Professional Documents
Culture Documents
Bardell PS 1989 PHD Thesis
Bardell PS 1989 PHD Thesis
Twentieth Centuries
by
December 1988
2
SUMMARY
acknowledged.
this thesis.
Institution of Mechanical
CONTENTS
Page
Summary 2
Acknowledgements 4
List of illustrations 9
Chapter 1 : Introduction 14
LIST OF ILLUSTRATIONS
Page
INTRODUCTION
15
enlarging the size and mass of the components required for its
century.
first place the task was of such a magnitude that the time
records nor did the responses provide any real basis for hope
engineers for over a century. And even then the matter was not
settled. The need for more work, and the increasing importance
five years later the works of W.F. Pettigrew? and C.E. Wolff,®
which date from about the turn of the century, comprise the only
few who did, and the list includes such acknowledged names as
who was responsible for the design of the last steam locomotives
O.S. Nock, E.C. Poultney and B. Reed who were trained in railway
their work since they were writing for the same group of
readers.
20
century.
achievement.
performance characteristics.
and testing.
3. Grain Mills
was applied to grain and pulse grinding and remained the common
War.
dynamically balanced.
millstones themselves.
and throughout the ages, is not known with any certainty. The
knowledge did not find its way into books most likely because
those to whom such works would have been of value were also
apart from 110 used for water-raising, the next largest group
there was not a perceived need for this. The New World,
side'.
26
his book, and allowing for the erratic and tardy rates at which
demand for the first edition had been ’so great and
the location, shape and depth of hole into which molten lead was
concluded,
as public as possible.
at the periphery.
little emphasis.
stones were out of action that in the years 1859 and i860 three
weights contained within boxes which, in turn, were set into the
the facility for easily modifying both the magnitude and the
the stone.
readily appreciated.
balancing.
had to be brought down near the ground so that the cloth could
reefed with knots - like a ship’s sail. For reefing, the mill
the operational need to bring any sail into its lowest position
sail, invented in 1772, and patent sails, did not diminish the
need for balanced sails because this was also necessary for
revolutions per minute, tip velocities are high with the result
shaft bearings.
outer end.
latter point was not deemed important by John Smeaton, who had
him that the advantages to be derived from his design when the
if they were allowed to stop for any length of time the part
above water would dry out while that below would remain wet, so
wooden and iron wheels and were remedied by the use of balance
wheel was not running truly and smoothly and with their craft
balance.
ascertained, of bodice solid, fluid, and aeriform. Tie B ydrom tttr. Hydrostatic
net tie im i i u cimhiici ai am-rist u n i itioci raceis11r. Bellows. Natural fountains and sprint;*.
We learn that the lathe was kept by his lordship for the
surprised to find that when the speed of the lathe was raised to
such an extent as the speed was increased that the whole lathe
and a half inches from the centre and inserted nine ounces of
required for its work, the motion of the lathe was undisturbed
by vibration.
probable that the texture of the wood being closer on one side
than on the other when dry was the cause of this inequality in
the weight.'38
that the maker, a skilled craftsman, was prepared to and did use
unseasoned timber and also that he was not aware of the possible
a blast for melting iron which tore itself from its foundations,
that was to recur on a more serious scale fifty years later when
this magnitude were not uncommon in the 1830s and 1840s, and
correction.2*1
thousand shares had been sold within the town. However, the
existence, its Chairman was Henry Merry and in 1958 Miss D.T.
trust.
During their early trips it was found that the engine was so
was impossible for the men to keep their seats. They observed,
rocking or shaking.
bother had been identified, the matter given some attention, and
in Appendix 1.
INTRODUCTION
History of Weighing’.
41]
& Co. Ltd which are deposited in the Essex County Record
technical records.
1914.
1977, p.75.
1898-1904.
Edinburgh, 1814.
edn., 1866.
Rochdale, 1816.
47
38. As ref.36.
pp.52-111.
pp.121-126.
Chapter 2
outside the boiler, at the rear of the engine and driving via
was run at speed and led the Stephensons to adopt the expedient
in a low-down horizontal position had cast the die for what was
one rail and then the other, together with a variation in draw
and once this fact was recognised and accepted the subject
the square of the speed, rather than as with the speed itself,
made much of the fact that in terms of speed the locomotive was
exceeded.
when he wrote
and wrought iron used for the tracks of colliery and quarry
of commencing operation.
2. Accidents
happening.^
a danger.
railways brought to the fore the idea that accidents were the
Department.^ 0
locomotive was the lighter of the two and had only four wheels.
engineers grasped the true, or rather the main, reason for the
of significance.
locomotive itself.
clear-cut issue.
did almost from the beginning because the growth in power made
so, the topic was still subject to some discussion and Robert
the hole and then put a few grains of gunpowder between them.
were blown the same distance as each other from the hole, while
lacked the time and inclination for such activities he, unlike
laboratory environment.
which persisted for many years and led to some abnormal designs,
should be kept low and as the preceding examples from the United
65
analysis.
and carriages not only on account of reducing power loss and the
track.
cylindrical wheels.
working.
the remedy was speed reduction. "Why does the machine become
some part of the Train have run off the Line, without any known
obstruction...n2?
the period during which the Gauge Commission sat. The Times
urged
that the railway system was incomparably safer than any earlier
issue of The Times quoted above, a brief report was given on the
Editorial the paper stated that the first step was to ascertain
the cause of all the accidents and then claimed that in almost
George Heaton."
jerking motion and a final leap of the engine from the rails.
distance from the axis of the engine they were the obvious cause
74
resonance.
and badly balanced engines.31 Thus by 18^5 the problem had been
3. Of the man we know no more than he, himself, told the Gauge
Liverpool he had been with Edward Bury for something over two
yet of his life and work our only source of knowledge is his
another accident claimed the lives of the engine crew and one
rim weights convinced him that his answer was the correct one.
since during the 18M0s the most pressing issue was improvement
and the fact that it could create a bigger problem than the one
voiced the opinion that not only all locomotives but their
and higher speeds from their engines they did not regard the
a necessary concomitant.
81
engine.
were no safer.
wheels of locomotives.
old.
the following month, who wrote that all engines built by Messrs
Sharp, Roberts & Co., since December 1838, were fitted with such
would not only prevent the rocking of engines but would also
locomotive exerted one uniform steady pull at its work, the side
made 6 or 160 strokes per minute. After running like this for
22 mph, or faster, would advance and recede from the tender from
engine.
useful an invention.
point for the historian, that engineers speaking from memory are
implementation.
by Braithwaite, Milner & Co. until 1838 and the first engines
did not run on this railway until the following year when, from
87
unbalanced forces.
it must be borne in mind that in the late 1830s and the early
American patent records reveal that one was not granted. Nor is
had a sister engine, the Agenoria, built at the same time and
worked for about thirty years during which time it was modified
other 'Lions’.
improbable that the actual reason will ever be discovered and the
such balance weights were not necessary and indeed were not used
the flywheel."63
lived.
Of far greater importance than judging the merits of the
that the majority were not. Over ten years after Fernihough had
not know each other. Far from being leaders in the technique of
chapter has shown the issue had become one of major concern by
will be examined in the next chapter which will also deal with
to Edward Woods.
6. Ibid, p.55.
36.
99
trains.
500-503.
