder designs where flange wear was excessive and there was unequal
flange wear. The care of axleboxes and bearings was important. There was
a need for flange lubricators. Minimum tyre thickness should be two inches.
Roller bearings were under test. Mentioned poppet valves and piston rings.
Suggested guaranteed fuel consumption figures, like cars. Of the Garratt
type: "has solved in a very effective manner the problems of how to haul
more tons per engine without increasing axleload or carrying out aletrations
to the existing permanent way and bridges...". Refereed to Chapelon rebuilt
PO Pacific noting the thermic syphons, large steam passages, high degree
superheating, high boiler pressure, poppet valves, Kylchap exhaust, increased
ashpan openings and feed water heaters. Three articulated Sentinel railcars
were on test: one had run 130,000 km; the low running costs were noted. Steel
bodies were required for coaching stock: noted advantages of rubber flooring
but considered linoleum to be adequate for the Argentine. Did not favour
articulation, but favoured roller bearings. Wagons were limited to low mileages
and suffered from uneven flange wear, one-way traffics, dust and the carriage
of cattle.
Discussion: E.C. Noble (65-6) noted the need for ease of maintenance and
design to reduce maintenance. Need for standardization and ruggedness. F.
Davis (66-8) noted the use of Caprotti valve gear on the Central Argentine
Railway. The three-cylinder Pacifics had 225 psi boiler pressure, a tractive
effort of 29,859 (at 66.6%) and were able to haul 650 ton trains between
Buenos Aires and Córdoba. Subsequently found that Caprotti led to
high shed maintenance due to damage, but had achieved 8000-11,000 km/month
and achieved high haulage. A major problem was the sticking of the valve
spindles in the guides. W. Heaton (68-70) noted the loss of paint finish
on the steel-bodied rolling stock due to the high solar input. Alpax aluminium
alloy was used on the Central Argentine Railway to reuce weight but there
were possible fatigue problems. Advocated Decolite flooring. Articulation
and roller bearings were more suited to electric suburban stock. P.L. Falconer
(70-3) advocted steel fireboxes and tubes citing Deakin (the 1922 President).
On the Central Argentine Railway 62% of locomotives were fitted with steel
fireboxes and the seams were partially welded. This had reduced boiler repair
costs by 24%. There were 178 boiler failures in 1924, but only 55 in 1932.
Improvements included blow-down, top-feed, anti-priming boiler compound,
hot water washing out, water treatment, elimination of unsuitable watering
points using larger tenders, good wheel balancing, tyre wear was associated
with slipping. F. Cleaver (73) made observations on the turning of tyres.
T. Clayton (73-4) noted the lasting quality of timber bodies and advocated
creosote treatment. He criticised the low quality of Argentinian passenger
rolling stock, damage received to vehicles during shunting and advocated
corrugated iron roofs for steel wagons. E.J. Beckwith (74-6) commented on
internal combustion railcars on the Buenos Aires and Pacific Railway, including
a two-axle unit with a Junis Leyland petrol engine. 42 wagons were in service
with cast steel bogies. C. Case (76) advocated large tenders to reduce watering
points (an to improve water quality at these) and called for the mechanical
loading of coal. J. Campbell (76-7) made a plea for standardization as ahd
taken place in India, a further plea for a locomotive testing station. J.G.
Mayne (written 79-82) noted the Henschel condensing locomotive on the Argentine
State Railways, was less eager for standardization, noted the importance
of wheel balancing and the importance of good maintenance facilities for
the Garratt type.
Williams, W.C. (Paper No. 299)
Modern articulated steam locomotives. 85-132. Disc. 132-57. 51 illus., 7
diagrs., 4 tables.
Paper presented at Institution of Mechanical Enineers, London on 1
December 1932: W.A. Lelean in chair. Long abstract in
Loco. Rly Carr. Wagon Rev., 1932,
38, 441-4. Global review mainly of Beyer-Garratt type. Pp 139-40
Cites the review of the articulated locomotive by
Kitson Clark (Paper 87). Mentions the Klein-Lindner
axle and the Krauss-Helmholtz forms of semi-articulation. The Semmering contest
of 1851 was highly significant although some of the designs submitted were
"weird and wonderful": the Weiner-Neustadt was in effect the prototype for
the Meyer and Seraing for the Fairlie. Both were improved. The Kitson-Meyer
was employed mainly on the Pacific Coast of South America. The Livesey-Meyer
(Fig. 2) was developed by Sir Harry Livesey for the Bolivia Railway.. The
Fairlie type was modified by Johnstone in 1888 by fitting two separate boilers.
The Mexican Railway employed the 0-6-0 Fairtlie type on 1 in 25 gradients.
In 1880 Lima Locomotive Works introduced the Shay type which gave extraordinary
flexibility. The Mallet patent dates from the early 1880s and was combined
with compounding. The American Mallet was described as being long and unwieldy,
but 2000 were in service then. A 2-8-8-0 compound Mallet was built for the
Java State Railways and was described by P. de Gruyter at the World Engineering
Congress in Tokyo in 1929. The Mallet has no capacity for speed but the Atchison,
Topeka & Santa Fe Railroad had Mallets with 6ft 1 in driving wheels.
In 1909 a 4-4--6-2 built by Baldwin had a Jacobs-Shupert sectional firebox.
Another Baldwin, a 2-6-6-2 for the Baltimore & Ohio Railraod had 5ft
10in driving wheels and could achieve 60 mile/h.
The first Garratt patent dated to 1907. Refers
to early Garratt paper presented by Woodgate Dearberg in 1917. The boiler
was a great steam-raiser. The paper includes a table of the locomotives
manufactured; many of which are illustrated. The 4-8-2+2-8-4 type supplied
to the Antofagasta (Chile) and Bolivia Railway had bar frames and were oil-fired
and worked on 3.25% gradients. On the Guayaquil and Quito Railway the
low-axle-load locomotives had to be able to cope with 1 in 18 gradients.
They could be capable of high speeds as with the locomotives supplied to
the Tasmanian Government Railways in 1912. and the 4-6-2+2-6-4 type supplied
to the Sao Paulo Railway. The Société Franco Belge had constructed
express Garratts with coupled wheels of nearly 6ft in diameter for the PLM
in Algeria. On test between Laroche and Dijon they had hauled 625 tons at
an average speed of 51.3 miles/h. Eleven miles were run at 67 miles/h.
Newer non-Garrattt articulated locomotives included Modified Fairlies
built by NBL for the South African Railways in 1925/6; the Golwé
Société Haine St Pierre in Belgium for the metre gauge lines
in the Côte d' Ivoire. Maschineban AG of Hanover had combined the Mallet
and Garratt concepts and the Franco Syndicat Belge des Locomotives of Tubize
had produced an articulated locomotive with eight cylinders and dual fireboxes
and barrels.
W.A. Lelean (132-3) noted the significance of "a Garratt engine having
the running characteristics of the wheel arrangement of the motor bogies".
