dared to question some of British Railkways sacred cows in the discussion
on J. Instn Loco. Engrs Paper
532 :
He wrote that considerable reductions in the cost of BR Standard Locomotives
could be made. The following items are but a few of those which appear to
be very expensive, bearing in mind the present severe restrictions on capital
expenditure:
(a) Trailing truck on the Pacifics
(b) Belpaire fireboxes.
(c) Reversing mechanism.
These locomotives have numerous small pipes for remote lubrication by oil
and grease. It is very desirable that grease should be applied from a point
whence the oozing of the grease from the bearing can be observed. If this
cannot be observed then excess grease may be applied and cracked pipes may
not be noticed. The provision of so many lengthy pipes must surely add to
the cost of these engines. The writer would point out that there are a number
of inconsistencies due to various parts of the same engine being designed
in different drawing offices. A good example of this may be found in the
fastening of the valve crosshead guides, where the bolts are fitted with
split flat cotters. Yet on those engines having underslung crossheads of
LNER type the slide bar bolts are only fitted with split, pins! Clearly the
slide bar bolts carry much greater vibrating forces than do the bolts of
the valve crosshead guides. It wouId seem that early opportunity should be
taken to fit the slide bar bolts also with split flat cotters. There is,
no doubt, further scope for detailed investigation to remove similar anomalies
in the design of existing and future BR Standard Locomotives.
Cox's reply: Mr. E.S. Beavor criticises three features as being unduly costly.
The trailing truck, based on the SR design is not specially expensive as
trailing trucks go. The Cartazzi arrangement is cheaper, but is technically
less satisfactory and is seldom used over the world in general. The Belpaire
firebox may be marginally dearer to build but is more economical in maintenance
cost, and gives much better steam release conditions at high rates of working.
It is significant that three out of the four former Companies used it. The
reversing mechanism was made more expensive deliberately to try to get improved
service out of what is often a rackety piece of mechanism. It has shown certain
defects it is true, but these are not necessarily best overcome by making
the job cheaper. The grease lubrication system is working very well, which
it certainly would not do if the nipples were tucked away out of sight so
that their greasing was overlooked. It would be miraculous if there were
no inconsistencies, especially as a good number of actual regional parts
have been incorporated. The Author notes the example of the slide bar bolt
split pins
