DIESEL TRACTION ON THE BUENOS AIRES M . R .

371

SOME REMARKSA N D O B S E R V A T I O N S
REGARDING T H E INTRODUCTION OF
D I E S E L TRACTIONON T H E BUENOS
A I R E S M I D L A N DRAILWAY
Paper prepared for the Institution b y ROBERT C .
C O C H R A N E , Associate Member, o n 30th September,
1939, at Libertad, Argentine.

PAPER No. 418.

Passenger traffic on the Midland Railway is relatively
small, and therefore the cost of running the same was not
in relation to the income produced; moreover, during the
past few years, road competition demanded a n increase in
trains o r a t least a n improved train service, thus making
the introduction of a more economical service essential ; the
solution therefore appeared to lie with the introduction of
Diesel form of traction. Proposals put forward about the
year 1927 for Diesel railcars were not considered favourable
a t the time, and Sentinel locomotives were supplied a s an
alternative. These were an advance on the conventional
steam locomotive, but suffered from the same disadvantages
in that n o economy was effected in passenger stock and
standby losses were more or less the same. In fact, their
advantage was only disclosed in more economical fuel
consumption.
The application of internal-combustion engines to rail-
way type vehicles was gradually gaining increased popu-
larity, while the adoption of many classes of trains to Diesel
traction opened new ground and widened the scope to railway
engineers for meeting the problems of improved services,
and t o more efficiently meet the competition of road vehicles
and a t the same time bring about a reduction in operating
costs.
Railcars equipped with internal-combustion engines a s
the motive power unit are by no means of recent growth,
and for many years various forms of vehicles not greatly
differing from the present type of road omnibus have made
372 JOURNAL OF THE INST. OF LOCO. ENGINEERS.

their appearance, and after serving their purpose with more

or less success, disappearing, but a s a result of such experi-
ence leading t o better and more efficient designs. I t soon
became apparent that new designs dominated, and were
followed in the conventional type and characteristics of
railway stock.
In view of the rapid advance in design and the reported
successes which were being attained elsewhere, it was
decided that Diesel railcars would now appear t o offer the
solution of the traffic problems on the Midland, not only on
the local service, but to cover the whole line working-that
is t o say, including the long-distance passenger and parcels
traffic. As expert knowledge and practical experience with
Diesel railcars a t the time was limited, the design and
general arrangement suitable to conditions ruling in this
country left no alternative but t o embody the limited experi-
ence already acquired ekewhere, and it could only be antici-
pated that later, certain details would require radical
modifications t o meet the exigencies of the service here. I t
was a t the same time realised that the operation and main-
tenance would require an entirely different technique to that
of steam locomotive practice. The limits and tolerances
accepted in locomotive maintenance would be entirely pro-
hibitive in railcar units, and the obvious solution would
appear to be in the training of workmen specially for the
latter, and without precedents likely to bias their opinion
and, in fact, that locomotive experience might be a decided
handicap in training men in the upkeep of Diesel units.
This eventually led t o a close consideration of the best
methods of handling the cars for operation and maintenance
in service.
With the above points in view, the decision on the part
of the administration to locate the Diesel units apart from
the locomotive shops would appear to be a wise one. Results
up t o the present have indicated so, and in the future no
doubt this policy will be further appreciated.
Before the arrival of the cars, full advantage was taken
of every opportunity t o acquire locally information of prac-
tical operation, and the personnel of the railway company
were permitted, by the courtesy of the administrators of a
Buenos Aires omnibus company, whose vehicles were fitted
with the same type of engines, to spend several months in
their repair shops. I t is equally important that the car
drivers should have some practical knowledge of the units
under their charge. A scant knowledge of the working
components of the railcar is hardly sufficient for the man
who is left in complete charge of an expensive and com-
 DIESEL TRACTIOX O N T H E BUENOS AIRES M . R . 373

plicated machine, and it is evident that drivers, before being

placed in charge, be afforded instruction and guidance for
correcting small defects which might occur in any of the
components while the car is actually in running service. On
this railway the first group who took over the service on
the local section was selected from young, intelligent firemen
who demonstrated their ambition and willingness to learn,
and who were early released from steam locomotive duty
and coached in daily classes on the general construction of
the railcars.
The drivers who were later appointed t o the long-
distance service were even better prepared for their duty,
as they already had the benefit of the experience afforded by
the local section running. However, all these men were
embodied in the Diesel shed personnel before the arrival of
the long-distance coaches, and as such were later employed
in the assembly of the cars as they arrived. They thus
became conversant with the difficulties experienced in placing
the earlier cars in service and the remedies adopted to
overcome the various defects and failures.
T h e three types of railcars in operation on the Midland
Railway for main line, local service and parcels and freight
traffic are shown on Figs. I , 2 and 3 . All cars a r e articu-
lated units, with a free bogie a t the centre and power bogies
at each end, and are equipped with identical power units
and transmission, power being supplied by two 102 b.h.p.
Diesel power, and the mechanical transmission consisting
of a hydraulic coupling working in conjunction with a four-
speed epicyclic gearbox and coupled t o a spiral bevel reverse
gear and final drive by means of a flexible shaft.
All cars are controlled from either end, the driving cabs
being identical ; the synchronisation of the engine speeds
,is effected electrically, while gear-changing is electro-
pneumatically controlled. Standard type railway vacuum
brakes are fitted on the cars.
An all-electric buffet in the long-distance cars is pro-
vided with modern electric equipment for preparing light
refreshment for passengers, including a cooking range,
refrigerators, and coffee and tea preparing machine. The
electric power for the buffet is supplied by an independent
plant consisting of two 44 kilowatt generators feeding nickel-
cadmium accumulators, being belt-driven from one of the
free bogie axles.
Parcels cars have a total carrying capacity of twentj
tons, one-half of the vehicle being of customary design for
general parcels traffic, and the other half specially designed
for dealing with farm produce traffic.
374 J O C R S A L O F THE I N S T . O F LOCO. ENGINEERS.

Details of the general arrangement of each type of

vehicle are shown on the diagrams.
In placing the following data before the Institution, it
must be clearly understood that n o effort has been made t o
treat the subject matter from a technical standpoint. Neither
is it with a spirit of carping criticism that the difficulties
encountered in placing these new units into service have
been meticulously enumerated, but solely with a view to
recording for future guidance the defects and corresponding
remedies which have enabled us to maintain continuous
service without serious breakdown of the cars or deficiencies
in the time-table. As will be noted in the context, it has
been fully realised that the manufacturers, without full
understanding of the adverse conditions so different from
European practice which have t o be encountered in this
country, probably made the best possible job in designing
the cars, taking the units as a whole.
Fortunately, sufficient time elapsed from the arrival of
the first car until the service was officially inaugurated
(January, 1939) on the Midland Railway to allow a thorough
examination and study of the units, and the first superficial
examination was sufficient t o convince that to place the cars
in service as they were received would only invite trouble
and delays, if not more serious defects and breakdowns.
I t therefore became the duty of the Author and the staff t o
devote their entire energies to remedy o r anticipate such
deficiencies a s were, or became apparent, in order t o ensure
tranquil conditions once the cars were put into regular
service. That this has entailed the very closest attention
t o detail and constant and thorough revision on all occasions
goes without saying, and the experience gained thereby was
amply recompensed when the time arrived for undertaking
the long-distance schedule. This inauguration of the local
time-table took place shortly after the arrival of the fourth
and last local section type car, and the total distance run
by the four cars in trials amounted to 20,000 kilometres.
A large collection of notes and modifications had been com-
piled a s a result of these runs, which were further augmented
during the first few weeks of the time-table schedules, in
consequence of later experiences, arising from the exacting
conditions of time-table, stopping and starting, and load
problems.
All this data was made full use of when the long-
distance cars were received, and not one vehicle was moved
until they had been modified in the light of the experience
already gained, with the consequence that, both during trial
runs and since the cars have been put on schedule runs,
33 i
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13
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119
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 DIESEL TRACTIOX ON T H E BUENOS AIRES M.R. 375

a marked absence of trouble has been the result. This

tranquillity from breakdowns has enabled us to give more
attention t o establishing convenient and fast time-tables,
study and test of buffet equipment, adequate saloon ventila-
tion, and dust protection inside the cars, and such matters
as generally tend to increase passenger comfort over the
Sg hours’ journey required to cover the distance run.
The auxiliaries are emphatically the weak link in the
combination, and it is just these units which appear t o have
been given least attention by the car builders. The applica-
tion of some of the detail leaves much to be desired, and
future orders will necessitate much closer understanding of
the importance of securing more efficient combinations and
a closer study of the location and protection from the
adverse conditions under which these mechanisms have to
operate. A s already pointed out, the dust problem is one
which has to be seen t o be appreciated, and one builder’s
representative, a t first sceptical, later, after covering the
ground, summed up the matter in admitting that the
builders had n o conception that the coaches had t o run over
“ desert of sand and grass fields.” I t is, therefore, from
sheer necessity that these units be totally enclosed, and
surely it is not beyond the ingenuity of the users and builders
to devise suitable means for accomplishing this.
In bringing forward the question of location, it will be
evident that ease of access for revision is a prime necessity.
However well o r badly the apparatus may operate, if to
obtain access involves a great deal of trouble and time,
it is a foregone conclusion that revision will be doubtful
and thereby probably lead t o difficulties and possible break-
down while the car is in service.
Automatic control devices are undoubtedly a yery
desirable feature, but essentially they must be robust and
strong in construction and not unduly critical in action,
and thoroughly efficient. If failure on the part of one of
these devices throws the engine out of service, then
mechanical operation becomes imperative, either as an
alternative or by replacing completely the automatic feature
by manual control. I t is better to dispense with automatic
features than that the engine or auxiliaries should be
dependent on erratic functioning, because failure, however
simple, of the particular piece becomes a major breakdown
if the engine is placed out of control.
Some of the controls fitted t o the railcars are deficient
in the properties mentioned, and are totally inadequate for
the functions they have t o control. They lack stability to
a surprising degree and are frequently subject to failure.
376 JOURNAL O F THE INST. O F LOCO. ENGINEERS.