The location of the pivots enables smooth running and there were no problems
with the flexible joints. J. Clayton (133-4) opined that
it was "something which should make all British engineers, and members of
the Institution in particular, proud of the name of one of its members, the
late Mr H.W. Garratt, and also of Beyer Peacock". He then questioned the
performance of the flexible joints and the reason for the ecellent boiler
and was informed that this was due to the large great area and large firebox
heating surface, the good steam space, wide water legs, shorter tube length
combined with a larger number of tubes. The gas area was increased by 35
to 50% and the gas velocity was reduced which led to less lifting of the
fire. Flexible joints were not a problem. A.C. Carr (134-6), CME of
the Bengal Nagpur Railway noted that the use of Garratts got rid of double
heading, banking, a certain amount of shunting and increased capacity on
single lines. F.R. Collins (136) liked the simple boiler. F.R. Collins (136)
liked the simple boilers. H. Greenley (136-7) commented on a logging client
in British Columbia which had experienced failures with the Climax and Shay
types and recorded the design for the Eskdale Railway which used Luttemôld
gearbox trucks with fourteen driving wheels. W.A.J. Day (137-9) mentioned
his experience with the NBL Mallets in South Africa which were "doing good
work today, and always have done". Mallets without superheating experience
excessive condensation in the low pressure cylinders. He noted that the Garratt
problems with ball and expansion joints appeared to have been overcome and
that the Garratts gave excellent ride. Repeated author's reasons for the
excellence of the boiler and also noted the regular shape of the boiler plates
(mainly straight). The newer South African Garratts had bar frames which
were stronger. Notes that the two units tended to synchronise. Criticism
of ashpan design. H. Chambers (139-40) gave details of
the design of the revolving coal bunkers for the LMS Garratts. The earlier
bunkers had led to dust enterinng the cab when running bunker-first. Appreciated
the comfortable ride and there were few problems with joints. Care was needed
when re-railing. M.D. Lowndes (140) recorded Argentinian experience: they
were "not looked upon as a novelty... but is [are] classed in the same way
as the rest of the motive power". C.E. Williams (141-2) noted the problem
of insufficient traffic in East Africa. Commented that the CME of the Tanganyika
metre gauge railways recorded the steady running, the soft blast, the ease
with which the sharpest curves can be taken, the esae of firing: native firemen
could maintain full steam pressure and an adequate water level in the boiler.
He noted that the Maurtius Railway was anxious to dispose of its three Beyer
Garratts as there was insufficient work for them.
Doncaster Meeting
J.S. Elliott (148-50) described the performance
of the LMS locomotives in service. They were unsuited to variable traffic
and repairs may only be needed to part of the locomotive. On the other he
praised the large dimension boiler, its good steaming and deep firebox, its
high tractive effort, its low axleload, the flexibility of the units and
their ease on the track, but wanted a sharper blast and mechanical stokers.
There were problems with tube cleaning, the location of the sand boxes and
wear of the crosshead slippers and a wheel drop is essential. There was a
good reduction in flange wear.Wagon design and siding limitations restricted
their use in Britain. In reply the author noted that on the Toton to
Cricklewood run there is only one boiler and that higher speeds could be
attained. E. Slaughter (151) described the performance
of the LNER U1 on the Worsborough Incline, but noted thatthe engine was hardly
warmed up by the time it had to come to a stand. T.A. Street (151-2) pondered
on the "fluctuations in drawbar pull" due to "synchronisation" between the
units. H. Beastall (152) mentioned the problems with steaming on the U1 at
Mexborough and this had led to modifications being made to the blastpipe
orifice. I. Andrews (152) asked whether the water tanks were coupled: author
replied that there were valves on the footplate to enable crew to switch
tanks. J. Bundell (152-3) noted the good flange wear; the reason for the
very high superheat for the Garratt supplied to tthe USSR (Russia) was the
very low ambient temperatures..
Journal No. 112
McDermid, W.F. (Paper No. 300)
The locomotive blast-pipe and chimney. Part 2. 162-204. Disc. 204-24
Considers exhaust steam behaviour and the influence of valve gear.
Page 168 diagram illustrates valve displecment with Stephenson link motion.
Surveys blast arrangements: the Adams vortex of 1885 (Figure 14 page 175);
Macallan's variable blast-pipe (Fig. 15 page 176): in the discussion on page
206-7 A.M. Bell noted that he had produced the drawings for the Macallan
blast-pipe: a problem with the device was that carbon deposits prevented
the cap from reseating properly and that the device was mechanically unsound:
McDermid noted that he had visited the inventor, but that the device was
always troublesome; the GWR jumper blast-pipe; the European variable blast
orifice (Fig. 17 p. 179); the Kylala blast-pipe (Fig. 18 page 180 which shows
the multiple petticoats in a single chimney)); the Belgian twin blast-pipe
where he cited Sanford's observations
on this device in discussion of a paper by Poole Vol. 22) as well as
Webb's double chimney which had different aims. Notes similarity of Belgian
and Kylala types.; blast-pipes with fixed cones.
Good drawings of most
of these types.
Discussion: W.A. Lelean (204); Major Williams (204-5);
J.R. Bazin (205-6): Notes on device fitted to GNR
0-8-0s: the blast-pipe was of special construction and had what was really
a conical plunger fitted centrally into the orifice which could be moved
up and down by a vertical rod. It worked off a spindle and bell-crank at
the base of the blast-pipe and was onnected to the reversing lever so that
when the engine was in full gear the conical plunger was dropped, increasing
the area of the blast pipe orifice and as the engine was noteched up it was
raised and formed a sort of central choke. It worked very well in controlling
the exhaust jet but the heat in the smokebox damaged the linkage (On page
213 it is mentioned by McDermid that this device had been invented by Whitelegg.
H. Chambers (page 206) mentioned his favoured position
for the blast pipe: namely 4 to five inches below the centre line of the
boiler and favoured a slight taper for the chimney with 1 to 3 ratio for
the blast-pipe orifice to the chimney: these were presumably the dimensions
adopted for the Royal Scot class (Fig. 20: 1?). J. Clayton
(209-10) queried the use of an oil jet as a model for steam as oil had
a far greater mass and cited Goss (but not precisely). His experience on
the SR suggested that the blast-pipe orifice should be lowered in relation
to the chimney and that a large diameter chimney should be used. In terms
of exhaust chambers he cited tramway engines built for Java where the device
was used to reduce noise and sparks. He also mentions the effect of
three-cylinders on draughting). H. Holcroft (210-12)
noted damper dimensions and returning to Bazin's comments noted that
three-cylinder locomotives should steam better than those with two cylinders
(these comments are particularly interesting in view of what was about to
happen on the LMS). Three-cylinder engines gave a more continuous exhaust,
reduced back-pressure and lowered fuel consumption. The kick in the exhaust
at long cut-offs was absent Exhaust receivers had been fitted to the Armstrong
singles; Churchward had experimented with a sem-chamber, but the value
disappeared once a certain speed was reaxched. He also made observations
on the accurate alignment of chimneys.
J.G.H. Warren (pp. 219-24) contributed an appendix
which examined the early development of the blast pipe, especially that fitted
to the Rocket at the time of the Rainhill trials..
APPENDIX TO PAPER BY MR. McDERMID.