34. Allen, Cecil J., The Great Eastern Railway, Ian Allan
op.cit.,p.393.
Chapter 3
century.
problem.
the locomoitve, at New Cross, but was not disposed to employ the
crucial period during which the 'two cylinder engine with cranks
applied rim weights to the driving wheels heavy enough not only
the piston and its appendages, the main cause of the trouble,
inertia force.
stn0
cos0
the opinion that the track was suitable for the function it had
111
speeds.^
the Holstein Railway, brought the topic into print and thus laid
the engine and tender he makes the point that such a remedy does
piston.
the Eastern Counties Railway - Melson and Bury saw the problem
but their approach to employing the same method, i.e. the use of
this chapter), did not make any calculation while Nollau made a
3
V2
P ~~ 2 . y =j ^
angle with the connecting rod,10 or when the piston had its
greatest speed (i.e. when the acceleration was zero), then this
motion to and from the top dead centre than in motion to and
from bottom dead centre, and deduced that the accelerating force
v 2^/ i +r
1. For point A, when a = 0,
Zrj t
accelerating force
P
which reaches a maximum value of
hence
P +P
or
14
(5
P" = 1 -4 1 4 - Q
r5
iron rods from beams with the wheels several inches above the
it but the usual wear of the tyres on the side of the crank is
inches from the axle centre, it was not possible to observe any
the vertical forces and since they were twice as far as the
coupled to the engine in such a way that the draw gear permitted
two inches of free movement between the two vehicles and when
normal speed there was no surging action between the engine and
vehicles.
the front part of the engine was pushed from side to side.
locomotive remained even when the steam was cut off. He then
axis.^
remarked that the weight and the piston were ’Placed at nearly
there was no tendency to sway from side to side, without the use
constituent.
1846. Nollau’s paper did not appear until October 1848. The
ETUDES
SUR LA STABILITE
DIS
MACHINES LOCOMOTIVES
EN 3IOUYEMENT
PA R L. L E C 1 IA T E L IE R
n c b t u t o ts m u • ;
PARIS
LIBIlAIRIE SCIENT1FIQUE-I.VDUSTR1ELLE
1849
and responsibility.
1849.
move with the vertical movements of the pencil and thus maintain
oscillation diagrams
F ig. 6 F ig. 7 .
pin
since the diagrams obtained were the same for all tested speeds.
eliminating them.
patent of 1848.
1G
TT
y r a.siV\^o^3
E7
c o s o<L
commented upon the matter. Noting that for the usual design
the crank the maximum error was only about 12 per cent and
aosdL + r + rVi^V.
J (V-- rVsirft*)3
example,
v2
acceleration = r [cosa + A 1 cos2a + B-j cosset + C-| cos6a +...]
132
A1 = 0.2020
B1 = 0.0021
C1 = 0.000022
twice, four times, six times, etc. the speed of the locomotive
given above, i.e. acc. = v^/r [cosa + r/Jl cos 2a]. From this it
p _ VV\ v _
r
C o 5 oC -f- H
e o o 5 ^-oL
r
cosc C
secondary forces are small, and in the case when the cranks are
act through the centre of gravity of the vehicle and thus give
the rails.
135
7. D.K. Clark
qv 2
rg
rule:
1 Qv2 / • \35
— :±JL_ e(cos a - s m a)
2 gr
138
Dtoctka thaDiatariimgVtorat,thatofthaProgrcaairaMotfcv
sfthaEngiaahatagthru ---- *
Daringthainecaadrapartiof•larolntioo.
C ra n k A *— — ► — .
C ra n k B — ►
A and B
com bined
* I
N a tu r e o f D ire c t H o riz o n ta l D ire c t H o riz o n ta l
th e com B o o k w ard O scillatio n , F o rw a rd O scilla tio n ,
p o u n d d is Im p u ls e s w a y in g Im p u ls e sw a y in g
tu r b a n c e to th e w hole h e a d of en gine to tb e w hole h e ad o f en g in e
light Crank. Left Crank. p ro d u o ed . M ach in e, to t h e left. M a c h in e . to th e rig h t.
O okisovtal D inoiaiao Foacna.
(a) (b)
good results although it was less than would have been derived
action', and the tendency to slip at high speeds, and making the
8. Rules-of-thumb
rules which gave good balancing when they were formulated were
responsible for so much bad practice fifty years and more later;
only rather than, what would have been a more difficult task, on
during the second half of the nineteenth century and whilst the
defective.
to support it.
Fig.3.8 Balancing calculations for Beyer, Peacock 2-2-2 locomotive
for the Edinburgh & Glasgow Railway, 1856
Fig.3.9 Edinburgh & Glasgow Railway, 2-2-2 locomotive, 1856
-fcr
Fig.3.10 Beyer, Peacock 'As built' drawing of the Edinburgh & Glasgow Railway
2-2~2 locomotive, 1856
'Tf''
7 5 H [V- V *
.3
-------------------
S'> ■ J •'
^ *,C ¥* * J = y ^ y //f \r ^ jr y .j^ _ /S^ C •\
*fc< , //? /•,
-Er
?~T?'- S Y ' S - s > .^;//;/ / ^ - /*T - 00
Fig.3.11 Balancing calculations for Beyer, Peacock O-^-OT engine for the
Great North of Scotland Railway, 1855
Fig.3.12 Beyer, Peacock 'As built' drawing of the Great North
of Scotland Railway, 0-4-0T engine, 1855
150
locomotives for the Edinburgh & Glasgow Railway Company and the
its tender. From the year 1856 this firm had every class of
research - but the ’as-built’ drawing (Fig.3 .12) does not show a
balanced engine.^3
9. Confused Views
play of the extra balance weight does any harm, the author
that it was
greater one.^7
and regretted.
needed.
engines under his command which were all of the 'Bury' type.
weights.
156
machine, made by men who had hardly any craft skills and
alteration.
Whether or not arrangements of any sort were made the work never
coupling rods and their crank pins and bosses were sufficient to
lift off the rails was only 48 miles per hour, while the
inquiry, was 75, the wonder is, not that a long stretch
11 . Graphical Analysis
and for the acceleration are complex and, from the beginning,
- also had their limitations the most serious of which was the
the law that moments can be combined in the same way as forces.
problems which had wide application and has been taught and used
parts of the world, and has found its way into textbooks
system.
did not pursue this topic in any depth. Nor did the revelations
the subject was taken seriously and then the initiative came
into those which revolve with the crank shaft, and those
balancing practice.
could have been expected that it would have found a ready and
situation on the GWR was not much different from that in design
indicates that it was towards the end of that decade before the
formation of that company and they were also used by the LMS
scientific way.^
appeared.
A real demand for the book during the first twenty years
by this argument, of course, that the demand for the work was
sought.
method was not more widely adopted earlier was because those in
onwards.
might be too much. At the turn of the century this was the crux
should be balanced?
one of much concern around 1900, and certainly Dalby himself had
were personal and varied from one extreme to the other. Whereas
over-balance.
such stations were erected and even then the initiative was not
tests was carried out under the direction of W.F.M. Goss. These
were mainly low-power efficiency tests but the work did include
volume.^3
Concern with the increasing seriousness of the
E L E V A T IO N
LOCOMOTIVE MOUNTING
C nfifiM rinf Lftbomto'7 Pvrtfwft
U f a j i t U , lid *
diameter and weighing about one ounce (per length of 20ft) were
used. The wire which was to be passed under the driver was
driving wheel to deflect the wire passing under it away from the
_ ,»v W
~ ir* B oat
along the test wires, the results plotted and a smooth curve
Figs.3 .15 and 3 .16 taken from Goss's paper, Fig.200 and
the wire.