They follow the design, and, in fact, some are the same
devices used on standard type automobiles, and others
similar t o those used on wireless receiving sets. Makers'
claims that these instruments are practically infallible in
operation may hold good on road vehicles, but it is quite
another proposition when they have to operate on railcars
under conditions quite distinct a s regards vibration and
dust.
The problem of maintenance in this country is not too
easy of solution. In Europe and the United States there
is no dearth of experienced mechanics such as here, and,
moreover, replacement of defective parts is easily remedied
by a 'phone call t o the makers; but the same failure here
may entail the car being out of service for a more o r less
protracted period unless very large stocks of spare parts
are retained.
Lacking spares, another feature of more importance
still is that a defective part may be temporarily patched up
and a risk taken that it will see the service through, but
which eventually leads t o a major and costly breakdown of
the engine.
The scarcity of experienced mechanics leads immediately
to the conclusion that the remedy is t o train personnel
specially for the work. Locomotive repair practice is not
a good background from which t o select suitable mechanics ;
in fact, it is more likely t o prove a handicap. The limits
and tolerances on Diesel engines are widely separated from
those permissible on locomotive repairs. A perusal of an
article recently published in the Proceedings of the Institu-
tion of Mechanical Engineers, describing the finishing of a
fuel-injection pump, brings out the supreme accuracy and
fine limits quite beyond the understanding of workmen t o
whom one-half millimetre is considered close-fitting.
In considering the maintenance a s a whole, a quite
different conception than that entailed in locomotive practice
must be envisaged. I t must be accepted a s an axiom that
a policy of leave well alone is likely to prove more successful
(and economical) than constant tinkering and removal of
parts just t o see how they are going. This should hold
good during the whole life of the engine. The period
between general repairs on a locomotive is usually dependent
on the expiring of the Government certificate for the bailer,
and not on the condition of the mechanical parts. This
usually entails shedding the locomotive for light or partial
repairs a t about one-half the kilometrage authorised for the
boiler.
 DIESEL TRACTION ON THE BUENOS AIRES M.R. 377

No such restriction need apply t o the Diesel units, and

so long as the engine is working satisfactorily there should
be no necessity to dismantle it a t arbitrarily fixed periods.
Running repairs only should be carried out until such time
a s complete overhaul is required, and that without reference
t o any stipulated time period.
Maintenance costs are the most difficult t o estimate,
and very often are in excess of original calculations for
total operating costs, and frequently close control must be
maintained t o prevent unnecessary dismantling, thus holding
the car out of service for longer periods than necessary.
Admitted that the auxiliaries are prone to irregularities,
the engine is practically hermetically sealed, and providing
no obvious defect is apparent, it would be an error to disturb
the components, because experience has shown that when
a high-speed mechanism is bedded down, the less trifling
with it the better, a s once it has been removed it is most
improbable that it can be again set to its former position,
and only a further protracted period of running-in will return
it t o its original efficiency.
Quite a proportion of minor delays in service are due
t o want of shed,revision, leading t o small defects, the result
of lack of experience on the part of personnel, and probably
neglect or ignorance in carrying out instructions. These
troubles should disappear as the persome1 acqu.ire more
knowledge and a tabulated routine of inspection introduced
for their guidance.
W e have not yet had sufficient experience under running
conditions to definitely detail a routine, but so far it is our
practice t o revise c a i s on the following lines :-
( I ) Tabulating the routine operations which must be
carried out during the whole period the car is in
service, and separation of these into daily and
periodical lists.
(2) Daily and standby revision on cars in service ig
a convenient and logical sequence to avoid mutual
interference of personnel, with consequent loss of
time.
(3) Equipment necessary t o facilitate the rapid execu-
tion of operations for revision.
(4) Establishment of shed days.
An ideal arrangement would be, of course, for all cars
to shed a t one point ; but, failing this, it should be the aim
€or cars which of necessity must be stationed outside to
arrange for frequent visits to the main shed for more m m -
plete revision and regulation. Cars stationed outBide wauld,
378 JOURNAL OF THE IKST. OF LOCO. ENGINEERS.

of course, follow daily routine revision, certified by some

responsible party, and carefully tabulated routine cards to
be forwarded daily t o central depot. A person well
acquainted with the technical features of the car should
frequently visit these outside sheds t o ensure that routine
revisions are being properly carried out, and report to head-
quarters. Only minor replacements and adjustments should
be carried out at these sheds, any dismantling of auxiliaries
or main engine being left to the main depot.
The obvious advantage of this system is that duplicate
tools and costly general equipment of more technical nature
is thus avoided. T h e main shops should be adequately
provided with all the necessary tools and machinery to
handle any breakdown with the least possible delay.
Cars running on local sections have very limited time
between arrival and departure for either revision o r fuelling,
and the interval in the shed after the day's run of 500 to
800 kilometres is only a few hours in which t o overhaul and
adjust minor defects which may be encountered.
The fuelling of cars in service merits considerable
study. Rigid control' of daily fuel consumption is desirable,
and this factor greatly assists in appreciating the condition
and defects in the engine. While every precaution has been
taken by the engine manufacturers to provide efficient
filtering of fuel, it is advisable to provide auxiliary filtering
devices in the fuel pumping lines to ensure the oil fed to
the tanks is free from extraneous matter. A s before men-
tioned, the time between arrival and departure of trains on
the local sections is limited, and unless equipment for
refuelling is made a s efficient as possible, the operation may
be time-taking and cumbersome in the extreme. The
importance of this was recognised when laying out the shops
a t Puente Alsina, and the fuel delivery pumps installed are
of a high capacity t o meet the conditions. The full capacity
of the fuel pumps are rated a t twenty gallons per minute,
but have been cut down by by-passing the liquid in conse-
quence of the air vents in the car tanks being too small,
leading to surging and flow back due t o air locking. The
original hose pipe nozzles sent out with the pump equipment
were not satisfactory, and were incapable of coping with
the conditions, so other nozzles have been fitted, giving
closer control of the flow of liquid into the tanks without
the flow back originally encountered.
The layout of the shops a t Puente Alsina (see Fig. 4)
was given close stuay, and the best use made of the available
land t o avoid overlapping of shunting operations and t o
facilitate the most rapid handling of cars under revision or
 FIO. NP4

BUENOS AIRES MIDLAND RAILWAY

OEMRAL L A W W DIESEL RALCAR RUNNINB UO AND REPAIR MOP AI'PLENTE ACYNA
380 JOURNAL O F THE INST. OF LOCO. ENGINEERS.

repair. Unfortunately, the uncommon contour of the land

unfavourably lent itself t o a bottle-neck entrance which, of
course, cannot be considered satisfactory.
Two fuel tanks of fifty tons capacity are installed a t
Puente Alsina. These are provided in the usual way with
draining valves for purging water and sediment settled in
the tanks ; fuel is received in tank lorries and fed by gravity
to a n underground main pipe coupled t o an electrically
operated concentric by-pass pump through gauze filters and
two-way valves into either of the main tanks, the oil entering
a t the top a t the rate of sixty gallons per minute. In the
pipe line between the pump and the diverting valves is fitted
a metering dial.
For feeding the metering columns, oil is drawn from
near the bottom of the main tanks through multiple thick-
ness gauze filters by a motordriven paracyclic by-pass pump,
and again passed through filtering elements to the metering
columns, and thence t o the railcar tanks which are fed by
means of a flexible hose fitted with long nose spouts
normally in the " shut off " position, but easily regulated
by hand lever t o accommodate the flow into the tanks
without creating surge and air locking previously mentioned.
The fuel feed pumps may thus be set working by by-passing
the liquid, and metering begins by operating the hand lever
on the nozzle, the complete fuelling being accomplished by
one man. The columns are calibrated in litres and accumu-
lative totalisers, and are also provided with hand levers
operating double-acting pumps.
A sand-drying deposit is installed close by, and fuelling
and sanding are the last operations to be performed when
the car is leaving the sheds for service.
Owing to the Midland track not being fully ballasted,
it was early recognised that greasing would require careful
consideration, more s o on the long-distance runs than the
local section, owing to the distinctly sandy nature of the
soil from Henderson station outwards. The cars arrived
equipped with an ordinary type of grease gun operated by
depressing a piston by hand. There are seventy-two separate
nipples on the three bogies, and six more inside each driving
cab. The greasing operation during the trial runs of the
cars occupied two and a half hours, entailing a great deal
of patience and attention t o adequately ensure that the
grease arrived where it was wanted. The grease gun
required filling three times for the operation. Surprisingly,
however, when later one of the bogies was removed from
the car for inspection it was found that the greasing was
very deficient, and it was realised that sufficient pressure
 DIESEL TRACTION O K THE BUENOS AIRES M . R . 381

was not being obtained from the hand-operated gun to force

grease to the wearing surface.
Details of a high-pressure greasing combination came
t o hand, and after study it was considered that installing
one of these would not only drastically cut down the time
necessary with the hand pump, but would also ensure proper
greasing owing to the high pressure for injecting. The
apparatus briefly consists of a plunger pump which may be
fitted directly into the grease drum as supplied from the
refinery. The equipment is operated by compressed air a t
about 140 lbs. per square inch, grease being fed by the
plunger pump mentioned t o a multiple unit, the pressure
being stepped up t o 6,000 Ibs. per square inch. The lubri-
cant is finally injected in the nipples by means of a trigger
type gun. With this apparatus the time t o grease the car
complete has been reduced to 30 t o 35 minutes-a saving
of 75 to 80 per cent. on the previous method and the further
assurance that the grease has been placed where it is wanted.
After erection of the first car, trial runs were carried
out over short distances and a considerable kilometrage
built up in this manner, the object being t o familiarise the
personnel in the handling of the car. I t was noted that,
even under these favourable conditions, small defects and
failures had to be frequently remedied.
Later, with the same car, a comparatively long run of
approximately 7j o kilometres return journey was under-
taken, and very quickly brought t o light some of the weak-
nesses of the auxiliary gear, and the experience proved
invaluable for the future operation of the cars. Complete
and sudden collapse of air pressure resulted in two cases of
serious trouble. The majority of air failures which have
taken place are due t o the air compressor itself. The air
compressor fitted t o the cars is zin. x zin., with a maximum
speed of 1,000r.p.m. and running speed rated a t 235 r.p.m.
Cars on long-distance runs maintain a n average speed of
70 t o 75 kilometres per hour between stations-equivalent
to an air compressor speed of 800 r.p.m. Since these
conditions are maintained for intervals of 1 2 t o 20 minutes
continuously for 84 hours, relief only being afforded during
the short stops a t stations, it is evident the air compressors
are overworked. To further aggravate matters, the machine
is located in a corner of the cab isolated from ventilation.
The head of the machine embodies a small piston type
unloader operating a t the cut-out pressure and holding open
the compressor inlet valve. As a result of overheating, the
unloader piston lubrication carbonises and seizes, holding
the inlet valve permanently open and leading to eventual loss
382 JOURNAL OF TIIE IXBT. OF LOCO. ENGINEERS.