Origin and Development of the Blast-Pipe,
Contributed by Mr. J. G. H. Warren (Member).
The following notes are to call attention to original sources of information
not generally known, but having an important bearing on two points which
have been the subject of considerable controversy.
The first concerns the question-it might almost be called a debating point-When
did the "exhaust" pipe become a " blast" pipe?
The second is on a very definite question of fact: What form of exhaust or
blast-pipe was on the " Rocket" when she won at Rainhill?
I. When did the "Exhaust" Pipe become a "Blast" Pipe? In spite of Trevithick's
well-known discovery in 1804, no use was made of the exhaust to stimulate
combustion in the Blenkinsop-Murray locomotives of 1812, though built under
Trevithick's patent. Their exhaust was turned directly into the air,. as
shown by a contemporary drawing. (See Journal No. 72, p. 527.)
Of the treatment of the exhaust on the first Wylam engines many statements
were made in later years, but no contemporary evidence in document or drawing
has yet come to light. It is hoped that some may eventually be found among
a mass of original correspondence, between mining and other engineers of
the period, now preserved at the Mining Institute at Newcastle-on-Tyne.
Meanwhile, it is impossible to reach any satisfactory conclusion. But there
is a definite statement by Hedley, in 1836, that the first engine" went badly,
the obvious defect being want of steam. "
In 1814 John Buddle, of Wallsend Colliery, an eminent mining engineer, published
a report on means for preventing accidents in mines due to bad ventilation;
among others, he suggested the use of a steam jet in the upcast, and recommended
a low position for the jet as most effective. Buddle had already used this
method at Hebburn Colliery in 181l. The idea of a steam draught producer
was therefore literally in the air, and no doubt well known among the mining
engineers of the district. But this fact (so far as the present writer is
aware) has not been recorded in connection with the evolution of the blast-pipe.
It may well have had some influence on it. (The writer is indebted to Mr.
R. N. Appleby Miller, of the Newcastle Public Library, for calling his attention
to these facts.)
In 1814 George Stephenson produced his first locomotive, shortly followed
by another. Of his earliest engines no drawing had been known until the recent
discovery of a sketch on an early mining plan. There is every reason to suppose
that the sketch represents an actual engine, and that it probably shows
Stephenson's second one. The exhaust is shown taken to the chimney (see The
Engineer, September r jth, 1931, pages 298-9, for illustration and analysis
of the evidence).
The next well authenticated contemporary drawing of a Stephenson locomotive
of about 1815 was handed down in the family of Willam Howe as having been
made by Stephenson himself, with whom Howe in his later years was closely
connected. This drawing now in the Science Museum, shows the exhaust pipe
taken to the chimney. (See Journal No. 72, p. 530, also The Locomotive, Vo!.
XXX, p. 224, and The Railway Centenary (L.N.E.R . . 1925) for a coloured
reproduction.)
Stephenson's engines of this type, but improved in detail, as shown in the
second edition of Wood's" Treatise" rail roads, continued to be built until
1825, when it was definitely stated by Wood, in his first edition, that in
order to increase combustion Stephenson had previously" caused the steam
to escape into the chimney through a pipe with its end turned upwards ...
the steam thrown in this manner into the chimney acts as a trumpet and certainly
makes a very disagreeable noise. (See Journal No. 72, p. 533, for reprint
of page from Wood's" Treatise.") This evidence shows beyond dispute that
sometime before 1825 the exhaust steam had been consciously applied to promote
combustion, being directed upwards through a single pipe, and that it made
a noise like a trumpet. This fact in itself suggests the effect of a " blast,"
though the word was not applied to the exhaust jet till after it had been
contracted at the nozzle.
Round the nice question when the "exhaust" pipe became a " blast" pipe a
fierce controversy raged in 1857 in the columns of The Engineer. It
was led by John Hackworth, obviously inspired by personal animus against
the Stephensons and all their works. Whatever the cause of his own feelings
in these later years, there is no evidence of ill-feeling- between his father,
Timothy Hackworth, and the two Stephensons in their earlier collaboration.
Such of their correspondence up to 1829 as has been preserved and published
shows a frank exchange of ideas and experiences in friendly terms.'
In the controversy of 1857 Hackworth maintained that before 1827 the exhaust
had never been used by the Stephensons with either intention or effect as
a " blast." But he failed to produce the original evidence for which The
Engineer asked in a caustic comment on the tone of the controversy. Some
of his statements on matters other than the" blast" have been definitely
confirmed, but many have been refuted by original contemporary eviden~e brought
to light during the past ten years. Much of this evidence will be found in
Robert Stephenson and Co. 's "Century of Locomotive Building," 1923, but
one im- portant point has not been noticed with reg.ard to John Hackworth's
statements. He was not born till IS20, and was therefore between five and
nine years old during the happenings of which he afterwards wrote so positively.
This fact has escaped the notice of subsequent writers who have given to
all his statements indiscriminately the weight of contemporary evidence.
2. What form at " Exhaust" or " Blast:" Pipe was on the " Rocket" when she
won at Rainhill?
The story of the midnight manceuvre which " stole the blast-pipe "-or the
idea of it-from the " Sans Pareil " and applied it to the " Rocket," has.
had wide currency. If its object was to ensure good steaming for the purposes
of the trials it would appear to have been an unnecessary manceuvre, as Robert
Stephenson had previously tried the engine out at Killing worth, and with
full knowledge of what would be expected of it, wrote to Henry Booth that
there was "abundance" of steam (see "A Century of Locomotive Building," p.
ISO). Also it would appear from the same correspondence that he was well
acquainted with the general principle of the " Sans Pareil " and the design
of its details before the trials.
That there was ill-feeling during the preparation at Rainhill, and accusations
of unfair play, is evident from John Dixon's racy letter (see. Journal No.
7,2, .pp. 542, 543) written just after the tr~al~. But he dismisses the
accusations as unfounded, and incidentally shows that there was a good deal
of "midnight" .work on the :' Sans Pareil." The notebook of John Rastnck,
one of the Judges, records that this engine was actually disqualified for
one performance because it had been " at work all night ,. and was consequently
hot, while the conditions stipulated a start from told. All this was no doubt
due to the fact that Hackworth had not been able to make such a previous
test as the "Rocket" had after completion at Newcastle: (See" Centenary History
of the Liverpool and Manchester Railway," p. 176.)
The story of the midnight alterations to the" Rocket" had wide circulation,
and in later years received support from various reminiscences, including
those of John Melling, quoted by Edward Wood. Melling had been on the Liverpool
and Manchester Railway at the time, and a very probable explanation of his
;,~ory is to be found in the fact that during experiments made after the
official trials the blast-pipes of the "Rocket" were altered and its steaming
improved. The fact is recorded by Nicholas Wood, one of the judges, in the
second edition of his book (see" Treatise on Rail Roads," IS31, pp. 397,
399). It is more than likely that such alteration would be made in a
hurry-coppersmiths often have to work at midnight without necessarily fraudulent
intent-and Melling may have confused his dates by a few days.
