Institution of Locomotive Engineers
Introduction
The Institution of Locomotive Engineers (I.Loco.E.) was an independent professional association and learned society headquartered in London, United Kingdom, that represented locomotive engineers from all over the UK and overseas between the years 1911 and 1969 when it merged with the Institution of Mechanical Engineers to become the Institution of Mechanical Engineers, Railway Division.
I.Loco.E.’s “Objects” were:
- The advancement of the science and practice of locomotive engineering by discussion, inquiry, research, experiment and other means, the diffusion of knowledge regarding locomotive engineering by means of lectures, publications, exchange of information and otherwise …..
- The establishment of district, branch or sectional societies, and local and other associations …
- The providing of legal assistance for the protection of the interests of the members ….
- The rendering of financial or other aid to the widows, wives, children, relatives or dependants … of persons who have been members.
The first of these is largely replicated in ASTT’s objectives as set out in its Articles of Association.
Origins
Railway engineering was at the forefront of the Industrial Revolution, and it was George Stephenson, the founder of steam rail traction, who, in 1847, became the founding president of the Institution of Mechanical Engineers. However, as the revolution progressed, the Institution developed so that by the 1890s, its membership represented many other interests beyond those of railways, with papers on locomotive engineering only occasionally being read and discussed. In the absence of an industry forum of their own, railway engineers and technicians began forming local, often company-based and often informal self-help groups such as the Swindon Mechanics’ Institute founded 1844.
In 1899 a more encompassing organisation called the Railway Club was formed, its membership being open to both engineers and laymen. Then in 1909, a break-away society was formed, calling itself the Stephenson Society, which devoted itself entirely to locomotive matters.
A further division developed between the “amateurs” who held a general interest in locomotives, and the “professionals” who were more technically-minded and who wanted an organisation that would help advance their knowledge. This resulted in a split early in 1911 between the Stephenson Society, which changed its name to ‘‘The Stephenson Locomotive Society”, and a new organisation which called itself “The Junior Institution of Locomotive Engineers”.
The inaugural meeting of the new Institution was held on 4th February 1911 under the presidency of J. H. Adams, Locomotive Superintendent of the former North Staffordshire Railway, while the Honorary Secretary was T. H. Baxter, and the Honorary Treasurer F. Burtt, both of the LB&SCR (London Brighton and South Coast Railway). Many of the original members of the Institution were also Brighton men.
In 1916, when the Institution received its Certificate of Incorporation from the Board of Trade, the word “junior” had been dropped from its title.
The Institution’s First Paper
The first Paper was read by J. P. Maitland from the LB&SCR on “French Locomotive Practice”, and a few months later a visit to France was arranged by Maitland so that members could see the locomotives that he had described in his paper.
Presidents and Office Holders
A listing of Presidents and Office Holders of I.Loco.E. between 1911 and 1960 can be found here.
Notable amongst its presidents were:
- R.E.L. Maunsell, 1916, then Chief Mechanical Engineer for the South Eastern and Chatham Railway and 1928 then CME of the Southern Railway);
- Nigel Gresley, 1926 and 1934, CME of the London & North Eastern Railway (knighted in 1938);
- William Stanier. 1936 & 1938, CME of the London Midland and Scottish Railway (knighted in 1943);
- Oliver Bulleid, 1939-1944, CME of the Southern Railway;
- R. A. Riddles, 1950, Member of the Railway Executive for Mechanical and Electrical Engineering;
- Roland Bond, 1953, Chief Officer (Locomotive Construction and Maintenance) at Railway Executive headquarters, subsequently becoming Chief Mechanical Engineer, British Railways Central Staff; and
- E.S Cox, 1957, Mechanical Engineer (Development) at the British Transport Commission, British Railways Central Staff, acting as deputy to the Chief Mechanical Engineer.
Changes resulting from the 1923 Grouping
The 1923 “Grouping” under the Railways Act 1921, which involved the amalgamation of around 120 small and medium-sized railways into the “Big Four” – viz. the Great Western Railway (GWR), Southern Railway (SR), London Midland and Scottish Railway (LMS) and the London & North Eastern Railway (LNER) – resulted in a dramatic reduction in the number of leading railway officials available to fill main offices of the Institution. Furthermore, those few had much greater responsibilities than formerly, so they had less time to devote to the Institution’s affairs. Perhaps this was reflected in the appointment as President for the 1925/26 Session, R. W. Reid who was the first president to represent the rolling stock side of railway activities (being carriage and wagon superintendent of the Midland Railway). [Note: R.W. Reid was the son of the better-known W.P. Reid, one-time Locomotive and Carriage Superintendent of the North British Railway.]
The Heyday of Steam
1927 saw Nigel Gresley, Chief Mechanical Engineer of the LNER, appointed president of the Institution. He was the first CME of the post-grouping railways to be so appointed. He was also the second, being reappointed seven years later in 1934. Thereafter the role was held by two other equally famous CMEs: William Stanier of the LMS in 1936 and 1938, and Oliver Bulleid of the Southern Railway who held the post through most of WW2.
In addition to its 1911 outing to France, the Institution organised other visits to inspect railways overseas. Several members, including Cecil J Allen and the then President William Stanier, visited Nazi Germany in 1936, and in 1958 a delegation visited Ireland to inspect Bulleid’s Turf Burner.
The Post-War Years
Following nationalisation of the railways in 1948, presidents of the Institution included R.A. Riddles, British Railways (BR) Chief Mechanical and Electrical Engineer in 1950; R.C. Bond, BR Chief Officer (Locomotive Construction and Maintenance) in 1953, and E.S Cox, BR Executive Officer (Design) in 1957. Membership numbers remained buoyant at least through to 1960 when 2238 members were registered, compared to 1860 in 1950.
Demise
The eradication of steam from British Railways in 1968 presaged the end of the Institution. Railway locomotive design departments and manufacturing facilities quickly disappeared from the responsibilities of individual or even national railway organisations, becoming instead the provenance of specialist companies. In this changed world, there was no longer a role for locomotive engineers of the old order, nor a need for them to congregate and share information under the auspices of their own institution. As a consequence, in 1969, the Institution of Locomotive Engineers was integrated into the Institution of Mechanical Engineers as its Railway Division.
The Last Paper presented to the Institution
The very last paper presented to the Institution – No 721, delivered in Manchester, England, in March 1969 – was presented by none other than Livio Dante Porta, who could claim to have been the last proponent of steam traction in commercial operation, and perhaps the last CME of a commercial railway operated by steam outside of China – namely the Rio Turbio Railway in Patagonia. His paper was titled “Steam locomotive development in Argentina — its contribution to the future of railway technology in the under-developed countries”.