of pressure. Theoretically, no air is utilised once the car

is in top gear, and the machine should cut out after engaging
fourth speed ; in practice, however, with the movement and
vibration of the. car small leakages occur, and fall in
pressure in the receiver results in the compressor constantly
cutting in and out. In one instance this collapse of air
pressure resulted in a gear being inadvertently left engaged
in the gearbox, stalling the hydraulic coupling and causing
dangerous overheating. The seriousness of this condition
was fully appreciated and means taken t o enable the driver
to: know that all gears were in neutral. Furthermore, a
warning light was installed in connection with the gear
engaging mechanism t o provide visible proof when the gears
are in neutral. At the same time the pulley diameter on
the air compressor has been increased t o reduce the speed
t o more reasonable proportions when the engine is running
a t high speeds.
The capacity of the compressor and air receiver-the
latter roin. diameter by 24in. l o n g - d o e s not appear t o
leave a great deal of margin for the important functions
these bear on the controls.
The same defect of air collapse later permitted an
equally serious failure in the final drive. The mechanism
controlling change of direction in the final drive gearbox is
operated electro-pneumatically, and the throw-over assembly
is held set for direction by air pressure. The failure in the
air pressure coincided with the car taking a curve, throwing
the reversing mechanism into action, which resulted in a
broken gearbox casing. Here also provisional precautions
have been taken by installing a warning light arranged to
illuminate a t 40 lbs. per square inch air pressure, and so
indicating t o the driver that he is a t a danger point.
Incidentally, the manufacturer’s representative was
present a t the above trials and had full opportunity of
realising the actual conditions under which the cars have
to run in this country. Revision in the shed after journeying
showed the underframes and bogies to be packed close with
grass, and the power units covered totally with sand and
dust.
Undoubtedly he realised that exposed mechanisms would
be entirely prohibitive, and totally enclosing these units
would be a definite advantage.
In the trailing cowcatchers grass had packed so tightly
that it had t o be levered out, and since the engine exhaust
pipe and silencer are located here, the possible danger of
fire was recognised. Fig. 5 shows the measures which were
taken to prevent accumulation of grass in the cowcatcher.
 DIESEL TRACTION ON THE BUENOS AIRES M . R . 383

The expanded metal grid was cut away a t each end as

shown a t M, and shoots were fitted to provide for the
discharge of grass which would otherwise have gathered in
the cowcatcher. This modification was found to be very
effective.

6s As MIDLAND RLV
D L Y L WORKWOPI P.ALIYW*

M0MCATK)NS TO CAB ARRANGEMENT

OF DIESEL RAIL CARS

It should also be noted that on the cars as received,

one engine drives the air compressor, and the other engine
the rotary exhauster, and as the controls and brakes are
operated pneumatic and vacuum respectively, it will be
seen that the power units are not really independent of one
384 JOURS.IL OF THE I N S T . OF L O C O . ENGINEERS.

another ; and although the car may be run with one engine
alone, due to the above arrangement, advantage cannot be
taken of this convenience.
To overcome this, a combined compressor-exhauster
unit is to be installed in each cab driven by the corresponding
engine, so that failure of one engine or auxiliaries need not
entirely cripple the car. This new arrangement is shown
on Fig. j , which indicates the combined compressor-
exhauster unit a t F. The arrangement will entail modifica-
tions t o the removable Pront covers of the cars, as those
fitted are definitely too weak to withstand accidents such
a s collision with animals (which are not an infrequent occur-
rence) ; the strengthening up of this detail will be taken in
conjunction with the projected location of the compressor-
exhauster unit.
Arising further from the 750-kilometre trial run to
Henderson, it became evident that the flimsy construction
of several of the components controlling the combinatioii
were likely t o prove a prolific source of trouble, and that
daily short runs should be undertaken under conditions of
starting and stopping similar t o the actual local service
which the cars were required t o handle.
These conclusions were borne out in fact a s few of the
daily runs of zoo t o z j o kilometres were completed without
incidents. At the same time very close supervision was
carried out while the car was in the shed t o anticipate, a s
far as possible, weakness likely t o lead t o failures. Air,
vacuum and fuel piping assemblies in floating contact with
the underframe were protected and anchored where con-
venient t o avoid rubbing and the inevitable failure which
otherwise would have taken place.
The electrical connections t o the electro-pneumatic
valves on the final drive unit, although neatly made, were
entirely unprotected and exposed to damage from flying
stones, mud and dust from the track. These and other
electrical connections equally exposed were protected a s far
a s could be done by rubber piping and armoured hose,
which, although not ensuring complete safety, reduced the
probability of electrical failures by false contacts and short
circuits.
The sanding equipment, which is vacuum-operated, is
attached t o each of the power bogies. Here again appears
to be demonstrated the insufficient knowledge of the builders
a s to track conditions in this country, in fitting weak and
delicate hinge connections on the various operating rods
and levers, and which are virtually rattled t o piews after
a comparatively short time. These have all been replaced
 bIBsE!ilr, TRACTION ON THE BUENOS AIRES M . R . $5
with robust fork and link connections more in keeping with
the duties imposed on them. The sand-box cover tops, by
their construction, not only admitted water thrown from
the wheels, but produced a continual din and rattle from
vibration when the cars were running. New covers with
rubber joints and proper closing clamp a r e being fitted.
Sand delivery pipes were unsatisfactory on account of being
too heavy and insufficiently supported.
A safety strap was provided t o safeguard the brake
rigging, consisting of a thin section angle bolted with gin.
bolts t o the rear end of the bogie side frames, and with
gin. clearance only from the track. While it may have
protected the brake pull rods and beams if failure of these
occurred, it actually proved t o be a source of danger on
account of the liability t o foul any obstruction on the track,
in which case it would be caught up in the trailing bogie.
This had to be considerably strengthened and properly
supported t o stand up to stones or other objects which would
be thrown up.
Another source of considerable inconvenience was the
engine control and synchronising equipment. I t may be
pointed out that the apparatus as a whole is quite satisfac-
tory, and when in good order performs its functions with
accuracy.
The engine control and synchronising apparatus is
full electric-operated, and consist of two main parts : the
controller units mounted in each driving cab in front of
the driver, and the controlled units mounted adjacent to
each engine. The controller unit consists of a container
with a spindle, upon which a series of notched rollers and
cam are fitted and operaied by a handle from the outside.
Rotation of the handle and spindle operates snap switches
inside the controller. These switches control six engine
throttle positions corresponding t o stop, idle, 4, 4, 2, and
full engine speeds.
The controlled unit is composed of a small electric
motor connected through reduction gear t o one-half of a
magnetic clutch assembly, and the engine throttle connected
to the other half. On advancing the controller handle the
clutch is energised and the motor set in motion, causing
the clutch assembly t o rotate and transmit the motion to the
engine throttle by a crank and connecting rod. At the
required throttle positions the current is automatically inter-
rupted by the revolving clutch assembly, and the motor
stops. Reversing these movements direct t o idling positiorz
the magnetic clutch is de-energised and the return effected
by a strong helical spring to its original position, and
386 JOURNAL O F THE I N S T . O F LOCO. ENGINEERS.

brought abruptly to rest by a stop, but with considerable

force, which proved sufficient t o be the source of serious
trouble. In the first place the sudden stop of the clutch
assembly caused the clutch magnetising coil to " creep "
in its housing, which created a pull on the coil leads and
eventually t o breakage. Other parts of the mechanism
detailed below also suffered by the faulty action.
Referring to Fig. 6, which shows details of the crank
and connecting links, the sudden and forcible stop was
sufficient to bend the overhung pins, and modifications as
indicated on the diagram had to, be made, and a cushioning
stop provided to absorb the heavy and destructive blow
which took place when the engine throttle was returned
directly t o idling speed.
Another defect which might have led to serious conse-
quences was breakage of the connecting pipe from the
engine t o the oil cooler. This connection was formed with
a short length about 6in. long of flexible metallic hose, but
utterly inadequate t o absorb the intense vibration between
the engine on the subframe and the cooler mounted on the
car itself. These metallic hoses broke frequently, and
allowed the oil under a pressure of 45 lbs. per square inch
to escape, reducing the oil in the crankcase t o a dangerous
level, and it was only due t o the warning light informing
the driver of the situation which prevented seized bearings.
These flexible metallic hoses have now been replaced with
a universal flexible joint providing full play to vibration,
and so constructed that serious leakage is practically
impossible. Furthermore, the joint is easily adjusted and
eminently suitable for the purpose, a s any slight leaks which
may develop can be taken up without delay.
Satisfactory ventilation of the engine water and oil
coolers provided serious problems. The coolers situated in
the cab, although acted upon by a fan drawing air from a
roof duct, were not, however, sufficient to prevent excessive
temperature in summer and which called for a great deal
of precaution. As is t o be expected, the leading cab was
not affected t o the same degree a s the trailing, and in order
to keep down the temperature of the trailing engine, on
several instances recourse was had to the car-heating system
to dissipate some of the heat. Extensive experiments were
carried out with a view t o bettering the ventilation, and
eventually a n arrangement embodying considerable modi-
fications, which not only improved matters in s o far a s
ventilation was concerned, but solved other problems of
importance. The air intake in the roof was closed up, the
cooling fan operating therewith removed, and the radiator
 MODIFICATIONSTO REMOTE ENGINE CONTROLLED UNIT FIG." 6
FITTING OF NEW DRUM CRANK-RETURN SPRING LEVER AND RUBBER STOP