Fig.3.15
Graph showing
wire deformation
I e n ffth O ne d iv is io n * * *
aCOM ^ J ^ c n e m O ne d iv is io n —OJ
Fig.3.16
Graph illustrating
lack of contact
between wheel
and rail
B e a r D river - B i g h t S id e fip e e d -9 5 m ile s p e r h o u r - 3 4 1 .0 rev. p e r m in .
Fig.201.
177
wire thickness (Wire II) due to the excess in this wheel. The
loading even when this was insufficient to cause the rise of the
wheel from the rail. The parts of the wires not included in the
difference.
the track. A wheel caused to lift from the rail by the action
rapidly, its maximum rise occurring after the balance weight had
between wheel and track was far more complex than analyses based
And the consequences for the rails were serious but generally
affected.
confirmed in practice.
Dalby did not carry the matter much further and his view
materials. He wrote:
,
7 feet, Four-Coupled Bogie Expreu Patnenger Engine L. and Y. By.
Cyli. IS" X 26". Beeip. Matte* 551 Ubt. per Cyl.
It can be seen from this diagram that for crank position 1 the
actual wheel lift this transmitted the torque from both cranks
184
coupled wheels.95
reciprocating balance:
pressure. 96
relationship between wheel and rail and apart from his brief
Goss and his co-workers did not concern themselves with the
track either.
the crucial point of contact, the wheels upon the rails, there
engineers that for the sake of the track and underline bridges
the first twenty years of the twentieth century and was shown by
per cent.9^
economy achieved was not really significant, the topic was one
from this is the question of why the whole LSWR locomotive stud,
omission.
weight and state of the track and the speed of the engine. It
engines were balanced for the revolving masses only, while some
railway engineering, indeed the die was cast for almost the
rolling stock became separated from that for the permanent way.
them.
construction.
190
Ibid., p.323.
building of locomotives.
material.
point masses.
Paris, 1849.
pull
1948, p.86.
39. Terminology.
different meanings.
locomotive.
on the topic.
was general.
(revised) edition.
6 June 1856.
until 1937.
pp.185-230.
pp.185-225.
pp.195-278.
1980.
pp.6 4-79.
department.
pp.105-182.
the locomotive.
1860, p.170.
p.1174.
1930, P.H19.
Chapter
acting on the upper surface of the rails. While this effect was
vehicle.
patent specification.
lack of evidence even more acute and the task of the historian
1. Single-cylinder locomotives.
4. Multi-cylinder locomotives.
engines.
1. Single-cylinder locomotives
perfection to which the permanent way had been brought and the
avoid it.2
strengthened.
the author presented his paper with the hope that he could
his thesis was that the most serious of the disturbing forces
engine. But even in this respect his thinking was deficient and
specification of 1802.
a fly.
which were to be engaged with the two sides of the tyre of the
handwheel from the driver’s cab. His idea had already been
over the existing state of affairs had been achieved rather than
American experience was less fortunate with the result that this
many years.
action in passing the dead centres the crank pins on the two
been a part of the duties of the fireman to move the engine with
stroke. This might not always have been the end of the trouble,
operating at about only half the cost of using horses and, for
late 1850s and, evidently, in some cases this type was still
of inertia forces.
for John George Bodmer by H.T. Walker^ in 1909 and this was
plus all his diaries and papers were made available to Walker
companies and the designs and drawings they produced were the
and his several business enterprises obliged him, for his own
went with him as was the case when he returned to his birthplace
Zurich, in i860, and on his death there four years later they
>
the other piston pulls its crank the other half, thereby
that there will not be any strain exerted upon any part
piston rod which passed through the tubular piston rod of the
Fig.4.4.
Foundry, in Bolton, where Bodmer had hired a floor and built the
insignificant.
dated 31 May 1842, the opposed pistons were both driven from the
reveal that they had been sent into the shops and he further
locomotives for about three years and also that he had built
. t
October 1846, that his son, Rudulph, had informed him of its
may be seen in the plan view of Fig.4.6 which clearly shows the
machine.
’The common engine well balanced arrives at the same thing with
Pfi
a great deal less parts' and a similar opinion was shared and
engine, this being more pronounced the shorter the length of the
problem for in his diary Bodmer recorded ’engine No.2 broke the
though Bodmer may have come to the ideal of complete balance his
design did not achieve it. Quite apart from the guide bar
reactions, since the connecting rods for each cylinder were not
two rods, both in front of the driving axle, were always moving
required the equal and opposite movement of other masses was one
with a total piston stroke of 30in, and the driving wheels were
use.'35
have been taken more seriously and have proved more influential.
locomotive which had been seen in steam at Kew and which also
engineer.
of support.
of such length that its obliquity was always the same as that of
Industry at Birmingham.
weight of the crank pin and the boss which carries the crank
piston and its mechanism, can be added to the model and their
its day the scheme earned the approbation of the Society of Arts
Medal for the best paper on the subject during the three
observation,
244
Harding's letter were read and that it was resolved that by his
work and model, etc. Heaton was entitled to the Society's Gold
Medal.
the paper was most likely substantially the same as that he read
1850 while the model was that referred to above, now in the
this section.
matter. During the 1830s Harding was a pupil of T.L. Gooch, one
i— • — \
locomotive and one in which the basic design philosophy was not
Fig.4.11.
practice and the only documented evidence that this study has
design parameters.1*®
iP
Fig.^t.l-M M. Tolle’s scheme for balancing by
the use of contra-rotating balance masses
254
balancing as adequate.
4. Multi-cylinder locomotives
locomotive.
on the engineer’s diaries and notes, does not reveal that the
design.
Owen
the invention of the steam hammer), and in this year they jointly
to drive the front wheels while the inside cylinder powered the
that the idea sowed the seed which germinated and subsequently
and Howe.
259
was not to adopt the rim balance weights in the driving wheels
The two outside cylinders drove cranks on the same centre, i.e.
Clark and quoted by Warren who also refers to the fact that one
haul the Royal train between York and Berwick when Queen
Europe.
and return crank, opposed to each other, so that the two pistons
262
popular.’67
engine four cylinders were used rather than coupling the wheels
grouped into two sets of six coupled wheels, was also propelled
by four cylinders.
being driven by two outside cylinders while the rear wheels were
perpetrated but rather that their appearance did not give birth
British and American. With the much more common use of compound
here.
dynamic characteristics.
for the production of rotary motion and from the time of Watt’s
backward and the other one forward. Each of these pipes was to
reverse motion.
50 psi, the steam jet would issue from the normal propulsion
nozzle with a velocity of about 2,300 feet per second and would
about 301b per ton this vast consumption of steam would provide
driver’s head, are not the right shape for efficient operation
angle of not more than 20°) and would cause the vapour stream to
break away from the nozzle walls both increasing the frictional
any speed, while rotating balance within the turbine was easily
steadier draw-bar pull and thus, from this aspect, it would seem
experience had shown that condensing did not produce a net gain
owners.??
