bluuebunny/crossref_metadata_2025_split huggingface dataset:
Paper 1: Survey of Auditory Hazards in Power Stations and Their Evaluation in Terms of Hearing Conservation
Authors: Acton W. I. , Coles R. R. A. 
Published: June 2010

Detailed noise surveys of twenty-one modern power stations indicated that the main sources were turbo-alternators and fuel pulverizing plant, with boiler feed pumps, fans of various types, and high-pressure steam valves and pipes as secondary sources. Furthermore, noise levels increased with increasing capacity of plant. The noise levels measured in certain locations in power stations exceeded recent hearing damage risk criteria and it is likely that, unless protected, exposed personnel will eventually suffer hearing damage. The exposed personnel may be divided into two groups: those such as fitters, cleaners, etc., who are only exposed intermittently and the unit control staff who are often exposed continuously for 8-hour periods for five days every week. The principal features of noise-induced hearing loss and of a hearing conservation programme are outlined. The first steps are reduction of noise at source and in transmission; in the situations described, provision of acoustically isolated control rooms is indicated. Where noise levels exceed the damage risk criterion, even for short intermittent exposures, ear protection is required; different types of ear protector, their advantages and disadvantages, and their effects on communications and on the hearing of other important sounds will be reviewed. In addition, a programme of hearing tests (monitoring audiometry) may be desirable.
Paper 9: Acoustically Induced Vibration
Authors: Clarkson B. L. 
Published: June 2010

High frequency, low-amplitude pressures in acoustic environments can cause significant vibration and there is the possibility of fatigue failures. This paper outlines the general theory of the vibration of structures in acoustic environments and indicates appropriate simplifications which may be made in some special cases. Applications to aircraft structures, tall buildings in atmospheric turbulence, and aircraft cabins are outlined. As an example, an aircraft structure excited by jet noise is considered in some detail. A simplification of the general theory is given and the results compared with experiments on several types of aircraft structure. A tentative design procedure is suggested.
Paper 2: Noise of Industrial Diesel Engines
Authors: Priede T. , Grover E. C. 
Published: June 2010

The characteristics and level of the noise emitted by stationary diesel engines of the type used in power houses are considered. With gas sources adequately silenced the spectrum of the noise of the automotive engine has a pronounced peak in the frequency range 1000–2000 c/s whereas the larger stationary engine shows a peak at a much lower frequency. Most notable among the constructional differences are the exposed flywheel and in many cases panelled crankcase; the significance of these design features is discussed. The authors have attempted to isolate the various noise sources: combustion and mechanical (particularly piston slap). The contributions to the total noise of the individual outer surfaces, such as crankcase frame, flywheel, cylinder head and various covers and panels, are also discussed in detail.
Paper 11: Origins of Rotary Positive Displacement Blower Noise
Authors: Priede T. 
Published: June 2010

Rotary positive displacement blowers (Roots type) are widely used for two-stroke cycle diesel engines. The inlet noise varies from about 100 to 150 dB over its operating range and thus, even with the predominant source of noise from the engine, very little of the delivery noise is emitted. An investigation into the origins of the inlet noise was carried out by the author on a number of commercially available blowers of different design and size, ranging from 0mD03 ft3 /rev swept volume to 3 ft3 /rev swept volume. A detailed study of the origins of the noise was made on a small two-lobe experimental blower. The two end casings were fitted into circular locating grooves cut in the end plates. These side casings could be removed or their position varied.
Paper 5: Noise Reduction in the Circulating Water Pumphouse at Blyth ‘B’ Power Station
Authors: Acton W. I. , Bull T. W. , Hore R. A. , Schwarz K. K. 
Published: June 2010

The noise produced by the circulating water pump motors at Blyth ‘B’ power station contained a pure tone and this led to complaints both from the public and from the plant attendants. It was established that the noise was principally magnetic in origin, attributable to an unfavourable combination of numbers of stator and rotor slots, and the noise level was reduced by modifying the design of the rotor to obtain a better slot ratio. The noise level was still undesirably high, however, and an experimental silencer for the cooling air inlets and outlets was designed and a mock-up constructed of timber, hardboard, and mineral wool slab. These combined measures reduced the noise inside the pumphouse to well within the ISO noise rating number 85, which has been taken as the hearing damage risk criterion, and abated the public annoyance outside the pumphouse. This paper describes the basic origin of magnetic noise in squirrel-cage motors and methods for controlling noise levels both by design of motor and silencers within the limits set by electrical and economic design parameters.
Paper 3: Noise in Transformers
Authors: Wilkins J. T. 
Published: June 2010