CDNTROLLEO UNIT LEVCRS

(;ORTROLLED LEVm
B E F O R E M o n IFlChTIO& -A-
- -B-
- ~ F T E RMOOIFICATVJN
388 JOURNAL OF THE INST. OF LOCO. ENGINEEILS.

compartment on the near side of the engine completely

partitioned off from the driving compartment, as shown a t
C and D in Fig. 5 . A large adjustable throwover air duct
B was fitted above the radiator compartment in the roof,
and the air impelled by the motion of the vehicle into the
radiator compartment and through the oil and water coolers.
The engine cowling on the radiator compartment side was
provided with adjustable louvres, shown a t E, to further
ventilate the engine in case of necessity.
O n the driver’s side of the cab another small adjustable
ventilator was fitted. T h e modifications described not only
brought about more efficient ventilation of the engine and
auxiliaries, but provided a far more comfortable cab for the
driver, free from draughts, and to a large extent silenced
the monotonous drone of the auxiliaries, which may become
very trying to the man who has to spend eight hours’ con-
tinuous duty a t the controls.
It, a t the same time, eliminated a potential source of
short circuits which had occurred from time to time, due to
rain driving through the original roof opening on t o the
control panels and controls. T h e elimination of the fan
eases the load on the auxiliaries, with consequent less wear
on the belts, and adequate ventilation is assured.
Shortly after the railcars were put into service, trouble
was experienced with the engagement of the speeds. From
time t o time, gears would fail t o engage on operating the
g e a r engaging lever. The defect was located in the gearbox
controller unit, where poor electrical contact was found to
be the trouble.
T h e gear engagement lever, together with the parts
which are attached t o it, are shown in Fig. 7. T h e rear
view of the controller unit also shows a brass piece which
is fixed to the spindle of the gear engaging lever. Operation
is as follows:-
Having selected any particular speed, engagement i,
effected by operating the gear engaging lever through
nearly half a circle, and then bringing it back to its original
position. At about half the forward stroke t o the lever,
the brass piece mentioned above, attached to the lever
spindle inside the controller unit, comes into contact with
the gearbox solenoid brush (also inside the controller unit),
and in doing so completes the electrical circuit and energises
the solenoid, which thrusts forward the speed strut inside
the gearbox and selects the speed. On completing the
forward stroke of the lever the brass piece makes another
contact with the electro-pneumatic valve brush, and hence
the valve coil also becomes energised ; this admits air into
390 JOURNAL O F THE INST. OF LOCO. ENGINEERS.

the gearbox cylinder. On the return stroke of the gear

engaging lever the circuits are broken, air discharges from
the cylinder, and the piston in rising engages the speed
selected.
On dismantling the controller unit it was found that
the occasional failure of this gear engaging mechanism was
due t o the above brass piece, fixed on the engaging lever
spindle, becoming loose, the result being bad or no contact
with the solenoid and electro-pneumatic valve brushes. A
further reason for poor contact lay in the rather loose fit
of the lever spindle in the cover of the controller unit.
However, this latter defect was overcome by adjusting the
necessary pressure on the brushes.
As regards the slackness of the brass piece on the
spindle base, it was seen that these two parts were held
together by two rivets and electrically insulated from one
another by insulating washers ; the rivets barely riveted
over became loose. The modifications to this piece of
apparatus are shown in Fig. 7, and consisted of replacing
the rivets with brass screws and the washers with an
integral flat piece of fibre insulation. When the brass
screws had been driven home, the ends were filed off flush
with the surface and a drop of solder applied to prevent
any slackening. After these modifications were carried out,
no further trouble of the above nature was experienced.
Electric shocks to the drivers when operating the con-
troller unit for engaging speeds was also investigated, and
the trouble traced t o the fasteners holding the gearbox
solenoid and electro-pneumatic valve copper brushes.
The method adopted for holding these brushes is shown
in Fig. 7. Repeated tightening of the nuts on the screws
during revision eventually crushed the small insulating bush
bringing the screwhead into contact with the controller unit
body, and thus when a speed was engaged, the whole of the
gearbox controller unit became charged.
The modifications to prevent this occurring a r e detailed
on Fig. 7. The screws were re-bushed with ebonite tubes
and fibre washers fitted under the screw heads.
A spring washer was also applied t o prevent slackening
back of the screw nuts.
On a third occasion trouble was experienced with the
engagement of the speeds. The defect this time was found
t o be due to the poor contact of both the gear selector and
forward and reverse switches on the various contacts.
T h e switches mentioned above are operated by means
of a key which is inserted in the outer end of the neutral
slot, and on engaging in the various slots, carries the
 DIESEL TRACTION ON THE BUENOS AIRES M . R . 35)’

internal switch with it, the switch being ‘‘ open ” when the
key is a t the inner end of the slot, and “ closed ” when it is
a t the outer end.
The switch, when operated, comes forward and bears
on the contacts of the corresponding gear speed or direction.
The pressure exerted by the switch on the contacts is pro-
duced by a helical spring which operates in conjunction with
a type of pantograph movement. I t was evident that a little
dust on the contacts when closing the switch prevented
electrical contact ; to overcome this trouble the tension in
the spring was regulated so that when the switch was
“ closed ” the two contacts come together with more
( 6 snap, ” improving the electrical connection.

The helical springs mentioned above for operating the

gear selector switches were on several occasions the cause
of delays when they failed. Breakage invariably took place
a t the hooked ends. New springs fitted have a stud screwed
t o the same pitch a s the springs, bearing on the first three
coils, and the modification appears to have prevented further
failures.
Mention has been made of these apparently small details
with a view to pointing out that comparatively expensive
and ingenious apparatus and accessories, such a s those
referred to, can, owing t o poorly designed details, in them-
selves of little value, cause disorganisation and delays in
train services equivalent to serious faults resulting from
major breakdowns of the power units.
The data and records of the difficulties and failures
treated in the foregoing, although they may appear formid-
able in number, do not by any means cover the whole series,
and although the Author would like to have enlarged on all
the difficulties actually met with, the time a t his disposal did
not permit condensing these experiences in suitable form for
inclusion in the present Paper.
That the care and study to anticipate and remedy likely
causes of failures a s a result of early experiences during
trials and the first days of the coaches in service, has been
more than justified, is borne out by the fact that up till the
present no trouble has been experienced sufficiently important
t o interfere with train schedules, or by any coaches being
placed out of commission while performing their stipulated
service.
In concluding these remarks it is hoped that the object
of the Paper will not be considered one of destructive
criticism, but rather a record of experience which will lead
to a more general understanding of the necessities and the
co-operation which in the future may be embodied between
392 JOURNAL OF THE INST. OF LOCO. ENGIXEERS.

the railway companies here and the builders abroad. It will

be a great source of satisfaction t o the Author if his efforts
to elucidate some of the practical problems resulting from
conditions in this country lead t o a type of car which may
be placed into service with full confidence a s to its ability
t o handle the duties to which it may be assigned.
The Chairman, opening the meeting, announced that
the Council had decided not t o have the annual dinner this
year owing to the present European situation.
I t is very gratifying that one of our younger members
has presented a Paper on the subject of “ Diesel Railcars,”
which have come very much t o the fore in recent years. It
would appear that the Buenos Aires Midland Railway is
the only railway in the world to replace their entire steam
passenger service with Diesel railcars. These have had
their teething troubles, the same as any other new project,
and no doubt the discussion will lead to a considerable
amount of useful information beneficial to all railways.
The Author must have given much time and thought
to the subject in writing the Paper, and is to be congratu-
lated on the able manner in which it is presented.
The Paper is now open t o discussion.

DISCUSSION.
T H E AUTHOR’S OPENING REMARKS.
The Paper had already been circulated amongst the
members, and dealt with a subject which no doubt had a
great deal of interest for railway engineers.
I t had deliberately been refrained from citing figures
for costs of maintenance, consumption and wear and tear
on moving parts as being entirely apart from the subject
of the notes.
The immediate object had been to place coaches into
service and keep them there with the minimum of trouble
o r disorganisation in the time-table service. This object
having in some measure been obtained, the broader question
of economical running and maintenance may then be given
closer consideration without the necessity to discount the
results by an agglomeration of defects and delays while the
coach is in service.
As already mentioned, the object is to elucidate diffi-
culties experienced in the running and maintenance of
Diesel units, and while the remedies adopted on the Mid-
land Railway have helped considerably in mitigating troubles
 DIESEL TRACTION ON THE BUENOS AIIlES M . R . 393
in running service they are not presumed to be the only nor
the best solution, and it is hoped the joint and accumulated
experiences expressed in the discussion will assist towards
the ideal and practical Diesel railcar suitable for service in
this country.
Mr. W. L. Topham said the Author was to be con-
gratulated on an eminently practical Paper, showing how
difficulties experienced had been got over, and referred to
recent experience with the same sort of minor difficulties the
Author mentioned with six petrol-driven Wiclcham railbuses
with V.IZ“ Lincoln Zephyr ” engines.
The Author referred especialIy to dust, grass, etc., and
the speaker agreed that the makers would realise that
climatic and terrestrial conditions on many lines here are
very different to those obtaining in England.
The engine, transmission, electric cabling, etc., were
all exposed t o the ground, except for some wire netting,
and rapidly became very dirty. The electric wiring was
flimsy and would rapidly have failed under the conditions
so that each coach had to be taken out of service for com-
plete overhaul in this respect.
N o heating whatever is provided in the buses. A
system of ventilation was provided a t the ends which let
in clouds of dust and had to be closed up. The ventilators
in the roof were of the permanently open kind and due t o
the intense cold had t o be closed off. The ordinary slotted
opening and closing type should have been provided. Dust
also entered the coach via the drivers’ compartments by
means of the holes where the gear, brake and clutch levers
passed through the floor. These have been fitted with
flexible hoses. T h e light cow-catchers a t each end were of
the blind type forming an air and dust pocket under the
car and these had to be opened out, strengthened and pro-
vided with rail guards. The cooling water system was so
big that a very long time was taken to warm up the engine
to a normal temperature and the radiators had to be
covered with triangular canvas covers. In cold weather this
is not enough and thermostats, with which the buses were
not fitted, a r e being tried. All the exhaust piping is under-
neath the car, and as there is always a danger of weeds,
thistles, etc., catching fire, these have had to be covered
with asbestos. The petrol tanks were very thin, and in
fact one has been perforated by a stone, and have now been
enveloped in a wire netting cage a s a protection.
The electric horn was worked by a pedal in an ex-
tremely inaccessible position, but is now being made manual.
394 JOURNAL O F THE INST. O F LOCO. ENGINEERS.