Despite its ten years’ service (some of them during the abnormal
engine. Far from being unique, they are but a tiny fraction of
nuisance because they did not fit into the system, they were
rejected.
277
pp.65~110.
1802 .
1862.
1852.
1909, pp.217-220.
than five lines and then taken back to Bury’s works and
'H.F.' .
4215.
mechanism, he concluded
reciprocating counterbalance.
Now McConnell did not have any connection with the two
1862.
Specification.
1846.
London, 1921.
1839.
influential.
284
71. Dickinson, H.W. and Jenkins, R., James Watt and the
1981, p.146.
Edition, p.504.
electrification in 1954.
1946, p.223.
Chapter 5
the passenger side of the business. Since 1872, when both the
dining-car did not really begin until 1892 when the Great
all these amenities was that the weight of trains became much
tender weighing 100 tons, drew a train of some 320 tons at 53~60
a greater paying load, the reverse was the case, for it carried
fewer passengers and took less receipts per mile than its
counterpart of 1875.
289
day locomotive and tender required more steam, coal and water to
propel themselves alone than was needed by the entire engine and
unmistakable.
over the East and West coast routes, a contest made possible by
locomotives.
up, reaching a limit only when the length of the train equalled
I. Multi-cylinder propulsion
1927 when it was raised to 250 lbf in-2 for the new class of
and this possibility was not to be realised until the 1920s when
locomotive designers.
railway companies was first and foremost the demand for more
power. However, this requirement had to be balanced against
of the locomotive and its train but also with respect to that
part of the railway system that came under the aegis of the
the rails and the bridges over which the engine passed.
for the Glasgow and South Western Railway, the second due to
F.W. Webb for the London and North Western Railway, whilst the
country because the designs were not repeated, and Webb's engine
with the evidence that neither Manson nor Drummond pursued the
the 1860s and Shaw in the 1880s had clearly demonstrated that a
was a strong case for using more than two cylinders when
across the front of the engine and all driving the leading
axle than occurred with the 'divided drive', the design avoided
the bending moments created by the load on each crank with the
3. The ’Decapod1
Eastern,
and H2 platforms.9
secure the necessary power three cylinders were adopted with the
cranks equally spaced at 120° (the first time that this crank
practically identical.^
not only did Holden and Russell give especial attention to the
during the 1890s began to drop off. The Great Eastern, like all
1911.
the GWR itself when it was absorbed into British Railways upon
that the division of the drive between the two coupled axles
of four-cylinder locomotives.
keep both the inside and outside connecting rods of equal length
inside cylinders over the leading axle of the bogie and the
was balanced in the leading coupled wheels while for the outside
the two axles concerned were in opposition, did not minimise the
that a full analysis of the balancing design had not been made,
situation were just not appreciated at the time nor for many
306
three-cylinder locomotives.
they have not been repeated, and the three cylinder simple
1918, his '1000' class Moguls in 1920 and the trend was fully
engine (unlike the other railways). But during the 1920s and
been noted already and its antithesis has been noted by E.S.
Cox.
309
than between them. Thus the G.W.R. only had the opportunity to
engineers concerned.
Locomotives
from being simple, was very complicated and yet they were happy
to have it.2^
July 1925.
diagram, Fig.5.5.
Speed 29-5 m .p.h. P u ll 3-8 tons. Speed 29*5 m .p.h. P ull 3-8 tons.
©
3 CVL.
®
2 CYL.
®
2 CYL.
TONS TONS
2 2
comments
The nature of the pull curve is about the same for all
hammer-blow.^7
a number of other ways and not least by the fact that in the
were over 2,000 such engines in use on the Continent and in his
own country the G.W.R. had been operating them for about twenty
years, facts of which Gresley could not have been ignorant, and
in 1922 with his 1A 1' class locomotives which soon earned the
arrangement.
was’a little more1 M. Edouard Sauvage had claimed that the cost
two-cylinder engines.
6. General Conditions
G.W.R. where the balancing arrangements were such that the axle
engineers on one hand and that there was little real cooperation
had been the norm throughout the nineteenth century and even
following table.3°
MR 2P 90 17.5 11 .1 11 .8 29.3
axle load by 73-6 per cent and contrast this with the same
chapter, and the other a ’compound' but both had the same
cylinder layout, that is, all in line with the two inside
significant factor was that Cooke, who had received some of his
engineer.
and nil hammer-blow. The maximum static axle loads were 19.15
323
A. Newlands, the civil engineer, on them and that the latter had
19 19 2 17 3 O 17 6 2 17 2 2
axle, for the whole engine, and in terms of the maximum combined
figures^ show:
of 19.5 tons for over twenty-two years after the civil engineers
had been allowing 22 tons for this parameter. And even then the
GWR, Sir Felix Pole, the Company’s General Manager, and C.B.
are given in the memoirs^? of Sir Felix Pole, which also provide
state of affairs,
enumerated.
responsible for both the 'George V' class and the 'Claughton'
was the Chief Mechanical Engineer but in practice the task seems
order, ’Get the balancing worked out, the Drawing Office don’t
This in itself suggests that Dalby, at the time, felt that the
that he would have liked to have included one but the absence of
data and the desire not to lengthen the paper had prevented him
They were accorded space only in the fourth and final edition of
not only was the necessary knowledge lacking in those who should
absent.
neighbouring NER since 1911 and Gresley himself had built one in
1918 and so his own Drawing Office had obviously contended with
them with some reliable information from which they could have
in 1908.
found.^
W. Bridges Adams and used for over thirty years before the
early 1880s.
went unheeded for many years and even in the final stages of
balancing'
Dalby and the reason why this degree of perfection was never
dictated.55
fbur Cylinder, Six Wheeled Couplnl Bogie Passenger, and Fast Goods Engine.
Arrwu/vicnt of Balancing.
FVM. FV.sk
/F ),' rl^ .u .
FiffM. r jp ifJ - tnsids Connecting Rod
Outsltl* Connecting Red.
..* tin
_C. of Cravity S3,ti— i || F_T. of Gravity
Kl«<n.
and not until the work of the Bridge Stress Committee was
for civil engineers, and the way cleared for a more rational
2.38.
December 1902.
pp.263-264.
1945, pp.343-344.
p.13.
1966, p.153.
pp.75-77.
37. Pole, Sir Felix J.C., Felix J.C. Pole: His Book, Town
pp.1157-1208.
pp.3-78.
4, pp.561-653.
Chapter 6
its consequences for the permanent way and the underline bridges
the fore only after earlier problems had been identified and
the carriages and boats using them were, in the main, separately
owned.
traffic, from the 1870s brought about the situation where the
success.^
Maintenance was let out in length contracts and was not always
well done. This practice was also adopted by the Liverpool and
by which time the Company had had to renew its whole line, it
match the locomotive and track to each other. Thus within two
rails, fifteen feet long and weighing 351b per yard had proved
inadequate and had led the Liverpool and Manchester Railway into
yard (and sometimes more) was usual. And so, after no more than
their number, that a rigid track was essential for smooth riding
on roads, had expressed the view that the track should possess
there would be 176 joint impacts per rail per mile and it was
not until the 1880s that these lengths were in common use on the
As this earlier chapter has shown although this view was not
rolling stock.^
claimed that for high speed working some tracks were in such a
353
cost.12
for the production of 350 tons of steel each week, of which 300
complete for main lines until early in the present century. Far
per yard for most important main lines in the early years of
this century.