It is a remarkable fact that whie many historians of the locomotive have
accepted without question second-hand statements in this and other matters,
they have ignored the testimony of the man who built the " Rocket" and was
throughout responsible for it.. But Robert Stephenson himself in later years
made a categorical statement on this and the other controversial question
referred to in these notes. Robert Stephenson had the reputation of a generous
minded man, cautious in statement, and his testimony on matters in which
he was directly concerned is at least as valuable as that of any other witness.
It will be found reprinted in " A Century of Locomotive Building," p. 226,
and the main object of these notes has been to call attention to it.
Below is given a bibliography of the original con- temporary evidence which
supports it.
ORIGINAL CONTEMPORARY EVIDENCE ON THE ORIGIN OF THE BLAST PIPE AND ON THE
RAINHILL TRIALS.
1.-" Plan of the Coal District on the Rivers Tyne and Wear " (undated) showing
sketch of an early locomotive with Stephenson details. This plan is discussed
in " The Engineer," September 18th, 1931.
2.-0riginal Coloured Drawing of a Stephenson Locomotive (about 1815). (This
drawing was brought to light in 1923, and is now in the Science Museum.)
Journal, Locomotive Engineer, No. 72, p. 530; also" The Locomotive," Vol.
XXX., p. 224.
3.-" Treatise on Rail-Roads," Wood, First Edition, 1825, pages 147, 292,
293, for a detailed account of the effects of exhaust into chimney. Journal
No. 72, p. 533.
4.-" Treatise on Rail-Roads," Second Edition, 1831, pages 372-382, for account
of the exhaust arrangements of the " Rocket" at the trials; pages 397, 399
for subsequent alteration.
5.-0riginal letters from Robert Stephenson to Henry Booth, for account of
trials of the " Rocket" before Rainhil!. "A Century of Locomotive Building,"
p. ]80.
6.-Note Book of John Rastrick, one of the judges at Rainhil!. (This was brought
to light in 1929, and is now in possession of Mr. Dendy Marshall.) "Centenary
History of the Liverpool and Man- chester Railway."
7.-0riginal letter from John Dixon describing the RainhiII Trials. (This
letter, then in the possession of the late Yaynman Dixon, was first published
in 1923. There is a photograph in the Science 1\1 useum.) Journal I o. 72,
p. 542, 543; also " A Century of Loco- motive Building," p. 205 et seq.
Byrne, B.R. (Paper No. 301)
Note on the possibilities of the electric furnace in the foundry. 227-62.
Disc.: 262-9.
The Heroult furnace; Girod furnace; Rennerfelt indirect arc system;
Ajax-Wyatt induction furnaces; metalurgy of cast iron; operating costs; economics
of power supply.
The electric furnace industry is making headway, and new installations are
being effected in this country, despite severe economic restriction. Objection
may be raised that the average locomotive foundry does not require a furnace
designed primarily for large scale production, or that the service requirements
of a locomotivc, even under the heaviest duty, do not call for the use of
the highly-refined cast iron for which the electric furnace is noted. But
there are signs railways will avail themselves of any process which promises
a reduction in manufacturing costs. The electric furnace is becoming increasingly
capable of showing a substantial profit when operated under the internal
economic conditions peculiar to large railway works, and meets the objections
mentioned.
The author gave a series of short descriptions of successful types of furnaces,
forming an outline review of the steady development of electrical smelting
during the present century. The second section of the paper was devoted to
the general features of recent advances in the metallurgy of cast iron. Cupola
iron is melted at a comparatively low temperature in contact with fuel and
the products of its combustion, The electric furnace melts its charge under
conditions of extreme superheat and freedom from adulterant gases. The inclusion
of steel in the charge, resorted in cupola melting, has been extended to
electric furnace practice with excellent results. The carbon content of the
finished iron is here under closer control, and a new type of low total carbon
iron has been developed. It has a finer in structure and unusually high tensile
strength. The superheating of cast iron is accurately controllable the electric
furnace. When combined with the refining process outlined by the author,
a high-grade iron is produced with mechanical properties of an order hitherto
unattainable. The process is referred to by some as the synthetic process,
and the iron frequently called "synthetic" The greatest expansion in the
use of this class of iron occurred in America and Germany, but it is steadily
gaining favour in Britain. Its greatest commercial possibility lies probably
in its use for castings of a type hitherto made in steel. There are definite
possibilities for this product in some directions, although there appears
to be little scope for its extension to castings for locomotive and rolling
stock. Instead of using expensive brands of pig iron for the revivification
of foundry scrap, it has been proved by the use of the electric furnace that
it is a metallurgical possibility to produce from scrap materials pig iron
quality high enough to be used as a diluent in those dry mixtures which would
normally incorporate high percentages of more expensive proprietary brands.
The lecturer then gave an approximate analysis of the costs of the processes,
with particulars of melting practice, methods of using the electric furnace,
planning of melts, comparative operating costs with cupola induction furnace,
arc furnace, and pulverised coal furnace. In conclusion, the author claimed
that even at the present time, with power costs in all but a few districts
unfavourable to the electric furnace, the balance of practical and metallurgical
possibilities is definitely on the side of the electric furnace. For speed
of melting, control of furnace atmosphere and of slag conditions, it is.
and will probably remain impossible to equal the performance of the electric
furnace. (from abstract in Loco. Rly
Carr. Wagon Rev, 1933, 39, 67.)
W.A. Lelean (262) asked how the non-magnetic shields inserted to prevent
the exterior of the furnace getting hot. A.G. Robiette (262-4) noted that
Ford at Dagenham had installed two electric arc furnaces. J.E.O. Little (264-5)
noted that electric smelting of scrap cast iron could be very economic. C.E.
Williams (265) commented on the excellent cylinders cast at Darlington as
an experiment from an electric furnace: the quality was superb, but the cost
was unsustainable. E. Kitson Clark (267)..
Blundell, J.
Some notes on fractures. 270-85. 45 figs.
Encountered in a running shed on the LNER over 18 months: steel boiler
tubes; copper stays; firebox door plate flanges; fused lead plugs; cast iron
elbow of main steam pipe; superheater elements; main frames; springs (plate
and coil); hangers, brake rigging; drawbars; valve motion; slide valves;
small end straps; piston rods; cast steel crossheads; large end brasses;
axleboxes; snifting valve. Effect of material and of shape.
Institution of Locomotive Engineers' Dinner.
291-9.
W.A. Lelean, president of the Institution, occupied the chair at the
annual dinner held at the Trocadero Restaurant, Shaftesbury Avenue, on Friday,
3 March 3 1933. There was a distinguished company of over two hundred guests,
and after the toast of "The King" had been duly honoured, the toast of "The
Guests" was proposed by William Whitelaw, to which H. Leslie Boyce, M.P.,
responded. In proposing the toast of the "Institution," Sir Clement Hindley
referred to his railway reminiscences in India when acting as Chief Commissioner
of the Railway Board, and paid tribute to the cordial co-operation given
by locomotive men. He expressed admiration for the enterprise shown by the
British railways, especially in the present time of depression, and especially
the Brighton electrification of the Southern Ry., the G.W.R. 20-ton wagon
scheme, and the fine express services on the lines running from London to
the north.