The windows can only be opened halfway and would

be quite useless in the case of a n emergency.
Seating accommodation is fixed face t o face instead of
the customary reversible seats in ordinary coaches.
The brake pull rods were only given two holes for
adjustment and full benefit of the brake blocks could not
be obtained, so that the rods had to be modified accordingly.
The electric headlights, starter, etc., were run off bat-
teries which were too small and the result was attempted
overcharging of the batteries, causing burnt armature
windings, discharged batteries and burnt out bulbs. The
bulbs were such, that to change one, the whole reflector
had t o be removed and the bulb might then be replaced in
three ways, one, the right way; secondly, t o give no light
a t all ; and thirdly, t o short circuit the whole outfit. These
have now been satisfactorily modified.
Such a r e a few of the points which required modifica-
tion apart from those mechanical aspects such a s final
drive, gearbox control, etc., which, of course, it was
appreciated might require study and possibly slight change,
but it is suggested that most of them, with a little more
practical experience and investigation, in the first place by
the makers, might have been obviated.
A point t o be insisted on, which the Author does not
make, is the eminent desirability of building really strong
ends to all the coaches to minimise the danger of hitting
animals, carts, etc., a danger of which engineers in Eng-
land, who have never visited this country, can have no
conception.
Finally, I should like to ask the Author’s opinion about
the sanders and how they compare with compressed air or
hand sanders. On the B.A.G.S. a very real need exists
for sanders on the outside sections where much slipping
and consequent overheating of fluid flywheels occurs due t o
grass on the track.
Mr. H . N. Bassett (Member) said he wished t o com-
ment, first, on the h.p. greasing apparatus, where it was
stated that a pressure of 6,000 lb. per sq. inch was used
to inject the grease. W a s this figure correct, as it seemed
extraordinarily high? If such pressure was required he
would suggest that the wrong type of grease was being
used, and that one which would flow under less pressure
would give better results. The effect of pressure on grease
was t o express the oil contained therein, grease being merely
a mechanical mixture of oil and soap and (sometimes) water.
I t would seem possible, therefore, that under such immense
pressure a s that mentioned by the Author some separation
 DIESEL TRACTIOK Oh’ THE BUENOS AIRES M . R . 395

might take place in the grease gun, a s a consequence of

which some nipples would receive more oil and some more
soap than others. The type of soap used in the grease
affected this, oil being more easily pressed from a soda-
soap grease than from one made with calcium soap, or
aluminium soap.
Speaking of the auxiliary gear, the Author referred t o
carbonisation of the unloader piston of the air compressor
a s a result of overheating, and the implication was that
this was due to overloading of the compressor. Unques-
tionably to run a compressor fairly constantly a t 800 r.p.m.,
when its rated speed was 2 3 5 r.p.m., was overworking it,
but had the Author considered the possibility that the
viscosity of the oil used had something t o do with the car-
bonisation a s well? I t was a common mistake to use oils
for air compressors which were far too viscous. Some-
times to get the required viscosity very heavy oils had to
be incorporated which led directly to the formation of sticky
deposits. Furthermore, the use of such heavy oils resulted
in higher temperatures in the compressors than were
obtained with less viscous oils. Possibly the oil used was
that recommended by the makers of the equipment, but not
all makers knew what oils were most suitable for their
plant. H e recalled the specification of the lubricant recom-
mended by the makers of a well-known type of locomotive
valve gear which would have produced oils absolutely un-
suitable for the gear. In that case counsel was taken with
three big oil companies, who independently recommended
oils closely similar in their characteristics, but quite different
from that proposed by the makers of the equipment.
Lubrication was still far too little understood by many engi-
neers who could make excellent mechanical contrivances.
Mr. P. W. Dobson expressed congratulations to the
Author for an interesting Paper, who, it was known, has
been kept busy for many months past in helping to solve
the endless little troubles with the running of these Diesel
units a s also with the receiving and testing of new cars
and the training of those who drive and repair the cars.
N o doubt it will bring a great deal of interesting and useful
information in regard to the convenient layout of garages
with their equipment and organisation for the efficient and
economical servicing of Diesel railcars.
Several excellent papers on this subject of Diesel trac-
tion have been read, but they have mainly dealt with the
running and design of the units, that is to say, their advan-
tages and disadvantages while in active service, but not
much has yet been said or discussed T e their standing time,
396 JOURNAL OF THE INSl'. O F LOCO. ENGINEERS.

that is to say, the time during which they a r e being prepared

or repaired, and it is during this time that so much money
can be saved or lost. A careful analysis of the time
occupied and cost of the many operations that have to be
performed daily would bring t o light the errors of design
and would tend t o improve many of the present-day designs.
Possibly due to the limited space available in these rail-
cars, and concentration being on the maximum number of
seats that can be provided in the vehicle, most designs show
that the power unit a s a consequence is cramped, and many
of the important accessories placed in impossible and almost
unget-at-able positions, making the revision costly. In
several designs the unnecessary additional cost of renewals
and repairs due to this reduces the earning capacity to a
negative quantity, and therefore the question of accessibility
requires much more attention than it has received. I t would
be of interest to hear remarks on this point from those
present who are in direct contact with the preparation and
repairs of railcars.
A very interesting design for railcars of comparatively
small power is that with one or more horizontal type engines
fitted below the floor and driving back to bogies, thus
avoiding the mass of cramped up machinery on bogies and
allowing for free and comfortable revision, inspection and
repair to all accessories. The two small-engined cars bring
up the question a s to the advantages or not of two small
engines as compared with one big one. There has been
for some time now a difference of opinion about this, and
in this connection some very interesting information will
soon be available. T h e Author has mentioned the advan-
tage of separating the Diesel railcar work from that of the
steam stock work, and has given a diagram of our small
installations at Puente Alsina ; these installations are not
yet completed in all the detail shown on the diagram.
T h e speaker was definitely of the opinion that the rail-
car section should be completely separated from the steam
section to obtain satisfactory results. I t is realised that each
railway has its own problems and in some cases the
arrangement suggested may not be convenient or possible.
\%'herever practicable, however, this servicing and repairing
of railcars should be carried out independently of the steam
side of the business and operated by selected and trained
men, so organised as to have specialists in the various parts
of the machinery, and not general mechanics, if full benefit
from the use of the cars is t o be obtained. Further, all men
required to haodle the cars on the outside sections should
be drawn froin the main depots where the training of men
 bIESEL TRACTION ON THE BUENOS AIRES M . R . 397
in all the branches should be systematically carried out.
Ihis may appear to some as an unnecessary and un-
I .

economical arrangement, but from experience better all-

round results and much more reliable service can be main-
tained by this method, which in the long run is also more
wonom ical.
In most designs of the straight Diesel mechanical cars
there are as many and, in some cases more, electrical appli-
ances and fittings than in a Diesel electric car, and these
appliances should be in the hands of qualified electricians,
and not touched or tampered with by the mechanical staff,
however competent they may be. Our experience has been
that the largest percentage of faults on the cars have been
electrical faults, and although electric traction has been in
use for many years now, it appears that the designers of
the electrical devices used on most of the Diesel mechanical
railcars use fittings that have given results on road vehicles
and radio sets. Such have proved definite failures for rail-
way work, hence the large percentage of electrical faults,
as the Author has pointed out, and the necessity of the
qualified electrical staff mentioned, at least until such time
a s these accessories have been changed to a type more like
those employed on railway electric stock.
A s regards the Midland Railway cars there are a fleet
of ten articulated units, and as the Author has given a
general description of the types in use it is only necessary
to add that the yearly kilometrage run by these ten units
is a t the present time over 1,000,ooo kilometres. T h e four
local service cars account for po,coo kilometres and the
remainder by the other six cars on long distance runs.
The bogies of the cars are of the built-up all-welded
type, and they have not stood up to the punishment caused
by our semi-ballasted track. Cracks, some serious and
costly to remedy, have developed in nine different parts of
the frame to date. The situation appears to point to the
possibility of having to re-design and rebuild the bogies.
This illustrates not only the importance of the careful
thought necessary in the designing and constructing of
bogies for these light railcars, but also gives some idea of
the difficulties in maintaining the service, with practically
no reserve coaches. This work has involved the lifting of
the car and withdrawal of the bogie for frame repairs about
one hundred times since the cars were received last year.
Many modifications have been introduced on the cars,
some comparatively small and others of importance, but
most of them would never have occurred if, with the design,
there had been the necessary practical experience. Some
398 JOURNAL OF TXIE INST. 0%’ LOCO. ENGINEERS.

of the modifications have been mentioned b y the Author,

but there a r e unfortunately many others to be carried out
before the cars can be considered reliable in service, and the
cost of inspection, renelval and repair reduced to a normal
figure.
The question of safety devices has been under study
for some time, that is to say, such devices as make the
driving and the controls as automatic a s possible, so a s to
eliminate the human element. At present, serious damage
can be done t o valuable parts of the machinery such-a%
fluid flywheels, gear box, and final drives, etc., unless the
driver is a competent and well-trained man who is not
always available. Therefore, all that can be provided in the
way of automatic devices will be of advantage.
I t seems unfortunate that having incorporated into the
design such excellent components as, for example, Gardner’s
engine, Sinclair fluid flywheel and a Wilson gear box, they
should be condemned and fail to give satisfaction owing
to defects in arrangement and unreliable controls and
accessories.
As the Midland Railway has completely changed over
the parcel and passenger traffic from steam to Diesel trac-
tion some general figures are quoted here, not to show cost
of railcar running and maintenance a s compared with steam,
as we are still in the transition stage, but given as being
of interest t o illustrate results obtained so far from the
change over. They also indicate the possible economies
that may be expected by replacing a steam service by Diesel
railcars, when the actual conditions and services favour the
change over to be made.
Steam Service. Diesel Service
Cost per Cost per
kilometre. kilometre.
$ $
Wages-conductors . . . . . . ... 0.1619 0.0571
Wages-guards ... ... ... 0.0564 0.0360
Fuel ... ... ... ... ... 0.2329 0.0314
Lubricating oil ... ... ... 0.0037 c.0096
Shed and shops wages for main-
tenance of rolling stock, cleaning,
etc. _.. ... ... ... ... 0.2825 0.0969
General materials, etc. (including
uniforms) ... ... ... ... 0.08p 0.0178
Superintendence ... ... ... 0.0434 0.0262
-__ -~
$0.86jo $0.2750
 DIESEL TRACTION O N THE BUENOS AIRES M . R . 399

