Hodgson, James T. and Lake, C.S.

Locomotive management: cleaning, driving, maintenance. 9th ed. London: St Margaret's Technical Press, 1948. 512pp. 294 figures (mainly diagrs.).
Index (quite good). Ottley 3086. The diagrams are excellent, and as the Preface (see below) makes clear were all drawn for this edition. Not in Jones' Steam locomotive development. Chapter 10 on Compound locomotives is in effect an excellent guide to the LMS 4P compounds. Copy was found in Peter's bookshop (opposite Sheringham Station) and cost considerably less than David Ross's Willing servant. Fred Rich in Yesterday once more notes that the 3rd edition included notes on the Galloway-Hill locomotive furnace.

PREFACE TO THE NINTH EDITION

THE first edition of this book was published in 1908, and during the intervening four decades the volume has long since come to be recognised as a standard textbook. In 1928 it reached its sixth edition, which was a large one, and lasted without change for eleven years. In any form of engineering practice, much may happen in the course of ten years or so, and this proved to be the case in locomotive engineering and design in the early 1930s.

Scientific research played an increasingly important part in improving the thermal efficiency and general reliability of the steam locomotive. This was occasioned in part by economic requirements, and also under the urge from competitive forms of transport and altemative forms of railway prime mover.

With railway transport, electric traction was developed extensively (particularly, in this country, by the Southem Railway), and the diesel engine for the first time became a formidable competitor for various types of work. In Great Britain the use of the diesel engine has been confined to shunting, for which its flexibility is peculiarly adapted. In many overseas countries the diesel railcar inaugurated a new era of ultra-fast passenger service, and the diesel locomotive enabled high speeds to be maintained regularly, such as had not been envisaged only a few years earlier. British locomotive engineers continued to pin their faith to the well-tried steam locomotive as a prime mover, and produced machines which amply demonstrated their ability to maintain speeds in excess of 100 m.p.h. when required. .

Consequently, a more drastic revision than any previously undertaken became necessary when the seventh edition of "Locomotive Management" was published in 1939, so that work might be brought into line with present-day locomotive standards, alike in regard to matters of design and construction, and those relating to cleaning, driving, and maintenance. Nevertheless, it was also borne in mind that large numbers of locomotives continue in use, which, although they are capable of discharging their duties in a satisfactory manner, do not conform to the most modem standards of design and construction. Thus, references were retained in the text to materials and manufacturing methods that have ceased to be used in new contruction of express passenger locomotives, but are far from being obsolete in ordinary operating practice. This is still the case, as the intervep.ing six years of war resulted in a virtual suspension of technical development in locomotive construction, at any rate for peacetime needs.

Moreover, war destruction and insufficiency of new building have resulted in locomotives which were destinted for scrapping being reconditioned for a further period of service.

The eighth edition was published in 1942, less than four years after the issue of the extensively-revised seventh edition, largely by reason of war conditions. After the outbreak of war, there was a large increase in the number of firemen and drivers, and the more rapid promotion of the staff created a considerable demand for a book which was recognised in railway circles as a standard textbook for cleaners and firemen in studying for the examinations which must be passed before they become firemen and drivers respectively. Generally, the eighth edition was produced with comparatively minor alterations, so that the work should not go out of print, although new classes of locomotives adopted in Great Britain formed the subject of half a' dozen new illustrations.

Mr James T. Hodgson, the joint author with Mr John Williams of the earlier volumes, died on January 21, 1939, immediately after the seventh edition was published. Mr Charles S. Lake, who had become joint author with Mr Hodgson for the seventh edition, assumed sole responsibility for the eighth edition, but he died on November 18, 1942, on the precise day that the first completed copies were received from the printer; thus he never saw the finished work.

With the present edition, the text has been subjected to complete revision, although no fundamental change has been made in the structure of the book. Rewording of various sections has been designed to secure great clarity and simplicity, as a result of experience in the use of the volume; developments with permanent way that have their repercussions on locomotive operation have been borne in mind; the extended use of wheel arrangements that formerly were unknown or little-used in this country has caused the locomotive classification section to be rewritten; and all references to thc use of oil firing have been brought into linc with the post-war position resulting from acute coal shortage.

A fire in Edinburgh destroyed the whole of the type and illustrations of the eighth edition, and it was necessary to begin afresh with production of the present book. Opportunity was taken to redraw in standard form (in the drawing office of The Railway Gazette) the many line diagrams which illuminate and explain the text. All the photographic illustrations are new; subjects which are felt to be incapable of substantial improvement have been repeated, but many are new photographs taken specially for this edition.

It is desired that the book should continue to be of service not only to the enginemen themselves, whose duties (responsible though they are) are confined mainly to handling the locomotives on the road, but also to the personnel of the running-shed staffs, mechanics, apprentices, and to all whose daily work brings them into contact with the" servicing," maintenance, and operation of the engines.

Many important features of locomotive equipment have been designed specially to facilitate the work of the driver and fireman, and those employed at the locomotive depots. The increasing care which is being devoted to placing equipment at the ready disposal of the driver is exemplified by the footplate arrangements of the" Merchant Navy" and" West Country" Pacifics of the Southern Railway, the most noteworthy new types to appear during the war years. Every necessary control has been placed within reach of the driver's hand, so that he may have no need to rise from his seat in ordinary running. With coal firing, the fireman's work has been eased by the pedal-controlled steam-operated fire doors, which provide a substantial assistance to manual firing. Illumination with ultra-violet lighting of the fluorescent dial marks of all the cab gauges is another improvement, as it makes everything clearly visible in tunnels or after dark without interfering with the look-out ahead. The availability of electric light all over the engine is another advantage which it is unnecessary to stress.

The chapters relating to shed regulations, to clearing house rules, and to colour-light, semaphore, lamp, and whistle signals, etc., together with the examinations thereon, have been revised to conform in all respects with present-day regulations.

The Appendices include descriptive matter and illustrations of special equipment, and give a representative selection of cab and footplate arrangements of locomotives belonging to the British and certain of the Irish railway companies. In addition, there are outline drawings of noteworthy locomotive types, with principal overall dimensions, weight distribution, and other particulars set out below them.

Grateful acknowledgment is made of the assistance in the preparation of this edition (as formerly) rendered by the respective Chief Mechanical Engineers of the British and Irish railways.

The courtesy of firms manufacturing many of the specialities mentioned is acknowledged for their Co-operation in preparing materials, and for loaning photographs and drawings. Thanks are due also to Mr H. A. Vallance for his care in checking details, and in the layout of the text and illustrations.

C. E. L.

LONDON, 1947