Lelean, W.A.
Unusual fracture of axleboxes. 311-14. 2 figs.
Flow of the whitemetal into the crown of brass box when it ran
hot.
Journal No. 113
Atkinson, T.G. (Paper No. 302)
Feed-water heating on locomotives. 325-73. Disc: 373-402.
Presented 16 February 1933 at Institution of Mecanical Engineers;
W.A. Lelean in Chair: extensive abstract
Loco. Rly Carr. Wagon, 1933,
39, 87. Fig. 3 shows a composite diagram of the Gaille, Potone,
Knorr or Weir types of circuit feed circuits. Mentions the experiments by
Trevithick on the Egyptian State Railway. The Knorr system was used on the
German State Railway. Also mentions the Elesco, Coffin and Worthington systems.
Cites J.C. Metcalfe's paper on the exhaust steam
injector (1927, 17 Paper 215).
1. The feed-water heater suitably designed to comply with operating conditions
is a useful adjunct to locomo- tives and that its application should be extended;
vide also Report of Madrid Conference. Exception is made of those engines
habitually on shunting duties and those whose work is consistently extremely
light, variable and intermittent.
2. Provided the engine crews are fully instructed in its principles and functions
and are thus familiar with its advantages and enabled to make full use of
the heat returned to the boiler, a feed-water heater will show consistently
10 per cent. saving in fuel and frequently 15 per cent. or more.
3. From general experience it is found that the pump type of heater equipment
wiIJ show a greater saving per annum than the steam jet heater on locomotives
operating normally at over 50 or 60 per cent. of their maximum i.h.p. it
follows, therefore, that even taking into account the higher initial cost
of the pump heater the over-all economy is greater than that of the exhaust
injector. Since also it is found that the savings of the former are usually
double or more than those of the latter, the higher cost will be repaid in
much the same time as the cost of the jet instrument, and once repaid the
benefits will be correspondingly double.
4. The direct contact or mixture heater is superior to the surface; tubular
or closed heater, in so far as concerns maintenance costs, due to the ability
of the former to function satisfactorily over a longer period when dealing
with hard water.
5. Horizontal feed pumps are superior to vertical pumps by virtue of the
absence of shock at the ends of the stroke, when by the unyielding nature
of the engine frame, wheels and rails the jarring effects inherent in the
vertical type are unabsorbed and wear and tear on valves, seats and pistons
are thus increased.
6. Steam operated pumps are superior to the mechanically driven pattern by
reason of their greater independence, flexibility, lighter weight and lower
maintenance costs.
7. A combined horizontal steam driven pump and open or mixture heater form
the ideal type of locomotive pre- heating equipment, since it can function
under arduous circumstances with but little expenditure on maintenance. This
fact especially holds good in countries where fuel is expensive and of poor
quality and where water is scarce, costly to supply and also perhaps of bad
quality.
8. Such apparatus is now available and is capable of:-
(a) Reducing fuel costs per d.b.h.p. by 10 to 15 per cent. and also fuel
handling charges.
(b) Increasling d. b.h. p. for equal consumption of fuel.
(c) Reducing boiler maintenance.
(d) Reducing water consumption and thereby shortening stops for filling tenders,
and at the same time lowering pumping costs.
(e) Increasing boiler efficiency by lowering the firing rate.
(I) Reducing the back pressure on the cylinders.
(g) Llghtening the duties of engine crews and improvlng time keeping of
trains.
9· The broad effects and benefits of feed-water heaters are unquestionable,
but the amount of benefit and the amount of fuel saved are to a certain extent
dependent upon such. cIrcumstances as weight and speed of trains, type of
service and weather, profile of track, condition of engine, quality of fuel
and largely upon the human element, especially .where variables are encountered
to excess.
10. FinaIIy, the question of the feed heater is an irnportant one to the
economical working of the steam locomotive and that in view of the great
advances made in the deslgn. of the apparatus in the last few years more
consideration should be grven to the principle. The effect of the heater
on reducing boiler weight should also be consldered and that in new locomotives
the boiler, the superheater and the feed .heater should be considered
together.
Other systems included the Dabeg pump and heater which operatd on
the Willans Luard system. Figure 24 shows the ACFI system used on some LNER
locomotives. On page 402 in response to Dobbie it was noted that a Weir feedwater
heater had been fitted to CR No. 136 and was tested between Carlisle and
Glasgow, but the results were inconclusive. .
Squire, C.E. (Paper No. 303)
Some points in the design and application of carriage and wagon springs.
403-21. Disc.: 421-9. 14 figs.
Presented on 21 December 1932 at Queen's Hotel, Birmingham: G.S. Bellamy
in chair. Comparison of English and American bogie designs. The former could
have helical bolsters and auxiliary bearing springs (Fig. 1), or elliptical
bolsters and rubber auxiliary bearings (Fig. 2). Volute springs were used
in the Sheffield Twinberrow bogies and the Gibbons bogie used the laminated
side springs as part of the bogie structure. Instruments to monitor ride
ranged from the glass of water, the Hallade recorder and the Crocker instrument.
The Wimperis accelerometer and the accelerometer manufactured by the Cambridge
Scientific Instrument Company. The latter is considered in comparison with
the Hallade and Crocker instruments. The Tapley instrument, designed for
brake tests is also noted. Rubber and steel buffer springs are also considered:
the former were considered to be less effective (but the data were provided
by a manufacturer of steel springs!). The fatigue limit of steel springs
is mentioned. Crocker spoke in the discussion (pp.
422-4).
Norrish, L.B. (Paper No. 304)
Locomotive repair policies. 430-41. Disc.: 441-9.
Presented at Fourth Quarterly Meeting of South American Centre in
Montevideo, Uruguay on 2 December 1932: J.G. Mayne in chair. Sets out two
types of repair policy: the Belt system adopted by the LMS (which demanded
an extensive stock of replacement parts) and a more ad hoc policy in which
components were repaired, and if necessary manufactured for replacement.
The paper related to South American conditions rather than those at Crewe
or Derby. Cited H. Fowler's paper
on Locomotive repairs presented to the Institute of Transport in 1929
in which it was claimed that the 300 types inherited at the Grouping had
been reduced to 129.
Policy 1 had a limited locomotive stock but an efficient maintenance system
with rapid access to spare parts and Policy 2 was to have a large locomotive
stock with a high proportion undder or awaiting repair.
Participants in the discussion included P.C. Dewhurst
(444-5) thought the position can be summed up by the statement that
the repair policy of any railway should fall into its proper position between
the extremes of Policy No. I and Policy No. 2; the smallest lines, having
so few locomotives (and other stock to correspond) as three or four, obviously
come in at the extreme of Policy No. 2; whilst the largest railways, with
some thousands of loco- motives should obtain the advantages procurable by
Policy No. I. I am not one of those who believe that one must be entirely
Policy I or entirely Policy 2.
Of course the exact position of any railway between these limits is additionally
influenced by its location and other particular conditions, but I consider
unquestionablv that upon the accuracy, between Policies I and 2 is
approached in the methods applied to its repairs, depends its efficiency
and economic success.