354
the wheel will lift from the rail and impart a blow on its
inaccurate expression.
factors.
iron bridges under the dynamic action of rolling loads was being
??
questioned by civil engineers. Although divided in their
in vertical loads.^3
While the last chapter has shown that during the first
stress at 5 tons per square inch for wrought iron. With the
stress for steel to 6.5 tons per square inch. These regulations
did not appear to some engineers to make any provision for the
rolling loads.2^
both India and the United States of America where the allowance
Impact allowance, I = •
jUU
300 + L
by which the live load, i.e. the estimated greatest train load,
were the chief offenders they were not the only source of
When, after the end of the First World War, the Ministry of
362
it is arguable that but for the war, which put the railways
the design of girder bridges and this body too, called for
carried out during the summer and early autumn of 1920 and the
for the full-scale investigation that followed. Its aim was the
permissible being 6.5 tons per square inch) to the span, others
the view is held that until the grouping of the railways in 1923
large and small, each concerned with its own problems and,
undertaken and one not without its own problems which, however,
system.^
the trouble but also offered the potential for reducing the
stress due to static live load and noted ’in nearly every case,
the instrument has read less stress than was calculated for'.2*1*
in the exercise, that is, the Great Western Railway and the
B r id g e , N ^ io i. Le e d s N o r t - me -r n .
N .E .R lv.
T*.»t Pen Houn hi*t n rii. r*nv<iL At HUT THHi AT WHEN ON TKC SPAN
TO 4 »no TO4. f» n mr*m
©
■• NU7
134 39-3 136 S IS 136 40-15 523
oe>
135 *24 1*372 7 •951* C62 I7 J S t*
OO OO M
vt Locavso
OtritCTiON •710 •741 •736 725 •725 •694 •713 •716 •694
in Incmcs
S teel B r i d g e . N * t o t , { m m u b y B r i d g e ) L e e d s /V o o t w c t n D o rm £bad
D E S C ttia n o a t. Trro Mat** G irders (fj'rt ri/fe Aypm) Cross Girders, AhiA&carsrS'/ongrAjdiraf rot'/ furthers
carrying a deuDfm AraoAc. EAifieoAtr* Span /EOST
Main Girders 2 7 -6 " apart centres. O oss Gtrdnrs- eAAacAi'r* span E7-£
Cross Gt'refmrs f2-0~ apSart centres.
ffoit-6*ar*rs - S-AficAi*m span fZ-O.
Supinefe nation A2*. Afigh rat! adja cent- to Main Girder —Donrn Road-
Te s t Lo a d used.
■ V^fIOf En&i Vf*CuM» Ck u n i a Tindc * O rn tiM M IT tK C an.
I •« •« an- •*». »« •« M S* •« «D- •»« A* • « M I »T I
rg> Q ___CD CD Q T Q Q g p ffi? Q___Q Q ..Q i
I q . j Q________ Q Q J
j j---- ---- «*:-------- j : j-------------------- j j j----- --------- , j
■t M l ‘ . _*ajV
nc-V
TVtal W i«
t * r En c m i TS** IbrAL Mikmt o r I m m i 7 6 -4 leriu . Ml
▼• C T A-
* “ T hN O U 4 5 -6 * • TkMVU 4 S -ft
t.c t - c-
Total Wu cht o r CneiNt kTknoCK I2JHO 76tal N neirr ao E n to ii k l i n o c a 12140
Total Wcicmt e r TMoEneiNU • OwtAMOMkrci Ca* 2 IS^
C o u iv a l I H T U n m i l M i T DIATRlOUTCO L w t Lo a d f ia 9mo-r H u n • * T4A C H W lT
« - - » - * t ** ck «»aT
• • ~ " * ok Oo4« « ioe S iSdcb 196-4^
Ocao Lo ad ok Oo hn »<o ( 6 i« o m I2 4 5 T
R atio or OlAD to L iv e Lo a d 0 -0 4 .
B r id g e Im p a c t T c k t s
N.E.Ruv.
to-n* O c t o b e r t W Z O .
j . ' t l l * MAJ<i o i r u
•▼!*? M A b O t f L :
tend to state what was done without giving the reasons and yet,
two-cylinder locomotives.
I 120
90 + L
372
locomotives were not known, nor does the report intimate any
have been of value inasmuch as the attempt could have been made
Railway the Report does not give any reason for doing so nor
investigations, viz.
I 75
an d r 2 0
L +50 L + 30
Committee this journal opined that the meagre data confirmed the
two put forward in the Report and suggested that they should be
cautiously accepted.
impact effects this committee also had the duty to carry out,
design...
the Great Western and the London and North Western, as typical
376
Chief Engineer responsible for the field work carried out by the
less definite result the research carried out would have been
the four companies were represented, Sir Henry Fowler was chosen
interest.
and yet the choice fell upon one outside their ranks and one,
knighted for his contribution to the war effort, rather than for
to earlier.
4a. Aims
of moving loads.'
already received.^9
effects measured and recorded in the tests and from which the
with spans ranging from 16.5 feet to 3^5 feet were used in the
b. Experimental Work
T 5-7-
SPAN N9 6 A - M A U N B Y r
1-46 FT. BINS. .*•* .
>K>J
-uvaruri n .
locomotive K.
structure.^6
: ! ■ -W
W h#Hbo»r
h ttlb ete 4 4 '• 7 V
Vii" ——J :
— O verall L c n q ih S9' )'iHt~— —J
Fig.6.7 Bridge-oscillator
unloaded conditions.
*
*
✓
i ✓
✓
1
✓
i ^4 > 'o
? -----
\
\
<
\
✓
y
y. X1
*
*
*
**
o“ cvis i^o i-3 zo 5^5 3-0
Hom m er Blow. Tons.
activities.
purposes.
already been seen, the bridge oscillations were not very great
the curve for the same locomotive on a bridge of 262ft 6in span.
LOCO. K, N 9 H 5 6 .
P P S
LOCO K. No 1456
speed range the springs come into action and only the
fact that the springs could be free at one point in its motion
vibrations.
when the springs remain locked while the dotted lines indicate
hammer-blow.
not based exclusively on the results of its own tests but also
engines.®^
the mid-1920s the Report has an enhanced value for the historian
L MS LNER GWR SR
2
Mot Cxceedliaa
reco
37 3186 79 3 143 16 137<S 583
c o w \b m c d loculii^
l iw \ i b
No .of cylinders a 3 4 2 3 4- 2 3 4 a 3 4
Classes 40 2 4 75 13 2 13 —
3 20 1 1
No-of I ocamotives 3241 295 220 3153 363 44 1239 — 138 625 1 l
LM S LNER G -W R SR
of N o .a j
o
Mo. No. of
z
some cases did give a false impression. This is clear from the
Committee had been able 'to punish certain bridges as they had
that
honourable burial.®1*
well when run at two and a half times its normal speed.
Fowler's point with the rather acid remark, 'One might as well
much in evidence.