Transformer noise is caused almost entirely by vibrations of the iron circuit. The means by which vibrations are generated are discussed, together with factors affecting their magnitude. The transmission path from the iron circuit to the transformer tank wall is examined and modes of resonance and methods of increasing the attenuation along this path are discussed. External devices for attenuating noise are described, together with methods for finding the required attenuation for particular site conditions.
Paper 1: A Sensitive Manikin for Evaluating Seat Comfort
Authors: Cooper F. D. , Hall L. 
Published: June 2010

To supplement subjective appraisal to determine the degree of comfort provided by an automobile seat, there was an increasing need for an instrument capable of quantitatively measuring pressures between the occupant and the seat. The method used to determine, initially, the optimum pressure distribution by subjective road tests on a specially constructed seat is described. The S.A.E. manikin, being adjustable and possessing its own measuring devices in addition to simulating the human being for size, weight, and proportions, was the obvious choice for use as a basis for the new tool. Mechanical load cells fitted with strain gauges were used successfully for measuring pressures between the occupant and the seat and, therefore, proved acceptable for attachment to the relevant area of the manikin. The display of the results was initially achieved by the construction of isograms, but although visually effective it was too time-consuming. By using results obtained in this manner from nearly thirty complete seat tests, it was possible to compile a computer programme, the output sheets of which conveyed to the seating engineer full information which enabled him to decide whether a seat was acceptable or not and, if not, in which particular areas to consider modifications.
Paper 6: Visibility from the Driver's Seat: The Conspicuousness of Vehicles, Lights and Signals
Authors: Moore R. L. , Smith H. P. Ruffell 
Published: June 2010

The importance of good visibility of the road scene is discussed in relation to ( a) visibility from the driver's seat, and ( b) how clearly vehicles, rear lights, and signalling lights can be seen. Suggestions are made for additional arrangements of lights to assist in fog and in following in queue conditions. Methods by which direction indicator lamps could be made more efficient are noted. It is concluded that, in the design of a vehicle, there is a need to study the conflicts that arise between good visibility and other safety factors.
Paper 2: Statutory Quantitative Control of Packaged Commodities
Authors: Metcalfe T. J. 
Published: June 2010

The meaning of ‘trade’, i.e. transferring or rendering of money's worth in consideration of money, the entitlement of the purchaser of goods to receive true weight and just measure and consideration of the importance of quantity control to the packer are discussed. The legal responsibilities of packers of merchandise, historical and contemporary, are explained and the questions of whether the Weights and Measures Act 1963 oppresses the packer who appreciates the fundamentals of business economics, requires higher standards of quantitative accuracy than heretofore, and favours the consumer at the expense of the packer and/or the distributor are considered. The performance factors of automatic weighing and measuring devices, measuring to determine weight and vice versa, weight representation dependent on the count per unit mass, checkweighing and the fundamentals of dependency are all discussed. The role of the Inspector of Weights and Measures with reference to the mechanics of commodity quantitative control is discussed: where to check, how often, and to what extent. Valuation is made of the results of checking. Consideration is also given to the liabilities of, and defences available to, traders and whether or not deficiency tolerances should be laid down.
Paper 5: Check Weighing: A Review of the Weight Control Problem and its Solution
Authors: Walton D. 
Published: June 2010

Producers of consumer products are increasingly turning their attention to the use of automatic machinery for filling, wrapping, and packing operations under the stimulus of improving productivity and of planning for reduced availability of labour. To an extent progress is hampered by demands made by the recent Weights and Measures legislation which has extended the area in which certain legal requirements regarding packed weight must be observed. One immediate effect has been to make packers more aware of limitations in present filling and checkweighing equipment and of the need, in some cases, for further development of more accurate high speed equipment if legislation is to be met economically. Such equipment takes time to develop, particularly when it must be of approved design. The development of automatic checkweighing machines has had a chequered career but a number of approved models are now available. Such machines can be used successfully in weight-control schemes designed to protect the packer from producing underweights and, where possible, to prevent excessive over-pack. However, the installation of a checkweighing machine does not automatically guarantee success. The paper reviews some of the problems involved and discusses in some detail factors—such as weight distribution from filling machines—which have to be considered in determining where and how automatic checkweighers can be usefully applied. A brief review of some of the more recent developments is included.
Paper 6: Development of Faster Net Weighing Techniques to Match Higher Packaging Machine Speeds
Authors: Plumbly R. H. 
Published: June 2010