I am additionally of the opinion that of even more importance than time in
shops is the mileage accomplished between shoppings-and when I say mileage
I mean effiCIent mileage, not attained by grading a run-down engine to lesser
duty, nor having a "fuel-eater" in service—of course do not mean that
time under general repairs in shops should not be brought to its minimum,
no matter what repair policy is adopted; what I do maintain, however, is
that the two factors, time out of shops and time in shops, should both be
attacked for the purpose of lengthening and shortening respectively.
In this connection it is to be noted that until very recently no figures
of the proportion of time out of service for light and similar shop repairs,
as also running repairs in sheds, have been available in respect to the railways
who have so considerably cut down the time spent under general repairs in
shops by means of the wholesale adoption of Policy I, and the few such figures
as are recently available indicate but a very slight improvement in this
respect, and I believe I am correct in saying that in the early days of the
adoption of Policy I the proportion of stock out of service for these lighter
kinds of repairs, as also the mileage between general repairs, were not of
that satisfactory kind conducive to publication. This is an important point,
as, quite apart from time out of service, repairs carried out at sheds anJ
outstations are much more costly than when done at headquarters.
The Author's reference to the proportionate value of locomotive spares (and
carriage and wagon repairs in similar cases) pertaining to the two policies
and his desire for definite figures in relation thereto are very apposite,
and it would be exceedingly valuable information to obtain, as although such
matters may be preconsidered and worked out in any proposal to advance along
the path from Policy 2 towards Policy I, yet there is nothing like figures
derived from practical results as a guide.
There is no doubt, as the Author mentions, that one of the most important,
if not the most important, factor is the number of locomotives to a given
class, as otherwise the proportionate value of spare parts becomes higher
than can be justified by the advantages which might be obtainable by the
movement towards Policy I.
In dealing with overhead charges, reference is made to the necessity of adequate
overheads being included; with this I am particularly in agreement, and it
will be seen from the figures he gives that of a 55 per cent. overhead, as
based upon the initiating charges, only some 19.5 per cent. would be considered
overheads according to the systems in force on some railways with which the
speaker has been connected; I consider, however, that everything should go
into the overhead charges which can reasonably be-considered as belonging
thereto.
and E.J. Beckwith (446-7)..
Windle, E. (Paper No. 305)
Locomotive valves and valve gears. 450-73. Disc,: 473-7.
Presented on 21 December 1932 at Royal Station Hotel, Necastle-on-Tyne:
J.W. Hobson in chair. Mainly concerned with the design of Walschaerts valve
gear, but also includes the design of piston valves. The advantages of
Walschaerts gear over Stephenson motion were listed as lighter (approximately
half the weight); simple to standardize; inside of the frame is kept free
from pipe lines and subsidiary fittings; the elimination of straps and eccentrics
and simpler manufacture (drop stampings) and assembly outside the frames;
simple to inspect when in service; simpler to reverse and power reversers
not required. Notes on the suspension of the combination lever and setting
the gear. Also noted that Gresley had fitted ball bearings to the eccentric
rods in 1916.
Discussion: C.C. Jarvis asked about exhaust steam temperatures and
cut-offs. Hobson (474) considered the power absorbed in overcoming compression
pressures due to pre-admission. He asked for comparitive maintenance costs
of Walschaerts versus Stephenson gears and was informed that the cost of
lining eccentrics was high. R.J. Robson (474-5)
observed that vallve lead and preadmission are very important factors. He
introduced statistics relating to eight of the Gresley Pacifics which had
been modified with long travel valves: these had each run over 500,000 miles
and Royal Lancer had achieved 613,366 miles. G.M. Wells (476) noted
that in India the fitting of long travel valves on Stephenson link equipped
locomotives led to truly remarkable running...
Journal No. 114
Cardew, C.A. (Paper No. 306)
Some observations on the practice of providing lead with the piston or slide
valves of modern locomotives. 486-497. Disc.: 497-34.
Paper was presented by H. Holcroft at Institution of Mechanical Engineers
on 27 October 1932: W.A. Lelean in Chair. Author was in New South Wales.
who opened the discussion. Considers that lead was introduced on the Stephenson
Patent type 2-2-2 in 1837 (citing
Ahrons. The British steam railway
locomotive, 1825-1925). The Authors conclusions are.
There is no need to provide lead to bring the reciprocating parts to rest at the end of the stroke. The compression of the exhaust is a more satisfactory method of doing this, even if it is necessary, which the Author does not consider is the case.
Under modern conditions there is little necessity to have lead to obtain a high initial pressure in the cylinders, which can be better secured by means of.long valve travel and ample part areas.
Lead is detrimental to the performance af the engine at starting and low speeds; and under these conditions it also lowers machine efficiency, causing unnecessary wear and friction.
The introduction of lead results in undesirable changes in other valve events, causing early release and compression. In consequence there is loss af power and the steam consumption is rather higher, especially if the lead is considerable or increases at early cut-offs
Holcroft ended his observations with "Although the Author seems to condemn lead generally; I do not think that is quite so bad as he makes out; there are some points in its favour". (p. 501). H. Chambers (504-5) refered to his early firing days when he experienced locomotives with Stephenson link motion and short travel which were extremely uncomfortable to travel on at high speed due to the severe compression. Miss V. Holmes (508-9) noted that she had attempted to survey locomotive valve events and found a lack of agreement as to whether lead should be constant, or should vary with cut off. Paper awarded Alfred Rosslin Bennett Prize
Adams, C.F. (Paper No. 308)
Electrical equipment on steam trains for cooking and heating. 535-59. Disc.:
559-66.
Presented at meeting of North Eastern Centre at Hotel Metropole in
Leeds on 21 October 1932: J. Blundell in chair. Gresley introduced electric
cooking on the quintriple articulated set for the GNR in 1921. A very wide
range of electrical equipment was fitted and this extended to one carriage
which featured electric heating in the compartments and in the corridor as
well as water heating in the toilets and even in showers in sleeping
cars.
Loach, J.C. (Paper No. 309)
The locomotive and the track: aspects of their relationship. 567-85. Disc.
585-95. 13 diagrs.
Presented at Sixth Ordinary Meeting of the Birmingham Centre at the
Queen's Hotel on 29 March 1933 at 18.45; chaired G.S. Bellamy. Figure 1
superimposition of tyre profiles from Caledonian, Great Northern, Great Western,
LBSCR, LYR and Midland Railways. Fig. 2 shows cotact between tyre and rail.
Contact at two points: tread with surface of rail and flange with side of
rail. Wear of tread depends upon work performed. Wear of tread leads to
hunting and oscillation. Discussion of rolling contact. Sliiping increased
tread wera and wear was greater at point adjacent to balznce weights. Check
rails caused wear. Play had to be provided if more than four wheels: thus
the wheelbase is significant. Two wheel types received particular attention:
the 2-4-2 which led to oscillation and front-coupled. Diamond crossings were
difficult to negotiate. The work of Prof. C.F. Uebelacker was cited and that
of Dymond for the GWR in the
discussion. 0-8-0, even with flangeless third axle had a greater haulage
capacity than an 0-6-0. Rolling and nosing. Bogies and pony trucks. Fig.