Even allowing for the fact that the tabulated data does
work the Chief Mechanical Engineer was left with little time to
which E.S. Cox has written ’[it was] one of the feeblest
Tank.'92
by the engine.93
instances where this had not been done. Even where this, the
from Fig.6.17^5 which shows, for a single track bridge, the live
5rps)
n IT h n Tt
Loading B : 16 12.5
tt It m tt tt
Loading C : 15 15.0
Since the report stated that there were not any engines
being the highest found in practice, some provision was made for
more than two cylinders and that their hammer-blow would not
hammer-blows.
that the job could be done better than it had been in the past
the First World War, the Grouping of the Railways, and the acute
the popular 66 per cent. This fact was noted and the following
weights:
Committee was
exercise required this very piece of work and yet it was not
staffed for this task. And within the constraints of time and
balancing - not only on the track and bridges but upon the
Makinson, who did not subscribe to the very early ideas of the
Engineers in 1863-1
balancing practice.
References and Notes
1964, p.15
years.
1860-61, pp.259-291.
1862, pp.345-424.
pp.353-428.
pp.42-47.
417
p.127.
pp.105-108.
pp. 13-27.
this cause.'
ref.20.
inch.
Association.
29. Identical unit stresses were used for both static and
p.169.
45. The GWR 'L' Class 2-6-2T engine used in the experiments
I 2 0 _______
1
90+ (nii)L
attested by:
59. Ibid.,p.7
62. Ibid.,Fig.16.
63. Ibid.,Fig.35.
64. Ibid.,Fig.1.
66. Ibid.,p.18.
67. Ibid.,Fig.19.
position.
p . 6 41.
of the Report.
p.233.
Chapter 7
these classes while the Bridge Stress Committee was still in the
benefits deriving from its work were immediate. By the time the
companies that is, the LMS, the LNER and the SR, an inheritance
they were getting on for thirty years old and were thus
wheels and hence the hammer-blow; the maximum on any wheel being
Engineer.9
^29
1941.^ Not that this was a new idea at that time. In Appendix
and the trend was even more marked in Europe where balancing
the diminution did not go so far and in general it was about 40$
the lag of the LNER on the GWR is part of the same story.
complicated by the fact that the engineers involved did not have
then he, and probably his board of directors, were pleased with
company with almost a total disregard for what was being done
elsewhere.
this country, all the motion rods were of alloy steel, Fig.7.2.
this weight by design. Thus Gresley's design for piston and rod
once they had been given some clearly defined design parameters,
1930s when this was generally achieved not only in Britain but
described by Cox,
were achieved and little more power was won for each
over.
the LMSR during the 1930s, while on the LNER the number of
author commented, ’...of those which had been brought into use
of the last century the matter was not given the proper
little to be desired.^
account.
notion, still not dead, that design was but a process of putting
locomotive but which was never carried out. During the 1930s,
the time when this should have been performed the requisite
not available and by the time the Rugby plant was opened the
commonly 50 per cent and could approach 100 per cent as wheel
between the stresses the rail had to endure and the elastic
made possible by the work of the Bridge Stress Committee and the
capable.’36
part of design, and the need for more effort, was clearly
balanced for 66.6 per cent, 50 per cent and 30 per cent of the
104 mph, while that with 30 per cent gave 'no appreciable lift'
wheel bounce and track damage although the scope for such a
used in the tests having its overbalance reduced from 66.6 per
eliminated was recognised but the root of the problem was the
the art,
weighing 86 tons had run for eight years in the same condition
condition.
best results, but only at a price; upon contact with the rail
economic life.
engineer who, for many years, had lacked adequate means for
work,
which formed the latter part of Cox’s paper, led the author to
range +51 per cent to -15 per cent and on broad-gauge engines
from +80 per cent to -50 per cent, the authors concluded that
as they admitted their experience had been gained 'at what some
one with him, however, on the need for even more work and on
forceful.
457
involved risk, and many worthwhile ideas do, were not seriously
1904 gave an example that was not followed for many years and
the sense that it did not exert any worldwide influence. Russia
ideas. And in France and Germany, too, where the approach was
been seen, the need for the work was recognised and with the
part of the world was engulfed in World War II and the state of
commentator,
labour, which doubled over the period of the First World War and
power. By the end of the same year this body had started work
pistons due to water carry over, bent side rods and cracked
proposals, stipulated
not unknown.
committee.
for the whole engine of several different engine types does not
77000* 73000*
C its* 70000 73000 93000 73000 75000 90000 36000 87000t 64000\
Revolving Masse*—Weight par Cylinder lb. 1500 1500 2040 1419 1415 1398 1316 1189 1172
Reciprocating Masses—
Total Weight per Cylinder lb. M 848 165 •26 TOO 757 737 737 564
Percentage Balanced 40 40 40 50 so 40 50 50 50
Unbalanced Weight per Cylinder lb. 908 508 519 413 380 454 369 368 282
availability and maintenance cost per mile has not yet been
added
468
Railways)
strides. ^
he, nor the former Chief Mechanical Engineers quoted above, saw
made. Regrettably such work was never carried out because the
locomotives;
staff.69»7°
•>
1. Department of Scientific and Industrial Research, Report
P-171.
Companies).
1974, p.330.
March 1987.
822.
Locomotive'.
p.149.
pp.314-418.
pp.239-313.
Pt 2, pp.358-444.
1934.
pp.43-101.
476
pp.52-111.
where it is Fig.5.
where it is Fig.6.
it is Fig.7, p .154.
Locomotive Engineers.
disturbances.', pp.373~374.
1941-42, pp.197-220.
events described.
London, 1981.
p.105.
chapter.
engines respectively.
p.559.
p.260.
1945, p.352.
CONCLUDING REMARKS
482
reasons for their decisions. Even the odd document that remains
enterprises.
crucial.
have shown the focus of the problem changed over the years and
problem.
This trend reached a climax with the work and the subsequent
concern to engineers and the need for further work on this topic
respect, however, the balancing problem was not unique and other
not appear with forceful clarity until the years following the
and badly balanced locomotives could be, and were, used without
long overnight hauls there was no demand for very high speeds
good reason that getting the large masses required in the plane
steam engine, itself, the motor car and the aeroplane provide
put into operation it was to provide more power rather than for
m
were not secured when the chance presented itself suggests that
•train-track’ combination.
facilities and this tended to retard the demand for even bigger
poor, inferior to that in Britain and Europe, and not until the
how they, faced with the demand for bridges to carry the
exercise.
European engineers.
Britain, Europe and the United States of America far from being
aspect of design.
Ultimately we may conclude that the two-cylinder steam
more.
References and Notes
1981 , pp.8-9.
paper, pp.158-159.
November 1976.
503
Appendix 1
GEORGE HEATON
504
Heaton, was probably born about 1790. His father was a jobbing
for buttons.
his son and son-in-law, William Dugard, into partnership and the
firm traded as Heaton Son and Dugard, and from c.1856 as Heaton &
Dugard and such it remained until 1959 when it was absorbed into
Delta Metal.
Making a Compensation for the Pull of the Air Pump Bucket in the
the pulley on the Earl of Craven’s lathe was given some thirty
years after the event. The detail in his account suggests that
was to make it revolve more than once or twice with the greatest
seconds and made in that time 241 revolutions. With the rod all
revolutions.
journal reported
It also commented
science....
of either body.
17 years.
p.1360.
509
Appendix 2
illustrated as follows:
reference to a point
equal to, the equal (in magnitude) and parallel force ’f' and
chosen anywhere:
only two unknown quantities, the forces due to the two balance
E xample 1.