Concluding, the speaker said the Buenos Aires Midland

Railway Company are honoured by this, the first visit of
the Institution t o their works, and although the installa-
tions are small it is hoped that the members will hear or
see something of interest that will have made the visit worth
while.
Mr. C. R. Parker took exception t o the Author’s
remarks that a railway trained mechanic is handicapped
when transferred to railcar work, due to his previous
training. I t is true that there is not an abundance of
mechanics actually possessing railcar experience ; but, from
the speaker’s experience with the training of staff for the
operation and repair of railcars, both in this country, and
a t home, he offered the following conclusions :-
( a ) The average young Argentine mechanic taken from
the railway repair shop and given a little instruction,
develops into a really first class workman who can carry
out precision work equal t o any.
( b ) T h e general knowledge of railway matters pos-
sessed by the railway trained man is very valuable when
they are called upon for running shed duties.
(c) The firemen of this country who have been trained
a s railcar drivers are in the main first class, their willing-
ness to learn and their general interest shown is far ahead
of that experienced overseas.
The Argentine Government’s examination for railcar
drivers is not easily passed and nobody can say that the
men accepted have not a good fundamental knowledge of
Diesel traction.
H e was fully convinced that the existing railway work-
men, in all sections, can be transferred to Diesel work, and
with care and instruction give far better results than that
obtainable from new recruits.
The duty of a railcar driver is t o operate the controls,
to take the train with safety from station to station. H e
should not be called upon to exercise exceptional skill in
the manipulation of controls, nor should he have to con-
tinually observe instruments or indicator Iights to see if
anything is going wrong or going right. The railcar driver
cannot stop for half an hour to tinker with the engine
whilst the other traffic flows past as can be done on the
roads.
The troubles with railcars experienced in this country
are in the main due to design, a s the Author made very
clear with regard to controls and auxiliary equipment. His
remarks that road vehicle type of equipment on railcars will
not give satisfactory results were entirely agreed to.
400 JOURNAL O F THE INST. OF LOCO. ENGIKEERS.

W h y is it that the electric control gear of such a large

number of mechanical drive railcars is so far removed from
the ideal? The schematic diagrams are often wrong funda-
mentally, and it is common to see a number of wires in-
stalled which transfer responsibility to the driver by the
operation of instruments and warning lights
These remarks are not intended a s a criticism of the
Author’s installation of warning lights. These were ap-
parently an omission of the manufacturers in that particular
case and are no doubt very necessary.
With railcars employing electric transmission the COII-
trol gear is generally a first class job and usually better than
that employed on straight electric units. This is necessary
owing to railcars having to run over outside tracks where
there is a greater amount of dust likely to cause poor
contacts.
Referring now t o the fundamentals of control gear, the
first essential is, that a failure of any of the auxiliary
powers-electricity, air pressure, oil pressure, or whatever
they may be-will produce automatic protection of the whole
equipment, and safety for all concerned. I t appears incredi-
ble that there are mechanical drive railcars which rely upon
auxiliary powers to disconnect the engine from the wheels,
and, a s if by a deliberate attempt t o make matters worse,
the producers of the auxiliary powers are often driven by
the engine. W h a t would a locomotive driver say if he had
to rely on current from the lighting generator to close the
regulator ?
It is of little value for the railcar manufacturer to decide
on a certain type of engine and transmission and then try
to fit controls t o make the unit function. The engine and
transmission must lend themselves easily to remote control
otherwise the completed unit will not be very successful.
The Author has stated that there should be no neces-
sity t o dismantle engines a t fixed periods, but unfortunately
this necessity exists, and usually the higher the rate of
engine revolutions the more frequent should this periodical
overhaul be carried out.
I t is well known that after a certain period of running
under some fixed conditions the rate of wear of certain
engine parts will accelerate a t an alarming rate, particularly
the piston top landings and ring grooves. A broken piston
ring in a quick running engine can soon wear its way into
the combustion space and cause a serious failure without
warning.
From experience it is considered that all engines should
be opened up for inspection and cleaning, starting a t
 DIESEL TRACTION ON THE RUEXOS AIRES M.R. 401

50,000 kilometres and increased a s experience directs.

After any change of running conditions, such as a new class
of hd, the user would be well advised to repeat this
procedure.
It is often argued that the rate of wear of piston rings,
cylinders, etc., is in proportion to the piston speed, and
therefore the wear can be as rapid in a slow running engine
a s that experienced in a quick running engine with equal
piston speeds.
Actually all cylinders suffer the greatest wear a t a point
where the piston is momentarily stationary, namely, the top
dead centre. The least wear is usually experienced a t
middle centre where the piston velocity is greatest. This
fact suggests that the rate of wear a t the top of the cylin-
ders depends on the number of reversals of the piston which
in any particular engine is proportional to the revolutions
made.
The high speed oil engine of to-day has not yet, in my
opinion, reached the stage of development where it would
prove economical to allow it to run to a state of failure
without periodical renewal of the reciprocating parts.
In conclusion, he congratulated the Author on the
Paper, which should bring about improvements in future
equipments supplied to this country, and he added con-
gratulation to all concerned with the design and layout of
such an excellent railcar depot a s that a t Puente Alsina.
Major R. K. Hubbard: The Author makes it clear in his
Paper that he has only referred to the more important
defects of the Midland railcars, but even though there may
have been quite a number of others my reaction after
reading the Paper was to think of the many things which
have not given trouble in those vehicles which, with a rela-
tively small proportion of standby spares, are maintaining
a steady and reliable service.
In reviewing the history of Diesel troubles during the
last few years, one can recall defects occurring in almost
every part of the more important components. For in-
stance, there have been cases of faulty crankcases, crank-
shafts, connecting rods, big ends, pistons, cylinders, cylin-
der heads, valves, etc., but with the vehicles referred to in
this Paper, none of these important parts has given troubIe
and practically no serious defects have been found in the
gearboxes or final drives.
This suggests that since the major components are all
right, and they are by far the most difficult to design and
t o manufacture correctly, we are well on the way t o ob-
taining the roo per cent. reliable Diesel vehicle.
402 JOURNAL OF THE INST. OF LOCO. ENGINEERS.

From inonthly reports of the faults which have

occurred on railcars operated by the British railways in this
country, I have observed that from 30 to 5 0 per cent. are
connected directly or indirectly with the control gear, a n
item which certainly ought to be 100 per cent. reliable con-
sidering the serious results which may follow its incorrect
functioning. Unsatisfactory protection is also responsible
for a good deal of trouble, whilst poor accessibility pre-
j udices availability and increases the cost of maintenance.
These three main subjects, controls, accessibility, and
protection, require the same careful study as the engines,
gearboxes and final drives have already received, and might
very well be the subject of Papers for this Institution.
A s regards controls, is it not possible to design a 100
per cent. reliable mechanical control g e a r ? In workshops
reliable shafting, couplings and plummer blocks a r e used
which enable us t o transmit considerable power to many
points far distant from the prime mover. In marine engi-
neering it was possible to transmit mechanically the move-
ments of the steering wheel on the bridge considerable dis-
tances to the steering engine in the stern with 100 per cent.
reliability, and on a certain design of railcar an auxiliary
drive is transmitted at high speed by means of a universal
jointed shaft with self-aligning bearings over a considerable
distance. I t should, therefore, be possible to design a
purely mechanical distant control, operating by means of a
rotating universal jointed cam shaft running the full length
of the railcar with interconnection in the case of multiple
coach units. Since the operations which the driver has to
perform follows a definite sequence with a fixed relative
timing, it would seem that the cams could be arranged to
perform the operations correctly for any number of engines
and gearboxes in response t o the simplest action on the
part of the driver such a s the turning of a wheel. An over-
running clutch or ‘‘ free wheel ” would be desirable, and
probably, necessary, between each gearbox or torque con-
verter and final drive t o isolate a n engine which did not
respond correctly to the controls.
Referring t o Mr. Bassett’s interesting remarks on air
compressor lubrication, it would seem the compressor should
not be designed for continual running with a n unloading
valve t o prevent overcharging of the receiver, but instead,
should be clutched in and out when required, to produce
the same effect a s the electrically driven compressor or
exhauster o n electrified stock. Experience with petrol
engines has shown that piston lubrication must be a com-
promise for average conditions since, if it is correct for
 DIESEL TRACTION ON THE BUENOS AIRES M . R . 403

sustained running a t normal engine speed with full throttle,

it will be excessive and lead to oiling up of plugs and valves
if normal engine speed is sustained for long periods with
the throttle closed as when running down very long hills
of twenty miles or so.
In the same way, the continually running air com-
pressor without load will suffer over lubrication of the piston
and the passing of oil or oil vapour on to valves and into
pipe liners and receivers, which may cause trouble with
E.P. gear. If the scraper rings a r e adjusted for the no-load
condition, under lubrication and overheating will probably
result when the compressor works under the full load
condition.
Mr. P. C. Dewhurst said the Author’s interesting and
practical Paper is a very timely contribution to the informa-
tion so far placed before this Institution on the question
of railcars. I t has the particular value, at any rate in the
view of the writer, of exhibiting in all their nakedness many
of the defects and troubles which appear to be-but should
liot be-inherent in the present state of the art of railcar
design and construction.
It is not proposed, in the very cursory remarks offered,
to go into the why and wherefore of the causes or cir-
cumstances which have led, nor t o the remedies which have
been applied, to the various troubles a s detailed in the
Paper. I t is, however, desired to express concern that
after some ten years of Diesel railcar manufacturing for
railways both in their home countries and abroad, manu-
facturers still turn out work of which it has been pointed
out by the Author that “ to place the cars in service as
they were received would only invite trouble and delay if
not more serious defects and breakages. ” In another place
the Author makes reference t o the adverse conditions the
cars he deals with had to encounter a s ii so different from
European practice ”; but from the catalogue of troubles
referred t o in the Paper it is clear that conditions abroad
are only in part responsible for the results of defective
design or construction.
From the foregoing, the serious question may be asked
a s to when the lessons demonstrated in practice regarding
the defective and trouble-making features in railcar design,
are going to be eliminated by the manufacturers. In this
respect the writer observes a significant parallel with the
past lack of knowledge in designing and construction circles
a t home regarding steam locomotive operating conditions
abroad. The manufacturers obviously do not appear to take
advantage of the experience available amongst railway engi-
404 JOURNAL O F THE I N S T . O F LOCO. ENGINEERS.

