'ti ^ ) f . J I. I 2 &$7f 4 1 iftiB 842 LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. IV o. 903.* THE LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. BY STORM BULL, MADISON, WIS. (Member of the Society.) 1. Having- been a member of the international jury of awards at the last exhibition at Paris, and having spent, as such, some two months and a half there last summer, it was thought by an officer of our Society that I could furnish a review of the transportation exhibits for its Transactions , notwithstanding the fact that I was not a judge in the line of railway exhibits, nor can lay claim to a special competency in that line. I desire also to state at this place, that if I had known during my stay at Paris that I should be called upon to write a paper upon this subject, I should have taken pains to collect material for it over there, especially in the line of illustra- tions. As it is, I have to be satisfied with the illustrations which I have been able to gather from various sources. I desire also to state that I have limited my paper to locomotives, and, therefore, do not include such subjects as cars, automobiles, and bicycles, which all properly belong to the transportation ex- hibits. Each of these subjects should be treated in a separate paper, and there is no question that, especially with respect to automobiles, the last exhibition at Paris contained such a vast amount of interest- ing material that it is a pity that the Transactions of the Society should not contain a review of the status of this new line in the methods of transportation at the close of the nineteenth century. 2. The railway exhibits were nearly all installed at the annex of the exhibition at Vincennes. A number of the large railway com- panies in Europe, and especially of France, had exhibits at the main building of the Champ de Mars, but these consisted principally of photographs, drawings, and statistical documents. The only loco- * Presented at the Milwaukee meeting (May, 1901) of the American Society of Mechanical Engineers, and forming part of Volume XXII. of the Transactions 'blip L LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. 843 motive outside of Vincennes was one exhibited by Schneider & Cie., of Creuzot, France, at their large pavilion on the bank of the Seine near the Champ de Mars. A special building had been erected at Vincennes to house the locomotives and cars exhibited. It consisted of ten sheds built next to each other and containing each two tracks, the total length of tracks being about 11,000 feet. The building was very light and airy, the only objection to it being that in stormy weather rain would occasionally find its way through the skylights, to the great detri- ment of the polished machinery. The space had been distributed among the various nations after a protracted fight, and I am sorry that I have to state that the United States had made a poorer use of the allotted space than any other nation, probably because of the failure of parties who had promised to exhibit. Compared with the immense importance played by the railway companies and by the manufacturing interests in this line in the United States, our part in the transportation exhibits was lamentably small. This is greatly to be regretted, as without question there are few lines in which, according to universal opinion, we show such superiority over Euro- pean nations. It is also a fact that one of the branches of the exhi- bition at Chicago in 1893 which impressed the foreign visitors most vividly was our transportation exhibits, and this was also very ap- parent from the exhibits of several continental nations at Vin- cennes. One could not help noticing that American ideas had been made use of in a great many ways, and from conversation with interested parties it was soon learned that the Chicago Exhibition was responsible for a large share of the changes noticed. I think it was a very common opinion of European visitors to the Paris Exhibition that it was not very striking in the line of trans- portation exhibits, and this again is explained by the same fact that they compared the transportation exhibits from the United States at Paris with those at Chicago, where the European visitors had re- ceived such a strong impression of the superiority of our railway appliances in general. But, on the other hand, if the exhibition was not very striking, it was both very large and fine. That it was large will be realized at once from the fact that it contained 66 different locomotives and 165 cars of various kinds. The space al- lotted — especially to France and Germany — was very crowded, and I was informed that both countries had to refuse interesting exhibits because of lack of space, which might easily have been supplied by both the United States and Russia, the two nations which, it 844 LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900 . was very apparent, on all occasions received the highest favors from the French — both officially and unofficially. 