The paper covers the development of net weighing of granulated sugar for small packets during the last forty years. Reference is made to the weighing of icing sugar where it is relevant. The main influences have been: (1) Large increases in the proportion of prepacked sugar, compared with total sales to the domestic market. (2) Continual advances in the speeds of packing machines. (3) Company policy to maintain the highest possible weight standards. In pre-war days, automatic net weighing machines were available which gave the required accuracy at a speed under 15 weighings per minute. During the next twenty years the advances in weigher speed were slight in comparison with the speeds obtainable on the packaging machines. The result was that larger and larger numbers of weighers were needed to feed one packaging machine, thus increasing the problems of putting the sugar into the packet. The development of an electronic net weighing machine has restored the balance. In the late 1920's four compound beam weighers fed a 50 packets per minute filling and sealing machine; now four electronic weighers feed a 240 packets per minute unit, with similar weight accuracy.
Paper 9: History and Development of Flexible Packaging
Authors: Finnen A. M. 
Published: June 2010

This paper deals essentially with flexible wrapping materials and their performance on packaging machinery. The emphasis throughout is on the packaging media but the demands made on them by machines are given prominence. The basic principles of the main types of machine are enunciated and illustrated with simple flow diagrams. These show the passage of the wrapping material through the machine and the text isolates the different sections and the wrapping problems involved. For example, the feeding, forming and closure sections of a machine are examined and such properties as slip, tensile strength, elongation and heat-sealability of wrapping materials are considered in relation to them. The paper opens with an historical survey of packaging, packaging materials and packaging machinery. The economic trends which shaped the packaging industry are presented and general developments in packaging materials and machines are traced from the turn of the century. Some comments on the functions of packaging and its part in the industrial scene are made. The packaging media covered include paper, cellulose films, aluminium foils, plastic films and the main forms and combinations of them. The production, properties and uses of these materials are outlined but the main emphasis, as stated above, is on their machinability. Current developments in wrapping materials and machine principles are discussed and some effort is made to forecast trends in flexible packaging generally.
Paper 4: Electrification of the London Midland Main Line from Euston
Authors: Emerson A. H. 
Published: June 2010

The paper describes the lines on the London Midland Region of British Railways now electrified at 25 kV, 50-cycles, single-phase a.c. After discussing the commercial and other factors affecting the decision to electrify, the equipment is briefly described, followed by a more detailed account of the planning and execution of the installation work and the creation of the maintenance organization. The difficulties which have arisen with the equipment and the way in which they have been overcome or are being tackled are then described. The paper concludes by discussing factors which may influence the prospects of future a.c. electrification in this country.
Paper 9: Technical Limitations of Conventional Railways
Authors: Sykes W. J. A. 
Published: June 2010

The running of passenger trains in regular service at speeds up to 100 mile/h is now of common occurrence on a number of railway systems. Above this speed it is necessary to use specially prepared tracks maintained to the highest possible standards at very considerable cost in terms of money, special equipment and time. It is possible to identify three broad classes of modern high-speed railway: (1) where the occasional high-speed train runs in between lower speed services; (2) where the best has been done with an existing railway to make it suitable for a high-speed train service; and (3) specially constructed lines. In all cases there are certain limitations on the acceleration effects to which the passenger may be subjected. Stopping from the highest speeds requires braking distances such that current ideas and requirements on emergency braking become meaningless. High standards of mental and physical soundness are required of drivers: even so, the driver's reaction to lineside signals is too slow, and external control of train speed by lineside detection systems will be required, linked inductively to regulating equipment on the train. Provided that a suitable line of route is available there appears at present to be no precise engineering limitation to the attainment of the highest speeds on rail which will intervene before a cost ceiling is reached at which further increases cannot be justified. There may also be a limit to the rate at which passengers can contemplate changes of scenery.
Paper 1: Mechanical Handling of Freight Traffic
Authors: Wilcock H. 
Published: June 2010

This paper refers to the wide range of commodities now carried by the railways and deals in particular with those handling problems which require consideration. The development of bulk handling in trains of largest size and operating between fixed points has permitted considerable advance in modern handling techniques, particularly in loading and unloading of the materials carried. Bulk transport of cars and car bodies is also extending rapidly. The alternative methods of handling containers and the problems facing the railways in catering for home transport and yet being compatible with other forms of transport are referred to. European and world practices in the field of ‘containerization’ are included, and the paper is illustrated with a number of photographs and drawings.
Paper 8: Principles and Practice of Train Performance Applied to London Transport's Victoria Line
Authors: Catling D. T. 
Published: June 2010