neers with overseas experience in handling their problems

of railcar design and construction as they should do, in
order to make a n end of what can only be described as an
unfortunate state of affairs in the technique of the manu-
facture of railcars.
Mr. E. ,J. Wilson said the Paper undoubtedly adds to
the steadily accumulating store of experience which, when
finally analysed, will assist the railways of this country to
complete the specification of the ideal railcar for service
under Argentine conditions.
Where the Author advocates a “ leave well alone ”
policy in regard to Diesel units, will the Author amplify this
statement?
While this policy has, in many cases, been applied on
the Entre Rios Railway, it has been through force of cir-
cumstances and not from a desire to see how long any
particular unit would run before repairs became necessary.
On this railway, at the time of the introduction of Diesel
traction, it was decided t o effect a light revision of valves,
rings and bearings a t 50,000 km. and a complete engine
overhaul a t IOO,OOCI km.
Due to the impossibility of withdrawing certain cars
from service or to the inability of shops to receive them
when they were offered, most of the units ran well past the
50,000 ltm. mark without attention, while two cars have
run 104,000 and 106,000 km. respectively without the power
equipment being dismantled in any way.
On overhauling these two units, the following conclu-
sions were reached :-
I . That it would have been advisable to lift the cylinder
heads and grind in the valves a t some earlier date,
say, a t 75,000 km.
2. That the condition and fit of pistons, rings and
bearings would have permitted another (say)
50,000 km. t o have been run before dismantling.
The conclusion arrived at is, therefore, that periods for
revision and overhaul should be fixed, arbitrarily if need be,
the periods first decided upon being lengthened (or
shortened) in the light of subsequent experience.
I t would seem, therefore, that the Author, when he
states that the Diesel units should be undisturbed “ until
such time as complete overhaul is required,” has not set
out to break endurance records, but has in mind some
reasonable maximum period of between 100,000 and
150,000 km., below which no dismantling should be done.
 DIESEL TRACTION ON T H E BUENOS AIRES M.R. 405

While it is realised that the Midland Railway Diesel

services were introduced as recently as January of this year,
I imagine that some of the units must by now have run
many thousands of kilometres. I t would be interesting to
hear the Author’s plans for their repair.
Is the Author in a position to give the approximate
kilometrage run by the Midland Diesel cars on the different
services now in force?
Mr. G . I. K. Bennett considered the Paper had shown
in a frank manner the various troubles encountered, and the
means that have been adopted in order t o overcome them.
H e fully agreed with the remarks regarding shop staff,
and would like to add that in the case of the Entre Rios
Rai’lway nearly all the Diesel shop staff have been recruited
from automobile service depots and have proved themselves
far more adaptable to Diesel coach repairs than those trans-
ferred from the locomotive shops. A number of the latter
have already returned to their former occupations. H e was
also in favour of isolating Diesel repairs from locomotive
shops, as for many reasons little or no help can be obtained
from this source. Very few of the machine tools such as
found in locomotive shops are suitable for the maintenance
of Diesel units, and about the only assistance from that
quarter that would be necessary is in the event of tyre wear
after considerable kilometrage.
As far as outside work is concerned, it must be remem-
bered that some of the services are a t points a thousand
kilometres from shops, and therefore not in such a fortunate
position as the Midland Railway. For this reason existing
shed staff have been trained, and are now quite competent.
There being no special staff, any fitter may be called upon
to carry out the running repairs. The preparation and
greasing of coaches is carried out by the “Aspirantes,” who
are attached to the various sheds as relief drivers. These
men and those already driving the Diesel coaches have been
drawn from three sources, namely, the younger members of
the traction fitting staff, the locomotive “Aspirantes,” and
lastly, those men who were operating the rail bus services
before the advent of the Diesel coaches. Nearly all have
turned out satisfactorily, and have on occasions shown
considerable ingenuity in reaching destination on time with
a defective coach. Fortunately, owing t o the numerous
modifications that have been made to the coaches, the call
for “ stunts ” in order t o reach home are now few and far
between.
Leaving staff and maintenance organisation, it is in-
teresting t o note that the question of adequate saloon venti-
406 JOURNAL O F THE I S S T . OF LOCO. ENGIKEERS.

lation is being studied, a n d it would be of particular interest

to learn t o what extent the Author’s investigations had been
carried.
The following statements made by the Author are agreed
worthy of note :-
I . “ That the auxiliaries are the weak link.’’
2 . “ That it is better to dispense with automatic features
than that the engine or auxiliaries should be dependent
on erratic functioning.”
3. “ That ‘ leave well alone ’ is likely t o prove more
successful than constant tinkering and removal of parts
just to see how they are going.”
This last statement was, it i s understood, not intended
t o be made too general, as such items a s injectors should
be changed systematically ;likewise there should be a definite
period for top overhaul, and also for general overhaul.
Nevertheless, it must not be forgotten that definite periods
for overhaul depend greatly on conditions which differ so
much in this country.
A point which is not too clear in the Paper is the
question of the reverse gear becoming engaged whilst
negotiating a curve. I t seems very probable that after a
failure of air pressure, and with the final drive on the
I‘
over run,” the gear would slip out if not held by a
spring-loaded locking socket, but must not jump into
reverse.
With reference t o the accumulation of grass behind the
cowcatchers, it will be of interest that we have had several
cases of smouldering through this same cause, and in each
case this has taken place a t the leading end of the coach.
I t is interesting t o note that the compressor-exhauster
unit is to be duplicated, thus avoiding complete failure in
the event of an engine breaking down. But why fit an
exhauster when a coach is already fitted with a perfectly
good compressor ? If it is t o standardise brake components,
this economy is outweighed by the extra complication of the
exhauster installation. In any case, the only part inter-
changeable with other rolling stock that has been found so
far on smaller coaches is the brake block. Needless t o say,
the compressed air brake is preferred t o the “ lag and
drag ” vacuum system a s fitted to some Diesel coaches.
Our sanding equipment is air-operated, but on wet days
will not function owing to sand in the outlet pipe becoming
clogged. Does the Author experience this trouble with the
vacuum system?
 DIESEL TRACTION ON THE BUENOS AIRES M . R . 407

Originally a certain amount of trouble occurred with

overheating of the rear engine, but this has been overcome
by fitting a small wind scoop on the roof of each cab. The
scoop is open a t the rear end only, thus admitting air into
the trailing cab, whence the air is drawn through the cooling
radiator by fan. The leading engine has never given trouble
in this direction.
There is little doubt that the majority of failures and
difficulties can be attributed to the very shoddy and inferior
dlectrical installation, and t o the utilisation of numerous
inadequate standard articles such as those used on wireless
sets. However, this problem is receiving attention, and it
is hoped in the near future these efforts will bear fruit.
Mr. J. R. Cooper admitted having been trained a s a
humble loco. engineer, but did not agree that a loco. fitter
could not be made into a good Diesel fitter. H e spoke with
some feeling on this point a s many of his best fitters were
taken and passed on to his privileged colleague on the Diesel
side, but he would agree that it does not do to mix the two
in the course of their daily work.
Another good point made by the Author is the desir-
ability of keeping Diesel and steam loco. sheds quite apart.
In one steam loco. shed they had some 2 8 Diesel cars mixed
with steam locomotives, and the difficulties were very real.
A considerable number of delays occur due t o slipping,
and some efficient sanding gear would be much appreciated
by the operating dept.
Mr. Dawes inquired as t o the efficiency of the “Gardner”
engines. Their experience had been that they were very
g d ; nearly all their troubles had been with auxiliaries and
electrical equipment.
H e had been impressed with the cleanliness of the
Midland cars, and would be glad if the Author could tell
them how it was done and what it costs.
I t seems a pity that more parts are not made standard.
For instance, the cover of the final drive box, which not
infrequently breaks, is not interchangeable.
Mr. Topham made some remarks with regard to
strengthening front ends, and this would appear very
necessary in view of the number of animals encountered on
the tracks in this country.
AUTHOR’S REPLY T O T H E DISCUSSION.
Among M r . Topham’s comments, the necessity for pro-
viding railcars with really strong ends for service in this
country are very much to the point ; although this detail is
not discussed a t length in the Paper, it is mentioned in
408 JOURNAL O F THE INRT. OF LOCO. ENGINEERS.