3. Before passing on to the subject of this paper, it is, perhaps, proper first to state that it was very unfortunate that it was found necessary to locate the transportation exhibits at Vincennes — some seven miles from the main part of the exhibition. From the statis- tics of the entries to the exhibition it is plain to see that not one- tenth of the whole number of visitors ever came to Vincennes, the reason being principally that the distance was so great that it took about an hour and a half to go from Champ de Mars to Vincennes; and then if a visitor managed to get to the park of Vincennes, it was even then quite difficult to find the various exhibits located there, the part of the park set apart for exhibition purposes being very large, and with its winding paths giving one the impression of a labyrinth, in which it was quite difficult to go from one build- ing to the next. It is not to be wondered at, therefore, that all exhibitors who had to place their exhibits at Vincennes complained bitterly, and the only excuse for the authorities responsible for this state of affairs must be sought in the fact that the call for space was so much larger than anticipated, so that it was impossible to find room for all at the main exhibition grounds. To an American there were certainly a great many new and un- usual things to see among the exhibits at Vincennes. European practice, both in locomotive and car building, is so very different from that in the United States, and as more than nine-tenths of the exhibits were of European origin, the large array of engines and cars certainly presented an unusual appearance. But there were also quite a few novelties in design, and it is my opinion that several of these really were decided improvements over the ordinary types. However, the first strong impression an American visitor would get by viewing the European locomotives was that their size had been very greatly increased in the last few years. Persons who had been familiar in the past with European engines knew that these had always been very much smaller than those in the United States — that in fact they looked like dwarfs compared with the latter. But at Vincennes a large number of those exhibited could very well be compared with our own as to size and capacity. This is espe- cially true with reference to passenger engines, the large size of these having become a necessity because of the high speed and great weight of a number of express trains now being run in various coun- tries, especially in France, Great Britain, and Germany. Even LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. 845 Russia exhibited some very large engines, one especially which, if I am not mistaken, was the largest of the whole exhibition, with the exception of the one exhibited by the Creuzot Works at the Champ de Mars. Another feature which one could not help notice at once was that fully one-half of all the locomotives exhibited were compound. It is probably also true that about half of all the engines built now on the continent of Europe are compounds, so that the exhibition gave a true picture of this industry. In this respect I think that they are ahead of us, as, although some railroads in this country are get- ting quite a good many compounds, in the majority of cases it seems that an ultra-conservatism keeps us back. This statement assumes, of course, that the compound locomotive is an advance over the single expansion one, and this opinion is now backed by nearly all competent authorities in Europe, possibly outside of Great Britain. The statement ought, however, to be qualified to this extent, at any rate, that it does not apply to all kinds of service, but certainly to all through trains. There were compound engines shown of every conceivable design and combination; with two, three, and four cylinders, and these arranged like the Yauclain, or two inside and the two others outside the frame ; or again, as on a Russian engine, tandem fashion outside the frame. On the French compounds the de Glehn system seemed almost universally in use. In this the high-pressure cylinders are placed outside of the frame, somewhat behind the smoke-box, whereas the low-pressure cylinders are placed inside the frame and directly below the smoke-box, and they are coupled with a different pair of driving wheels from that to which the high-pressure cylinders are coupled. This system was, as is well known, first adopted by the Northern Railway of France, but has since been introduced into all of the French railway com- panies, including those belonging to the state, and it is the universal opinion that these engines are doing excellent service. Engines of this kind are now pulling the fastest long-distance train in the world — the fast express between Paris and Bayonne, in southern France. As a matter of fact, it may be stated that nearly all the fast trains in France are at the present time being pulled by com- pound engines. The objection which has been advanced by so many in this country against the compound locomotive — that it costs so much to keep it in repair — has certainly been overcome by the continental designs, as is proven by the records of these engines during the last few years. 846 LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. As is well known, the valve gears on nearly all continental engines are placed outside the frame, at least where the cylinders are placed outside the frame. This was also the case with the en- gines exhibited at Vincennes. This peculiarity is, presumably, due to the fact that continental designers almost always use the Wal- schaert valve motion, for which it is almost necessary to be next to the crosshead. This universal use of this valve motion is rather striking in view of the fact that it has, to a great extent, replaced the Stephenson motion, although this never was in such a universal use as it is here in the United States. There is no doubt that the placing of all these levers and links which are necessary for the Walschaert motion outside of the frame and drivers makes them very liable to injury when the smallest accident occurs. On the other hand, the designers insist that they can get better results as to steam distribution with it than with the Stephenson motion, and all these polished levers, cranks, and links in plain sight cer- tainly look very pretty. The contrast to this arrangement is, as is well known, found in the English locomotives, where everything is concealed bdhind the frames. Some engines of this type were also exhibited by other countries — notably from Switzerland — but taking it altogether it seems that this is destined to remain the peculiarly English type. It might, perhaps, be