9 shows redistribution of weight on a 2-6-2T with pony trucks: load on trucks
increases as deflection increases. Wear due to chemical corrosion was severe
at Soho Road in Birmingham.. Discussion: R.G. McLaughlin (586) wondered
if braking increased the severity of the derailment at Leighton Buzzard;
H. Chambers (586-7) noted that the Great Western had increased the flange
depth from 11/8im ti 1 5/16in and "would not
take any action unless there was a reason for it"; S.R.M. Porter
(587-9) commented on the coefficient of friction on wet and dry rails
and on the importance of side play in the axles on curving characteristics
which he considered to be more important than flangeless inetrmediate wheels.
Also introduced a Dr Ing Verelacker (Uebelacker?) J.T. Jones (589) noted
that GWR axleboxes were designed for a neat fit into the horn plates.
Williams, Charles. (Presidential Address)
Colonial railways. 607-40 + 3 folding plates. 30 figures (mainly illus.,
some diagrs and some maps)
Meeting held at Institution of Mechanical Engineers on 28 September
1933. Vote of thanks moved by Sir Heny Fowler. Several maps show the location
of railways in the British Colonial Empire many of which have long ceased
to exist. There are further maps for Africa.. At that time Palestine was
one of the many Colonies and the difficulties of working therein with its
many holy days was noted. In part the paper reflects the activities of the
Crown Agents in the supply of locomotives and rolling stock (both freight
and passenger), many items of which are illustrated. The lines were constructed
on several gauges. Sir Henry Fowler gave the vote of thanks.
Hanna, C.D. (Paper No. 307)
Oil electric traction. 642-84. Disc.: 684-713.
Meeting held at Institution of Mechanical Engineers on 23 March 1933
chaired by W.A. Lelean. Lady Hamilton and company: diesel electric
railcars manufactured by Armstrong Whitworth and evaluated on the LNER. Dretails
of test running of Tyneside Venturer in the Newcastle and Middlesbrough
areas including some work on severe gradients of 1 in 44. Claimed to be highly
reliable. Details of operating costs. Maintenance. Lady Hamilton worked
in the London area for a time and returned to Newcastle at an average speed
of 47.6 mile/h. The Tyneside Venturer was re-equipped by the LMS as
a luxury vehicle to provide a service between Euston and Castle Bromwich
for the British Industries Fair. Average speeds in excess of 50 mile/h were
achieved. A 250hp diesel electric shunter was also developed and tested against
a small steam shunting locomotive
(probably J71). The railbus is
also described. At no point is the manufacturer (Armstrong) mentioned, but
both the LNER and LMS are thanked for their cooperation: presumably Hanna
was an independent assessor. Discussion: C.E. Williams (684-6) noted that
the Royal State Railways of Siam (Thailand) operated diesel-electric locomotives
and these were capable of being evaluated on the Federated Malay States Railways
(Malaysia). J.S. Tritton (686-8) noted that Richards had produced an excellent
paper on the comparison of various forms of motive power
(Proc. Instn Civ. Engrs., 1933,
236 Paper 4908): he noted that the steam shunter was an antique
and that a Sentinel should have been used for comparison. J.W. Beaumont (688-90)
argued that a Sentinel would have been more economical than the diesel electric
shunter; he also noted that a Sentnel railcar had run from Birmingham to
Willesden and suggested that the 200hp Sentinel locomotive produced that
value at the wheels. H. Chambers (690-1) noted the heavy depreciation with
diesel locomotives. D.R. Carling (692-3) described the performance of the
diesel electric railcars as being quite moderate feats. N.A. Shore (700-1)
argued in favour of mechanical transmissions. Mercer noted the superiority
of diesel engines in merchant ships: had the advantage of low speed. Abstract
in Loco. Rly Carr. Wagon Rev.,
1933, 39, 133..
Belfiore, Pedro A. (Paper No. 311)
The condensing locomotive on the Argentine State Railways. 715-30. Disc.:
730-45.
‘Sistema Argentino’ of Argentine State Railways
Beatty, J.W. (Paper No. 312)
The Manchester and Altringham electrification. 746-69. Disc.: 769-79. map,
5 illus., diagr.
Presented at Queen's Hotel, Birmingham on 16 November 1932; chaired
by G.S. Bellamy. 8¾ miles of LMS/LNER Joint railway with twelve stations.
Electricity supplied through Longford Bridge sub-station from the Stretfoard
Electricity Board to railway sub-stations at Old Trafford and Timperley.
Overhead: 1500V DC. Power cars weighed 57 tons. Axle mounted motors. Pantographs.
Circuit breakers. Electro pneumatic control.
Journal No. 116
Baker, John (Paper No. 310)
Railway breakdown cranes. 785-810. Disc.: 810-34.
Subsequenty cited by Lund in his Paper
493. Presented at Eighth Ordinary Meeting Institution
of Mecanical Engineers at 18.00 on 7 April 1933 chaired by W.A. Lelean.
Considered loading gauge, axle load, stability, springing (coil in America;
leaf in United Kingdom), travelling gear, jibs, tail, hoisting gear, derrick
gear, slewing, Spencer Hopwood boilers.
Reproduction of abstract in Loco.
Mag., 1933, 39, 163. In discussing the features bearing on
the types of crane to be adopted as part of the equipment of a railway, the
author considered the following points.
Firstly, the breakdown crane must be capable of reaching quickly any part
of the line on which it is stationed. In some cases one or more large cranes
are provided at a central point and capable of dealing with any load likely
to be met with, whilst smaller cranes are stationed at other points for dealing
with minor breakdowns. The breakdown gang must be ready to attend to any
call without delay, and must be reliable and capable of travelling at high
speed.
When a gang reaches a wreck it must be fully equipped to deal with it quickly
and efficiently. It is of the utmost importance that the line should be cleared
and normal working re-established as soon as possible.
From the financial side the breakdown crane can never earn money, although
by efficiently clearing away a wreck it may save its own value in revenue
losses many times over. As a crane is only in part time use it is not likely,
in a few years' time, that a new design will come along and show sufficient
economy in working to make it worth while scrapping the former design.
Accordingly, the crane must be built to last. A crane must be self-contained
and supply its own motive power. Therefore there are four opposite considerations
combining to balance the financial considerations. The result may be summed
up as follows:
(1)The cranes are extremely well made.
(2) To keep down first cost the crane is equipped with bare necessities,
and as a general rule modern time and labour-saving devices are not a financial
proposition. Thus, hand cranes, except for the larger sizes, are often invested
in. in preference to power-driven cranes.
(3) Design tends to lag behind present-day practice for similar machinery.
Improvements are mostly in methods of manufacture to cheapen selling cost,
and increase the "capacity of the crane, rather than improvements that will
make it more efficient in use. Some engineers regard a crane as a necessarv
evil rather than an asset to a breakdown gang. They comnlain that the cranes
give endless hot box trouble. and when they do reach a wreck so much time
is taken in getting them prepared to lift that they should only be used when
re-railing by other methods is out of the question. The author mentioned
watching a crane dealing with three any case, whatever the rated full load
may be, in practice when dealing with a wreck the limit to lift is the tipping
point. Dealing with the details of a breakdown crane, the author pointed
out that the carriage frame should be sprung and flexible to carry the
superstructure, and as a base for the crane it should be as rigid as possible.