A m , 8.—Inside Cylinder Single Engine, 2G incites Slrole —
D ata.
Distance centre to centre of cylinders. . 1 foot 11 inches.
Distance between tho plnncs containing tlio
mass centres of tho balnnco weights . 4 feet 11 inches.
Mass of unbalanced revolving parts per
crank-pin reduced to 13 inches radius . 644 pounds.
Mass of reciprocating parts per cylinder at
crank-pin ra d iu s......................................531 pounds.
Proportion of reciprocating parts to bo
lmlnnced . . . . . two-thirds.
Tho mnF9 to bo balanced at each crank-pin
is therefore Gil + g of 551 lbs. = 1,011 pounds.
Fig.A2.4 Elevation
Fig.A2.6
Vector diagram
Fig.A2.5 Plan
SCHEDULE No. 1.
Equivalent Equivalent
mass at mass moment
Dislancc from crank radius = centrifugal
No. of Crank. reference plane. = centrifugal
forco when oonplo when
u rr = 1. w* r = 1.
W. X. Y. Z.
No. 1 R balance wt. 0 765 —
No. 2 R crank . . 18" 1,011 18,193
Fig.A2.7 Schedule
515
The plan and elevation of the crank axle are shown in Figs.A2.4
the axle due to the 1011 pounds at the R crank pin is 1011
41451.
41451 units and BC, parallel to the R crank 18198 units long. AC
the moment of the couple which will affect balance. This vector
Ma = 45220
516
1011 units long, be parallel to the R crank 1011 units long and
Vector dA represents the force which will balance the system and
the centre of the axle, its magnitude being given by the length
diagram’, i.e. the triangle ABC the other is also known and the
References
p.1159, Fig.1.
3. Op.cit., p.1160.
4. Op.cit., p .1163-
List of Illustrations
A2.7 Schedule
519
APPENDIX 3
Balancing of Locomotives
1
\
/,•>>•»>>“ * . .v,*‘ / ..v -a — i . .. ^
*/.£•*: . . - • * ,S ‘
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?•VV .*- • .
* ^
* i
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i
. I :»/ -•>* •
BALANGIMG •■ -1* ■,':*r-.
■' vt-V
;\Vv‘ , .V
OF -i.*«•.
:W
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ts . j »*..1
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. *A< ,r» *•
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LOGGMOTIVES. •y"
AV •
t> J .1.*
5' I *' -J V
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V& a r , * ' $ ‘V ' ■■■
m f i : : - . *:
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.//.•.’* . >.•' ... * '
PRAWIf)6 OPFfCfc.
r**>1i
.
l ■■ ■■■ - ■— ■■■ ■ ■, ■ ' *■>
* -i • CRPAV6,;
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i'-v ,*• *• ' »
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I*
LM. & S.R.
CHIEF MECHANICAL S ELECTRICAL
£M6fMEEft$
* "' •
'■ --- r- —. ■
department
■-
.
CONTENTS.
Loco. Dr a w m o office .
pj&. l?3>3. C rewe.
z szz
REMARKS.
“pic CAlculAtions necessAty for determining the
. m asscs of the balAnce- weights in A p « r of- .
wheels, to counter b&l&nce. the weight of. An
engines motion, Are divided into two hcAdings
as, 1st- R evo lving masses
And t *3 KfcCIPBCCATlMG ”
T ne whole of the revolving mAsses At «Ach CT<vnb
pin, U crlnb axIc (where not self baJAnccd)
Are completely b it Anted in cacH individuAl
pair of wheels.
\ pre-determined percent Aqe oj- the tot At
. reciprocAtmo mASScs is tAlien 0 bAlAneed
by revolving weights in the coupled wheels.
"Jins percentAqe wilt Havc A limiting VAlue such
IHaI At b K.P.S. the Aide HAmmer-blow will not
exceed one fourth of the normAt loAd on thet
Axle, or 5 “Jons as a tnA«itnvni , it to further
lim it the totAl HAmmer * Wow of engine to
SZ'i ybns.
The Amount of reciprocAtinq tnASS bAtAnced, i s ..
to be distributed between the coupled wheels.
Tto Account is to be tAben of the VACuum pump
or Any pArt oj- the VAlve gear, encept in the
case of "'WAlschAert" $cay herein specified .
‘Procecdvre: - "Jbe CAlcvtAtions for the bAtAnee
weight required in cacH wheel Are cArried out
as follows
firs t determine the magnitude b position of
the equivAlent cut * oj - bAtAnce weight, i.e. the
weight, which ij- ptAced At CYAnh YAdius In the
plane of the balance crescent would be
equivalent in its effect to the combined
Action of Alt wciqhrs to be balanced,
Balance Crescent:-^ fo r this equivalent out- of-
tal Ante weight is substituted, in the sAme'
* plane A crescent bAlAnee weight which Has
the SAme moment About the axis of the
wheel as the form er, but which is 7
diametrically opposite to it.
5 5S3
WHEEL CKANK P 0 6 S .
CKOSSHEAP ACM,
. . CONNECTING LINK-
, & TWO f t NS. ______________ >
COMBINING LEVER.
The reciprocating portion o f this tcocT is
to he > of its totvt urci^ht.
CONNECTING gO P.
The loctoht' o f the connecting Sod is d i v i d e d into
two parts a s (a) Kcootuing m ass & (t>) Reciprocating
m a ss.
fo r this allocation the centre o f oravitq (*■ centre
of prccussion have to he obtained.
J h c ceohe of- prccussion is found H j suiinoino
the p o d (torn th e sm all en d ^ a- pendulum 0
obtatnino " t " the p e r io d ic time of oscillation;
then, kt *= 21r/]T
21T/S" Mid 1tC C * tz 9 ,.
'Je 4TT*
* * . ,v
f'* ■• • t
Pt'«‘
pat
,*P
•VA**
U -
T h e foUomtrtQ
*r ■,f .
»!': Vs )S> & tuotfecd out example shauiriQ calculations
•t.’-.'t. of- Hammer bloats & Balancing (or <» 2 Ci|lr
v ;v
4 -fc-0 locom ot'oe w ith 5t>% b a la n c e of
•K ciprocaling rnA&t>c&.
■
N O T E >
,t
.’.t
v j*. ■
'
■
8 5£&
&
g
D riving » H tt It
14"
II
T r y i n g> M «* n = |5S - <?
1#
14"
UadinQ Crank Pin O n ro d onlg) - zo>i- @ 14'
DTiuin? »» » (in ro d only.) = 558 «<? 14"
—
PM
T railing « (in ro d onltj) 14"
II
CONNECTING ROD.-------= - - 5 5 1 _ L 6 S .
Centre 0) Orauity (from smalt end) £>• 54 ft.
Centre of Trecussion( - ) 8 9 ft.
Length of Rod. II 25 1*.
Revolving Mass of Rod. = 247 tb s @ I4-11. Rad
reciprocating m asses
Piston, complete with, rin o s &rod.---------
Crosshead 6. pin cotter \j bolt.-------------- 285 tt
4; combininq le u e r.------------------------- — 16 tt
Total 033 V
J t
LEADING COUPLED WHEELS.
E q u iv a le n t Out - of - R a la n c e . W e ig h t. ■ t-’
L.W. * Total weight to be balanced » 406*25 lbs-
ws ■
L.Wps TrimATy balance weight m near wheel j
L.W* * Secondary balance weight in further wheel.)