appropriate to state at this place that the English exhibit in this line was rather better than in almost all other directions, the exhibit of England being in general, as is well known, very poor, so that even its rail- way exhibit did not come up to what one had the right to expect from a country like England, - which in times past has supplied so many countries of the globe with locomotives and cars. England exhibited only five engines, all of which, however, were very fine- looking specimens, and of which only one was a compound of the Webb type. In this respect it seems that England is very conserva- tive as compared wit^L continental nations. It could not help being noticed that even England exhibited only one single-coupled en- gine, whereas only a few years ago nearly all their engines for fast passenger service were of this type, just as in France this type seems to have been abandoned in favor of the four-coupled engine. If I remember correctly, there was but that one engine with one driving axle exhibited, so that it is very plain that in this respect our practice of having four-coupled driving wheels for our passenger engines has won over the whole line. It ought, perhaps, to be stated that the sudden and rapid introduction of this type into E ranee is, to LOCOMOTIVE EXHIBITS AT THE TARIS EXHIBITION OF 1900. 847 a great extent, due to the fact that the de Glehn compound has be- come the standard for all heavy and fast passenger service in that country, and for this type of compound engines two driving axles are, as is well known, a necessity. Nearly all the engines exhibited presented a very tasty appear- ance. Presumably, most of them had been built and finished spe- cially for the exhibition, and this. may, to a certain degree, account for the uniformly high finish of nearly all engines shown. However, there was a good deal of difference also in this respect between the various exhibits, and it is the writer’s opinion that in the line of locomotives, perhaps as much as in the line of steam engines, the finish of the Swiss locomotives, those shown by the Winterthur Locomotiven Eabrik had the most beautiful finish of any shown at the exhibition. The writer has heard people speak with a kind of contempt of this “ watch finish,” as they call it, and he has also seen the same in print. But, nevertheless, he cannot help but admire it. As he has stated in another paper, such finish does not make the engine essentially better, but it looks better, and if such finish can help the sale of an engine it certainly should be put on. The argument is of course that the engines shown at Vincennes had been finished much better than the ordinary engines built. This is, as stated before, no doubt true to a certain extent, but the fact re- mains the same, nevertheless, that the best European engines are better finished than the best from the United States as they are both built in ordinary practice. Some people have imagined that the finish consists simply in leaving more of the parts bright and not painted. This is, at any rate, not the opinion of the writer. A certain number of parts must of necessity be left bright, and the difference in finish will at once be apparent from the different de- gree of smoothness of the surfaces. But, in addition, a difference in finish will perhaps be even more apparent from the degree of smoothness of the painted surfaces both of the stationary and mov- ing parts, and anybody who at all examined the locomotive exhibits at Vincennes could not help noticing the beautiful smooth surface of the painted parts of a good many of the European locomotives, and, as I must say to my great regret, in contrast with those exhibited from the United States, these latter being in every other respect fully the equal of the former. It would not, perhaps, be policy to men- tion these facts here, except for the reason that also in other lines of machinery the exhibition showed that we did not put as much work on our machines for finish as most of the foreigners do, and 848 LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION CF 1900. as they seem to demand over there, and because of this it seems to the writer that one of the lessons which we should try to learn from the last exhibition is that, if we desire to increase our export trade in machinery in general, we should try to finish the products in several lines — not in all — better than we do at present. The writer has heard this from disinterested persons from various na- tions at P aris last summer, and he feels it his duty to repeat it here. The number of locomotives exhibited was, as stated before, 66, the number contributed by the various countries being as follows : Prance, 16; Germany, 14; Austria, 6; Belgium, 6; Switzerland, 5; Russia, 5; Great Britain, 5; Hungary, 3; Italy, 3; and the United States, 3. Of these locomotives there were 57 for standard gauge and 9 for narrow gauge of various widths. Of the 57 locomotives for standard gauge there were 32 for express service, 3 for ordinary passenger service, 11 freight locomotives, 10 tank locomotives, and 1 for mountain service for rack railway. Of the narrow-gauge locomotives 7 were tank locomotives and the other 2 were provided with separate tenders. There were in all 34 compound locomotives, or 1 more than half of the total number exhibited. Of these only 1 was for narrow gauge, 17 of the compounds had four cylinders, and 14 of these again were designed for fast passenger service, the 3 others for freight service. There was 1 compound with 3 cylinders, this one being designed for ordinary passenger service. There were 15 compound locomotives with 2 cylinders, of which 7 were to be used for express service, 2 for ordinary passenger service, 5 for freight trains, and 1 was a tank locomotive. Twenty-one of the locomotives had four-coupled wheels and had, besides, 2 other axles, 18 of these 21 being destined for express ser- vice. It will be noticed from this that this type of engine, which as now so very popular in this country for passenger service, is also becoming the prevailing type in Europe. 