The number of axles is fixed by the total weight, and in order to get the
best use from the crane the carriage must be kept as short as the axle loading
limitations will allow. It is not always possible to distribute the load
and still keep the carriage short enough to allow the crane to lift over
the end. Then relieving bogies are used to take part of the load. The objection
to them lies in the extra time taken to prepare the crane for lifting. Wheel
arrangements take a variety of forms. From a running point of view two pairs
of four- or six-wheel bogies make the nicest arrangement. Axle journals are
usually outside the wheels, as this facilitates changing brasses, adjustment
to springs, and blocking them when the crane is lifting. Some railways use
their wagon axleboxes; these are not really heavy enough, and locomotive
tender type boxes are much better. Leaf springs following locomotive practice
deflection are usually worked to. Jack screws or wedges must be provided
over the springs in order to relieve them from excessive load when lifting.
There should also be similar screws under the axleboxes to prevent the off
side of the carriage from lifting off the springs as the load on them is
relieved. A locking device is fitted to prevent the jack screws jarring down
when the crane is running. The travel gear is led by means of a vertical
shaft through the centre pin and by a train of spurs and bevels to the axles;
two axles are usually driven; if the axles are on bogies it is necessary
to make provision for float. The travelling gear must be made to disconnect,
and this is done by sliding the final pinion out of gear from the spur on
the axle. A Stone's boosting engine would make an ideal unit for travelling
a steam crane. It is not practicable to brake more than four or six wheels
on a carriage, as the brake-operating rods tend to foul the blocking girder
boxes. When steam brakes are fitted it is necessary to take the steam down
the centre pin; this is not as difficult as it might appear at first sight,
as only a small supply is needed. A curved jib is a characteristic of this
class of crane. The original idea of curving the jib was to enable the crane
to lift a bulky piece, such as a coach or a locomotive, up to a reasonable
height without fouling. If one looks at some of the modern large cranes one
wonders what the jib is curved for as the main hook leads off a straight
portion of the jib. and yet who would dare to design a breakdown crane with
a straight jib? On hand cranes the method of operating the tail as a
counter-balance usuallv consists of fixing the weight on rol1ers which run
in guides. the movement being obtained by means of a hand wheel and screw.
On steam cranes the position of the boiler prevents the use of the sliding
tail weight. An adjustable weight is sometimes arranged by a loose block,
which clips on the underside of the tail. When the crane is being run in
train this weight is carried on the opposite end of the carriage underneath
the jib foot. To pick it up the crane is slewed round so that the tail is
plumb over the weight. Then by means of the attachment screws it is lifted
up ann fastened to the tail.
The longer the tail the less will be the weight of the tail ballast required.
From a user's point of view. it is highly desirable to keep the tail as short
as possihle: if too long. it is liable to foul vehicles standing on adjaccnt
lines and prohibit the use of the crane in a cutting. Hoisting gear is usually
spur driven from the engine shaft by means of a double reduction spur gearing.
It is engaged by means of a sliding pinion, and all cranes above ten tons
capacity should have two speeds of operation; this is necessary even if the
crane has an auxiliary hoist. as hoisting or lowering an empty block with
only one speed is a very slow job. The brakes are usually band type, Ferodo
lined, operating on the second shaft. Sometimes two brakes are supplied,
one foot-operated and the other screw-operated, but one brake is sufficient,
provided it is arranged to give plenty of purchase. For derrick gear the
barrel is either fitted with a worm wheel or the worm and wheel is incorporated
in an earlier reduction, the final reduction being by spur. The worm-gear
is self-sustaining, and to obtain this feature it must hare an efficiency
of less than 50 per cent., so the speed at which this motion operates is
slow. It is necessary to fit an automatic or hand brake which can be put
on when the operating clutch is disengaged.
Slewing gear motion is nearly always made to operate at too high a speed.
Most cranes would stand double the amount of reduction in gearing and operate
better for it. A breakdown crane calls for a boiler with two opposite
characteristics: (1) Quick steaming from cold; (2) plenty of storage capacity
to cope with the intermittent demand for steam. The first requirement calls
for a boiler with as much heating surface as possible and small water space.
Quick steaming gets prior consideration, as the amount of room available
limits the second requirement. The best place for the steam outlet is the
crown of the boiler. There is not always head room for it here, so it has
to be taken out at the side; in either case a dry pipe is essential to limit
priming.
The size of the engine cylinders is largely settled by the torque required
to start the various motions from rest. Comparatively large clearances should
be used in order to prevent water hammer. The sacrifice in efficiency, due
to clearances, does not matter much, as the work is so intermittent. Various
types of valves and valve gear have been used, but the plain "D" valve with
Stephenson motion is very satisfactory. The author favours inclined engines
with a piston valve, the valve chest being on top of the cylinders. This
ensures that water does not accumulate in the valve chest and it is easy
to get the water away. The correct place for a driver is the front of a crane;
in this position he gets a good view, which is very essential. Unfortunately,
the restrictions of loading gauges make it difficult to house the driver
in front; in fact, for cranes for use in this country it is almost impossible.
By elevating the driver slightly quite a reasonable view can be obtained
from the rear.
The author is of opinion that there is an opening for a crane built on hand-crane
lines, but with a small petrol or Diesel engine. The speeds would be slower
than those of a steam crane, but the first cost would not be much more than
that of a hand-crane.
Griffiths, S. (Paper No. 315)
Anti-vacuum or snifting valves. 835-56. Disc.: 856-77.
Paper presented at Midland Junction, Western Australia on 31 May 1933:
J.W.R. Broadfoot in Chair. Cites (without giving Patent Numbers): Raven's
patent bye-pass valve
(24,561/1912?); J.W.D. Wrench's blast
pipe valve; Trofinoff valves; Wood's patent vacuum braking device; Hendrie
bye-pass valve
Hubbard, R.K. (Paper No. 314)
Standardisation from the point of view of the enginer and of the storekeeper.
880-904. Disc.: 904-21.
Practice in the Argentine, but also quotes from Paper by W.K. Wallace
of the LMS entitled Railway purchases and stores.:
Macbeth, Colin. (Paper No. 313)
The application of rubber in railway engineering. 929-66. Disc.: 966-72.
32 figures (illus. and diagrs.)
Presented at Manchester Literary & Philosophical Society on 10
February 1933 at 19.00: J.N. Gresham in chair. LMS coach used over 300 rubber
components: 34% in buffing and draw-gear and 24% in suspension. Bogie suspension
was limited at that time to experiments on the Baltimore & Ohio Railroad
and by Goodyear. Resilient wheels were beginning to be developed. Applications
on locomotives were illustrated by auxiliary suspension sptings on a Pacific
locomotive and on a 4-6-0. Hairlok, rubberized horsehair and rubber
diaphragms are mentioned for seating in coaches. Load deflection and stress
strain curves. Gresham (968) complained about variable properties.