•Taking moments about XX.
L .W p .X 5 0 125 » 3174 6 - li e L .W p = 5 3 6 - 0 4 lbs.
f.v, L W s . * L .W p - L .W * 4 0 - 6 0 lb s .
f
Sum m ary — i
\
£ 4 - S7S * CtHJPUHtt E 6 6 5
f:-
<i
Vi
4 *58 PtTWtEN T/KEp .
LHW . 6ALAMCE
ji WEIGHT
j&CftT.V ; w _ w
Balance * to.
up J ^ .^ ^ - r r r ^ - - ^ r - T = r
12 A ? 2-
■.Y .
D K IVIN 6 WH ELLS
C O U P ILP ________
fcOHTINUtP.)
S u m M ATI NG COMro w ENT m a sses .
L.H. WHEEL. R.H. WHEEL
V ctH c M TO&.&5C5. Vc-rHcal masses.
115-"7+ 55-IS
110- 88 IbS.
1198-8 + 11-18
1209-48 lbs. I
HornonUl masses. Hoiixonlal mosses.
(IPS-5 - 11-18 115-7 - 55 18
1187 -51 lbs. 80-52 IbS.
*#iLi -
■ ' “ --------------------------- yi
-v
*" .■jm . k»j w h ■ » ! .ijw'h, ■ ig if1'1.. i g . E . j i. m :. m mm
V •••; *
14 534 t
To tal 2200 * 75 ft tt
o
o
IB S .
»» 5 105 X 0 *5 997 • 5 0 if ft
n
<o 55 X 18-5 1017 * 50 tf tt
S o m m a rc ) - ’
«» 4 m
O
O
O
X 3-375 337 -5 a
•
M o m en t of LcacI About Z Z .
Po c k e t s MOMENT. INCH. LB5.
P o ck et z 27- 115 X 2 0 - 10 545 • 21 IMCH L55.
tt 3 100-0 X 23 - 875 2387 • 50 «• 0.
ti 4 100-0 X 2 6 -7 5 2875 * 00 N
ft
11 Co 85 0 X 2 5 ' 00 2125 • 00 tf *
tt 7 4 8 -5 X 10 125 927 • 56 ft tt
T otal 11,335 - 27 w ft
Summxrq -
LCA-d. Moment tequhed 11,334- 615 inew )b6.
" » obtained 11/335 • 2 1 0
Moment ooer • bAld- 0 • 645 * "
TRAILING COUPLED WHEELS.
r*I- \ .
:r-
' y%'
537
.jrf'i •
r »*
Equating Moments of Lead ft Steel abf. M.O.
POCKETS MOMENTS. INCH. LBS.
•' r 1
' •$* - Pocket 1 —
-i z 61 X 6 - 6 1 5 4 6 0 ' 625 INCH LB5
’V
>. Steel etc. 114 5x 2 - 125 243 -3 1 2 -
v*-;
* - T o ta l 703 • 9 3 7 • •
•\•-•w7‘•
Pocket 3 1 9 x 2 -3 |S |. 7 ‘ » «
->$. . , t» 4 4 5 X 11-625 523 - | 2 5 " »
• 5':.
W: ' T otal 7 0 4 • 825 "
' 7 - ’ •*
V
If .
Moment of LcAd About y.y .
POCKETS. M om ents. INCH. LBS.
>..• u
Pocket 1 --- ----
•y4'-i>4j |
* - 2 6 7 X 28 • 15 1556 * 050 ihch lss.
•**v 3 70 X 27- 50 2172 • 500 - -
- • -d
.’^*a .. 4 45 X 25 - 50 1147 * 500 ”
; « T otal 5706 • 0 5 0 " "
•-i
S u m m a ry —
? $ -i~
* <s L e*d M o m ent Tiqunred 5205 55 inch lb s.
H " o b ta in e d 5206 • OS
Moment over- b ald' 0- 5
V ‘-
• (•
V"«i * m
HAMMER BLOWS.
DUE TO RECIPROCATING MASSES.
LEADING & TRAILING WHEELS.
“1
.. _ Q>9> S kl KECIP KiXAT tf<G
MASS.
5$ 1 2 .5 “ CK5. Of
BALANCE WEIGHTS!'
kOIgS" RECirgQLATlNc
MASS. .
2 6 -3 LBS
E q u ivalen t m a ss cau sin g h a m m er slow .
« y 55.74-1 • 9 5
M um m er Blom p e t wheel 4 t 5 KP S .
= 183-7 LBS. * • 0 1 5 0 6 * 2- 0 3 1 TOMS.
2 X -59856 X i - 9 5 Z
* 3- 5090
s
SAV 3 -5 TOMS.
‘ 1 '\ '- - " "* 1
20 - - 540
' .■ \ J
H A M M E R B L O W S, <» :
DUE TO S L ID E -B A R EFFECTS.
<
0 9 -4 *7 5 " ----- 1 - *
In'
59"
iS? x r-
>v
vs = I- 4 7 3 TONS.
i
4.
‘
..*•
»• •►-.
■* ••*
fckk»:<iU.4li.: l >• iv.l —..ji.'
» v iA
* ■**<♦'' . t V
,’ » ^ ^,,1 »*w , ,. j ‘ ’ (
it* '. A . '* vH*» -*>. >>•*: i: Ai / - ' . > v
'V ... .-.Vi-. ,-■«"* TC■“T ►»•1 ^ > '• < •.*,< ••'■•»,>• .A. T^-Af ■
•>- *--»r—**'•*.***rT
r ■.-<••V ^ .y- ^\ a i_
CALCULATED AT 5 R.P.S.
_i_
1 - 18f DIA. OfLINPERS, ro
CRANKS AT 00°.
' 541
L.M.&.&.R
WHOLE EM6‘ SLOW*S*0> TONS, EN6‘- HOW PERRAIL * 7- SO TONS.
L .0 .0 .
Selected Bibliography
This contains details of the more important works which have been cited in
the thesis but it is not exhaustive and information on other source material
Manuscript Sources
Birmingham Public Libraries and the Museum of Science and Industry, Birmingham.
locomotives.
Printed Materials
Ahrons, E.L. (1) The Development of British Locomotive Design, London 1914.
Clark, D.K. & Colburn, Z. Recent Practice in the Locomotive Engine. Glasgow 1860.
Cox, E.S. (1) Locomotive Panorama, London, 1965 (Vol. 1), 1966 (Vol. 2).
Hills, R.L. & Patrick, D. Beyer, Peacock Locomotive Builders to the World,
Glossop, 1982.
Johnson, J. & Long, R.A. British Railways Engineering 1948-80, London, 1981.
543
Paris, 1849.
Marshall, C.F. Dendy Centenary History of the Liverpool and Manchester Railway,
London, 1930.
London, 1921.
Nock, O.S. (1) The British Steam Railway Locomotives 1925-1965, London, 1966
1983-1985.
Oeynhausen, C.von & Dechen, H.von. Railways in England 1826 and 1827 Cambridge,
1971.
Sekon, G.A. (G.A. Nokes) The Evolution of the Steam Locomotive, London, 1899.
Stretton, C.E. The Locomotive Engine and its Development, London, 1903.
Baltimore, 1968.