This paper describes how London Transport endeavours to evaluate the optimum train performance characteristics necessary to meet the peak service requirements for a given line at minimum total cost to itself and hence to the passenger. The basic factors affecting train performance on a subway system are outlined, and the practical limits to the attainment of ideal performance are described in detail, with particular reference to maximum acceleration, and the high additional energy costs of increasing maximum speed to save time on short runs. A detailed examination is then made for the Victoria Line service, using a digital computer to assess the net effects on capital and running costs of progressively increasing the proportion of motored axles on the Victoria Line trains, and determining whether the consequent improvements in performance are sufficient to operate the same service with fewer trains. It is concluded that for present London Transport conditions the proportion of driving axles cannot be increased beyond the present figure of 50 per cent without increasing total costs, and this is of considerable interest to London Transport in relation to the more heavily motored formations favoured by many Continental and American subways. It is shown that appreciable energy savings can be realized on the Victoria Line by the use of the coasting control feature of the Automatic Train Operation scheme and by the incorporation of the ‘hump station’ principle first used on the Central London Tube in 1900. A comparison is made of the merits of using the hump station principle on a hypothetical new tube line and/or increasing the proportion of driving axles, and it is concluded that the use of even a limited degree of gravity assistance will enable both rolling stock and energy to be saved for a given service, with no increase in the proportion of motored axles.
Paper 6: Application of the Linear Induction Motor to High-Speed Transport
Authors: Barwell F. T. , Laithwaite E. R. 
Published: June 2010

High-speed ground transport (150 m/s) to be effective over limited distances also requires high acceleration. Were the power required to overcome air resistance and achieve adequate acceleration provided by conventional means, bulk and mass would be excessive. The linear induction motor offers considerable advantage at high speeds, it is not limited by centrifugal force and is independent of adhesion. A high overhead rating is possible as heat is left behind in the reaction rail. Output of a double-sided machine may be expected to reach 7 lb/in2 (44 500 N/m2) of effective pole face and the system is equally effective in braking. The principle of operation is described. To be efficient the current which is ‘in phase’ with the applied voltage must be made as large as possible compared with the magnetizing current, operation must be at low values of slip and the surface speed of the travelling field should be high. Thus a quantity known as the ‘goodness’ of a machine may be described by the expression where μ0 is permeability of free space; ρr is surface resistivity of rotor; p, pole pitch; g, total effective air gap in the magnetic circuit; and Vs is surface speed of travelling field = synchronous speed of vehicle. Because of the simplicity of the construction, g is necessarily larger than would be the case for a conventional machine and ρr is less favourable. However, these can be compensated for by increasing p with a suitable adjustment of frequency and the effect of the term Vs is such that the linear motor becomes better the higher the speed at which it is required to operate. Tests on a linear motor at Gorton are described and some of the mechanical problems of applying linear propulsion to railways are discussed.
Paper 10: Crankshaft Forging: An Evaluation of Continuous Grain Flow
Authors: Hunt R. J. H. , Russell J. E. 
Published: June 2010

Crankshaft manufacture has always demanded the combination of a high degree of practical skill with technical knowledge. The first part of this paper deals with the actual practice of forging. It describes the changes in technique which have taken place to meet the amended requirements of designers. The production of crankshaft forgings by the Continuous Grain Flow (C.G.F.) process is described and comparison is made with similar forgings made by other methods. The second part deals with the metallurgical problems associated with crankshaft production, showing why Continuous Grain Flow crankshafts are superior. It includes a description of the test programme undertaken by the British Internal Combustion Engine Research Institute which attempts to evaluate this superiority and gives some of the results obtained from this test programme.
Paper 8: Torsional Oscillations in Distributor Fuel Injection Pump Drives
Authors: Glikin P. E. 
Published: June 2010

Torsional oscillations generally occur in the drive to a fuel injection pump and, depending on the drive arrangement and the conditions of operation, the maximum dynamic torque in the drive can be considerably in excess of the pumping torque. It is necessary to allow for this effect in the design of the engine, drive, and pump components. In this paper the methods of measuring the dynamic torque in the drive shaft and the instantaneous acceleration of the rotor of a distributor pump are described. Results of tests on two typical drive arrrangements, both on an engine and on a test machine, are then shown. A theoretical study is made of the drive system with backlash, and the results are compared with experimental values. It is shown that backlash in the drive can lead to high instantaneous torques and large torque reversals. A design of drive which eliminates backlash is described, and tests carried out on it confirm that the expected improvement is obtained.