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A LUBRICATION RAILWAY

A LUBRICATION RAILWAY swarming from end to end and the more that were killed by dogs and linesmen, the more came along, so the railway was destroyed by rodents. Good lubric­ ation made the railway possible and its greasy bite but the rats ate it! destroyed it. A contribution from C. J. Robb One of the most unique stories with a strong "Comparison of IP and ASTM Methods" lubrication flavour is that of the Kingstown and Dalkey Railway which functioned with apparent for Petroleum Products success in 1844. This was really an atmospheric rail­ The above is th e title of a supplement to the October way invented and then patented in 1840 by Samuel issue of the Journal of the Institute of Petroleum. In Clegg and Joseph Sands. The principle of this railway its introduction, this states "Some methods published propulsion was simple. A fifteen inch tube was by the ASTM and I P are identical . . . . many others anchored firmly between the lines and there was a correspond . . . . In addition to these, the I P and continuous running slot in the top of th e tube covered ASTM collections include a number of alternative with flats of well-greased leather secured in position procedures. . . . . At the present time there is no with iron clamping plates to the tube. Inside the extensive international co-operation in the field of tube there was a close fitting and well lubricated petroleum test method standardization . . . . accord­ piston, and this was connected to the draught coach ingly, D. C. T. Batten, Chairman of the Revisions of the train, so that when the piston was propelled Panel of th e I P Standardization Committee's Editorial inside the tube the train moved with it. The greased Sub-Committee, has prepared the following lists* and weighted leather flaps on the top of the slotted which, it is hoped, will be of value not only in the tube rendered it airtight from without. international petroleum field, but also to the labor­ An elementary knowledge of pneumatics and atory workers and to those concerned with the barometric pressures explains the principle of pro­ framing of specifications for petroleum products". pulsion, when we state that the air was drawn from We are quite certain that they will. the tube at the arrival end, or terminus of the train, The lists are quite comprehensive, giving remarks, and in consequence the atmospheric pressure behind in each case, on technical equivalence, differences, the piston propelled it a t great speed with the coupled- etc. There are five lists as follows : Equivalent and up train. Corresponding I P and ASTM Committee D-2 Method When the above railway was opened on the 29th (about 84 methods); List of similar methods by March, 1844, the train covered over 1¾ miles of stiff ASTM Committees other tha n D-2 (about 28 methods); gradient and sharp curves uphill to Dalkey in 3½ I P Methods for which there are ASTM alternatives minutes by air exhaustion in the tube. The whole (about 22 methods); I P Methods for which there are principle was made possible by grease air-seal and a no technically equivalent ASTM Methods (about 42); well-lubricated driving piston, without which it ASTM Committee D-2 Methods for which there are no would not have functioned at all. The Board of equivalent I P Methods (over 100 methods). Trade, who had granted £25,000 t o this typ e of railway were well-pleased with the result. It had every *Preprints of the lists may be obtained from the I.P., prospect of success, being simple and economical as price 8s. per set. compared with the heavy expensive steam loco­ motives and the strong railway to carry them. COUNCIL FOR D.S.I.R. The idea was adopted with success on the West London Railway and Brunei recommended it for the Three new members of th e Council for Scientific and London and Croydon line. It was also under con­ Industrial Research have been appointed : W. J. sideration for the Belfast and Holywood Railway. Carron (President of the Amalgamated Engineering The roller which rode on the driving arm of the piston Union), Dr. S. C. Curren, F.R.S. (Principal, Royal and smoothed down the leather after it, was also College of Science and Technology, Glasgow), and lubricated by dripping hot tallow and Russian oil Dr. C. Sykes, F.R.S. (Deputy Chairman and Managing delivered down a small bore tube for a heated lubric­ Director, Thos. Firth and John Brown Ltd.). ation fountain in the coach over it. They replace two members who have completed Another feature of this air-greased railway sys­ their term of office, L. T. Wright (Gen. Sec. Amalga­ tem was that curves could be sharper and the mated Weavers Assn.) and Dr. C. J . Smithells (post- drive was steady, thus avoiding the many accidents Chairman of Magnesium Elektrion Ltd.), and Prof. to which steam locomotion was prone. B . Bleaney, F.R.S., who has resigned on receiving a year's appointment at the University of Pittsburg. But, with all the high hopes, it was doomed to failure—another instance where "the best laid schemes The present constitution of the Research Council is: o' mice and men gang aft agley". The leather sealing Sir Harold Roxbee Cox (Chairman), L. H. Bedford, C.B.E., W. J. Carron, Prof. C. F. Carter, Dr. J. W. was difficult to maintain in an airtight condition, and again it was true witha'—the rats ate the Dalkey Cook, F.R.S., Frank Cousins, Dr. S. C. Curren, F.R.S., Railway. They gathered on the tasty lubricated G. B . R. Feilden, F.R.S., Prof. E . R. H. Jones, F.R.S., railway in their thousands, more than the "French­ Vice-Admiral Sir Frank Mason, K.C.B., Sir Harry man's dilemma about that ' big, monstare rat ! Vat Melville, K.C.B., F.R.S. , Prof. O. A. Saunders, F.R.S., is it dat he nibbel, nibbel at ?' ". The lino was Dr. C. Sykes, C.B.E., F.R.S., H. C. Tett. 40 Scientific LUBRICATION November, 1962 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Industrial Lubrication and Tribology Emerald Publishing