Connection with Fig. 5 that reinforcement of our railcar

fronts is being undertaken in conjunction with the installa-
tion of the new compressor-exhauster units.
In reply t o MY. Basset’s remarks regarding the pressure
of 6,000 lbs. for greasing, it was clearly demonstrated that
the ordinary type grease gun supplied with the cars did not
perform its function in placing the grease where it was
required. I t cannot be said that a pressure of 6,000 Ibs.
per square inch actually was required, but as the equipment
used is a proprietary article and the manufacturers installed
an air compressor with the equipment and recommended
that the initial compressed air for operating should be
between 1 0 0 and 140 lbs. per square inch and the step-up
ratio to the g u n is 42 to I , the terminal pressure, therefore,
may reach close on 6,000 Ibs. per square inch.
Actually the compressor in our equipment was set t o
operate a t 140 lbs. per square inch. That the pressure is
extremely high is borne out by the grease ducts installed,
which have a wall thickness of about & in. Further
evidence of the high pressure was shown by one of the ducts
splitting along its length. Confirmation of the pressure
employed has since been obtained from the manufacturer’s
representative, who, furthermore, has informed me that
equipments are available for pressures up to 9,000 Ibs. per
square inch a t the gun.
Mr. Basset’s remarks with regard t o the separation of
the grease constituents under such immense pressure is
extremely interesting, and merits careful watch on the
quality of the grease employed. So far, however, n o ulterior
effects from this cause seem t o have been experienced during
the period we have used the equipment.
W i t h rgard to the carbonisation of the unloader piston
of the auxiliary air compressor, it must be remembered that,
apart from the overloading, the location of the compressor
prevents free air circulation which helps t o increase the
temperature. T h e oil in use is recommended by o u r oil
suppliers, who, on consultation, could not offer any alterna-
tive which would give better results.
Replying to M Y . Dobson, he would like t o amplify his
remarks in regard t o the handling of cars on the outside
sections by men who have previously received a systematic
training in the shed. This policy has been adopted on the
Midland Railway, where cars run out to points situated over
joo kilometres from the railcar shed. T h e inauguration of
the main line services uncovered many little faults in the
cars which had never been encountered in the running of
the local section passenger services owing to the entirely
 DIESEL TRACTION O N TIIE BUENOS AIRES M . R . 409

different conditions met with in local section as compared

with main line operation. It was during this period
especially that the benefits were felt of a well-trained
mechanic stationed outside. While the defects were, in
most cases, of a trivial nature, their detection required a
person possessing something more than merely a scant
knowledge of the railcar components, failing which, serious
delay would have resulted, and even possible damage to the
machinery of the vehicle. Furthermore, an intelligible and
precise description of any trouble was always available for
the main depot, from whence it was possible to obtain
expert advice on the matter, or confirm any steps which the
mechanic contemplated taking in order t o render the car fit
for service.
In regard to the remarks about the control of the
various expensive though excellent power unit components
enumerated, the damage which occurred to a final drive box
a s the result of an air failure (mentioned in the Paper) is a
concrete example of the low margin of security provided by
the controls. This accident entailed the fitting of warning
lights in the cabs t o protect not only the final drive units,
but also reduce the possibility of damage to hydi:l.llic
couplings. T h e installation of further protective features
to make up for the deficiency in the controls is still in
progress or under study, as it has been found that from
time to time occurrences which are mere incidents sometimes
indicate the path t o possible serious damage to the machinery
of the car.
Mr. Dobson’s policy on this question tends t o the modi-
fying and strengthening of the actual controls, rather than
further complicate the mechanism by adding safety devices
which must come into play t o cover deficiencies, and it is
agreed that the first logical step is t o make the controls as
nearly perfect a s possible, and afterwards safety devices
may be added as an additional advantage, and which come
into operation less frequently and only in cases of emergency.
M r . Parker: The handicap of long locomotive experi-
ence for training men in the upkeep of Diesel units is the
difficulty of eradicating fixed and established customs
differing so much from modern motor mechanics. This in
no way prevents young men being transferred from the
locomotive repair shed for training and instruction in Diesel
work, but by diluting the personnel with trained motor
mechanics, better results will be attained. I t is not clear
why locomotive mechanics should prove more valuable in a
Diesel shed than others trained t o the job; neither should
410 JOURNAL OF THE INST. OF LOCO. EKGINEERS.

service station attendants be confused with experienced

motor mechanics.
For driving personnel we are evidently in agreement
that young and intelligent firemen are quite suitable.
There is no doubt that the experience now being gained
will lead to simpler and more efficient controls, and warning
lights and multiplication of instruments to be observed
will eventually be reduced t o a minimum, if not entirely
eliminated.
The necessity of railcar drivers having to stop for half
an hour to tinker with his engine is quite a different matter
from that in which the driver should have the knowledge
and be able t o make small adjustments a t a convenient time
and place as necessary.
A certain amount of misinterpretation of my remarks
on the policy of “ leave well alone ” appears to have been
engendered among some of the speakers. I t is far from
my ideas that units should be “ run to a state of failure ”
before revision or overhaul is effected. It is, however, a
well-known fact that many mechanics on a given job to
revise a certain part cannot resist the temptation to pull the
remainder of the mechanism to pieces just to see how things
are. Neither will it be denied that for the same reason too
often a light repair develops into a general overhaul.
Certain and definite factors in the wear of parts are
recognised on Diesel engines as on all other mechanisms,
and common intelligence takes this into account for periodic
and systematic revision or renewal. Other, and probably
the major components making up the whole, which in the
event of serious defects would, with timely warning, disclose
themselves, can with advantage be left alone.
In the Author’s experience, heads have been removed
from engines for the first time after 50,000 kilometres, and
in these it was found that deposited carbon was extremely
limited, while valves and seats showed no appreciable
scoring, and the engines could have run considerably more
kilometrage without attention.
A s stated elsewhere, the performance of the engine is,
in my opinion, a sure indication of its general condition
without reference to any fixed period for general overhaul.
Major Hubbard refers to the troubles which we have
not had in respect of failures of engine components, etc.
In this direction we may have been fortunate as our power
units have, up till the present, given excellent service, no
major trouble having been experienced with the individual
components.
 DIESEL TRACTION ON THE BUENOS AIRES M.R. 411

The pertinent observations of M r . Bennett’s remarks

with regard to “ leave well alone ” are answered in my
reply to Mr. Wilson.
With reference to the observations on sanding equip-
ment through clogging of the sand delivery pipe on wet
days, we a r e not free from this same trouble. While we
depend on gravity feed for sanding, the Author cannot see
how this can be quite eliminated unless by some mechanical
movements from the cab. This is now being studied.
With regard to the remarks a s to the reverse gear
becoming engaged while negotiating a curve, due to the
failure of the air pressure, the spring-loaded detent is not
sufficient to hold the reverse pinion, and consequently it
floats on its splined shaft, with the result that taking the
curve threw this into engagement with the reverse gear.
Regarding the reference t o ventilation of the cars,
efforts have so far been directed t o dust prevention by lining
the windows and doors inside with draught excluders, which
we intend to follow up by studying details of suitable means
of renewing the air supply without excessive accompaniment
of dust.
M r . W i l s o n : Decarbonisation and revision or re-grinding
of valves are definite known factors which require periodical
attention, and would consequently be looked after as a
matter of course and a t periods which our experience leads
us t o deem necessary.
This operation, however, would not be used a s a pretext
for dismantling any other parts which are rendering satis-
factory service and are covered by the expression of “ leave
well alone.” The engine performance a s a whole is the
best indication of its condition, and there appears no reason
why any arbitrary figure should be decided upon for dis-
mantling; that some parts may require overhauling a t an
earlier period than others goes without saying, and any
defect or other derangements in the engine or auxiliaries
would in themselves quickly demonstrate the necessity for
dismantling and attention. Naturally there is n o desire to
break endurance records or run the machine to the point of
destruction ; but a s is well known, endurance of individual
engines or parts thereof may differ between very great
limits, and to fix a definite maximum or minimum kilo-
metrage for all units, regardless of their performance, would
be a n error of judgment.
Here is a table of monthly kilometrage run by B.A.
Midland Railway cars, as asked for by Mr. Wilson; but it
should be added, as regards the long-distance services, these
 JOURNAL OF THE I N S T . O F LOCO. ENGINEERS.
412
were started on July rst, 1939, only in skeleton form, and
will be increased with t h e summer time-table :-
MONTHLY KILOMETRAGE R U N BY B.A. MIDLAND
RAILCARS ON T H E D I F F E R E N T SERVICES.
Approximate Monthly
Railcar. Service. Kilometrage.
.~
L.D.I.
L.D.2. Local Passenger, 41.134 kilometres.
L.D.3. P. Alsina-Libertad,
L.D.4. 29.5 kilometres. (Reserve unit.
A.D.I. Main line passenger, 13.519 kilometres.
P. Alsina-CarhuC,
A.D.2. 517 kilometres. Reserve unit.
A.D.3.

A.D.4.
Main line passenger,
P . Alsina-Henderson,
37 j kilometres.
Main line,
i10.125 kilometres.

Reserve unit.

E.D. I. Parcels and Poultry, 13.519 kilometres.

P. Alsina-CarhuC,
517 kilometres.
Main line,
E.D.2. Parcels and Poultry, 7.125 kilometres.
P. Alsina-Henderson,
37j kilometres.
TOTAL ... . .. 85.422 kilometres.

NoTE.-The above monthly kilometrage represents the dis-

tance covered on the regular daily runs ; but the extra
cars which are run on Sundays and Feast-days on the
local section, plus the frequent additional cars which
have to be run behind the regular main line vehicles,
further raises the annual kilometrage, which already
stands at about I ,ooo,ooo kilometres.
M r . Cooper’s remarks in regard t o the suitability of
locomotive fitters a s Diesel engine fitters are answered in
the first paragraph of the reply to Mr. Parker.
As regards the matter of cleaning the cars, the Author
would first point out that the general condition of the
atmosphere in the regions where cars operate would appear
t o have a marked effect on their exterior cleanliness. While
deposited dust is easily removable with water, smoke tends
 DIESEL TRACTION ON THE BUENOS AIRES M . R . 413

to accumulate on the paint surface, and light colour paint

soon becomes a dull brown.
The Midland cars run through regions which, although
very dusty (and sandy), are practically free from smoke,
soot, etc., and hence the daily wash-down they receive with
finely sprayed water under pressure (300 lbs. per square
inch) is sufficient to remove deposited dust and maintain
the original appearance of the paint ; however, more perma-
nent stains (from the exhaust) is a more serious matter,
and trials are being made t o remove these with a rag
moistened in a dilute acid or alkaline solution, but this
operation has t o be carried out carefully as both these agents
are injurious to the varnish and paint surfaces, and as yet
we are not in a position t o give any definite results.
The actual cost of cleaning the cars a t the present time
is as follows:-
Four coach cleaners a t $120.- m / n . each per month
=$480.00 m / n .
Six articulated cars cleaned every 24 hours= 180 cars
cleaned per month.
Cost per car for interior and exterior cleaning and
disinfection = 480/18o = $3.00 m / n .