A LUBRICATION RAILWAY

Robb, C.J.
Industrial Lubrication and Tribology , Volume 14 (11): 1 – Nov 1, 1962
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0036-8792
DOI
10.1108/eb052708
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Abstract

swarming from end to end and the more that were killed by dogs and linesmen, the more came along, so the railway was destroyed by rodents. Good lubric­ ation made the railway possible and its greasy bite but the rats ate it! destroyed it. A contribution from C. J. Robb One of the most unique stories with a strong "Comparison of IP and ASTM Methods" lubrication flavour is that of the Kingstown and Dalkey Railway which functioned with apparent for Petroleum Products success in 1844. This was really an atmospheric rail­ The above is th e title of a supplement to the October way invented and then patented in 1840 by Samuel issue of the Journal of the Institute of Petroleum. In Clegg and Joseph Sands. The principle of this railway its introduction, this states "Some methods published propulsion was simple. A fifteen inch tube was by the ASTM and I P are identical . . . . many others anchored firmly between the lines and there was a correspond . . . . In addition to these, the I P and continuous running slot in the top of th e tube covered ASTM collections include a number of alternative with flats of well-greased leather secured in position procedures. . . . . At the present time there is no with iron clamping plates to the tube. Inside the extensive international co-operation in the field of tube there was a close fitting and well lubricated petroleum test method standardization . . . . accord­ piston, and this was connected to the draught coach ingly, D. C. T. Batten, Chairman of the Revisions of the train, so that when the piston was propelled Panel of th e I P Standardization Committee's Editorial inside the tube the train moved with it. The greased Sub-Committee, has prepared the following lists* and weighted leather flaps on the top of the slotted which, it is hoped, will be of value not only in the tube rendered it airtight from without. international petroleum field, but also to the labor­ An elementary knowledge of pneumatics and atory workers and to those concerned with the barometric pressures explains the principle of pro­ framing of specifications for petroleum products". pulsion, when we state that the air was drawn from We are quite certain that they will. the tube at the arrival end, or terminus of the train, The lists are quite comprehensive, giving remarks, and in consequence the atmospheric pressure behind in each case, on technical equivalence, differences, the piston propelled it a t great speed with the coupled- etc. There are five lists as follows : Equivalent and up train. Corresponding I P and ASTM Committee D-2 Method When the above railway was opened on the 29th (about 84 methods); List of similar methods by March, 1844, the train covered over 1¾ miles of stiff ASTM Committees other tha n D-2 (about 28 methods); gradient and sharp curves uphill to Dalkey in 3½ I P Methods for which there are ASTM alternatives minutes by air exhaustion in the tube. The whole (about 22 methods); I P Methods for which there are principle was made possible by grease air-seal and a no technically equivalent ASTM Methods (about 42); well-lubricated driving piston, without which it ASTM Committee D-2 Methods for which there are no would not have functioned at all. The Board of equivalent I P Methods (over 100 methods). Trade, who had granted £25,000 t o this typ e of railway were well-pleased with the result. It had every *Preprints of the lists may be obtained from the I.P., prospect of success, being simple and economical as price 8s. per set. compared with the heavy expensive steam loco­ motives and the strong railway to carry them. COUNCIL FOR D.S.I.R. The idea was adopted with success on the West London Railway and Brunei recommended it for the Three new members of th e Council for Scientific and London and Croydon line. It was also under con­ Industrial Research have been appointed : W. J. sideration for the Belfast and Holywood Railway. Carron (President of the Amalgamated Engineering The roller which rode on the driving arm of the piston Union), Dr. S. C. Curren, F.R.S. (Principal, Royal and smoothed down the leather after it, was also College of Science and Technology, Glasgow), and lubricated by dripping hot tallow and Russian oil Dr. C. Sykes, F.R.S. (Deputy Chairman and Managing delivered down a small bore tube for a heated lubric­ Director, Thos. Firth and John Brown Ltd.). ation fountain in the coach over it. They replace two members who have completed Another feature of this air-greased railway sys­ their term of office, L. T. Wright (Gen. Sec. Amalga­ tem was that curves could be sharper and the mated Weavers Assn.) and Dr. C. J . Smithells (post- drive was steady, thus avoiding the many accidents Chairman of Magnesium Elektrion Ltd.), and Prof. to which steam locomotion was prone. B . Bleaney, F.R.S., who has resigned on receiving a year's appointment at the University of Pittsburg. But, with all the high hopes, it was doomed to failure—another instance where "the best laid schemes The present constitution of the Research Council is: o' mice and men gang aft agley". The leather sealing Sir Harold Roxbee Cox (Chairman), L. H. Bedford, C.B.E., W. J. Carron, Prof. C. F. Carter, Dr. J. W. was difficult to maintain in an airtight condition, and again it was true witha'—the rats ate the Dalkey Cook, F.R.S., Frank Cousins, Dr. S. C. Curren, F.R.S., Railway. They gathered on the tasty lubricated G. B . R. Feilden, F.R.S., Prof. E . R. H. Jones, F.R.S., railway in their thousands, more than the "French­ Vice-Admiral Sir Frank Mason, K.C.B., Sir Harry man's dilemma about that ' big, monstare rat ! Vat Melville, K.C.B., F.R.S. , Prof. O. A. Saunders, F.R.S., is it dat he nibbel, nibbel at ?' ". The lino was Dr. C. Sykes, C.B.E., F.R.S., H. C. Tett. 40 Scientific LUBRICATION November, 1962

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Industrial Lubrication and Tribology – Emerald Publishing

Published: Nov 1, 1962

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