4. The principal dimensions and weights of the locomotives exhibited will be clearly seen from the following table as well as from the schematic outline sketches of the various engines ex- hibited, both tables and illustrations being mostly taken from the Zeitschrift des Vereins Dcutscher Ingenieure (Figs. 311 to 316). It will be very apparent, from an inspection of both plates and illustra- tions, that a great many types were represented, but it should be stated at once that as a whole the exhibition gave a correct idea of the types of locomotives which are being built at the present day in LIBRARY OF THE UNIVERSITY Of ILLINOIS American Soci Mechanical Engineers, Vol. XXII. Storm Bull. -• Frana - Siidbahn Schneider & Co. too^ 150 X^: r 5 SOS Fig. 311 UBRWrt Transactions American Society or Mechanical Engineers, Vol. XXII. Storm Boll. IS. and 13b. Soc. de Constr. de Babgnolles und Dyle & Bacalan 15, Paris-Orlians-Bahn Soc. Fran?, de Constr. m6c. Id. Franz. Ostbahn Bahnwerkst. in Epemay » Fig. 312. libu .Mir 0F tlNIVERSiry OF ILLINOIS ACTIONS AMERICA Mki 11AMOAL ENGINEERS, Vo... XXII. 23. Baldwin-Werke 22. Baldwin-Werke London & North Western R. Bahnwe.rkst. in Crewe V ^ r" so 4 ' K7e 1*53- +' 1676 - 4 -'35S - -yr -733S •* -2972 4- - - 2197 - - 4. - -1329 - ^ 00 3 ^ (. 5WS 4 .. ,. e „ A Fig. 318. —jfcawM librae \ Transactions American Society of Mechanical Enoineerb, Vol. XXII. Storm Bull, 34 a. S. A. de St. Leonard 40. Masch.-Fabrik d. Oest.-Ung. Stftatseisenb.*G. 35. S. A. des At. de Constr. de la Meuse 30. Masch.-Fabrik d. Oost.-ITng. Stnatseisenb.-G. Fig. 314. LiBiinur MlVEmY 0F E ILUN0IS Transactions American Society op Mechanical Engineers, Vol. XXII. Storm Boli 52. A. Borsig Fig. 811 LIBRARY OF TOE UNIVERSITY OF ILLINOIS Transactions American Society ok Mechanical Engineers, Vol. XXII. C4. Soc. Ifcal. Ernesto Breda Fig. SI 6. LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. 849 the various countries, and not of the present equipment of the various railways. This was especially true of France, Germany, Austria, Hungary, and Switzerland, and to a certain extent also of Russia, which surprised everybody with its exhibit. The design of the loco- motives of this last-named country was really original in a great many ways, and although it seemed to the writer that somewhat too much extra finish and bright paint had been put on for exhibition purposes, the workmanship seemed very good. In passing, it might also be noted that Russia exhibited the largest locomotives with the exception of the one shown by Creuzot at Champ de Mars. It was quite surprising that Russia should have made such a good showing in this line, as it must be remembered that the width of the gauge is different in Russia from that in the remainder of Europe, necessitating special axles, and because in several cases it was found necessary to take the locomotives to pieces on account of the differ- ence in the profile of the Russian railways. The German exhibition was, taken as a whole, perhaps the most instructive of all — 14 locomotives, all of different design and made for different purposes. In this connection it might be mentioned that the nine German exhibitors arranged among themselves be- forehand what each individual firm was to exhibit, and this for the purpose of showing as large and as good a selection of German locomotives in Paris as possible, in which object they certainly were very successful. France, naturally enough, showed the largest number of locomo- tives; but the variety was not as great as in the case of Germany. However, a number of very fine specimens were shown, and the exhibition gave a very excellent idea of the new equipment of the French railways. The Belgian exhibition was quite a disappointment to most visi- tors, because the 6 locomotives exhibited were all, with one excep- tion, built after English models, whereas the new equipment of the Belgian railways in general is quite different, this being especially true of the locomotives for heavy passenger service, of which, how- ever, there was only one shown. The workmanship was good, but, as stated, there was nothing new or original in any of the locomo- tives shown. Great Britain exhibited 5 express locomotives — all of them of the purest English type. Nothing further needs to be said about these except that the finish on these engines was altogether overdone; nickel-plated couplers and buffers, polished springs and bearings, 850 LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. etc., etc., may perhaps impress the ignorant public, but to the engi- neer it looks more or less like a show. Switzerland has only one factory for locomotives, but this factory exhibited no less than 5 engines, all of different size and type, and showing both excellent design and workmanship. Everybody who saw these locomotives could not help but admire the taste and neat- ness shown in the decoration and finish. A number of the locomotives exhibited at Paris have been se- lected by the writer for further and more detailed illustration. Some of these have been selected because they represent the best and newest standard in European practice; others, again, because they distinguish themselves by originality of design, going so far even in some instances as to become almost “ freaks.” In addition to these, the three Baldwin engines shown at Paris are illustrated, although these engines hardly come under either of the above cate- gories. I am indebted to the Baldwin Locomotive Works for the photographs from which these illustrations are taken; the others have been taken from either the London 'Engineer or Engineering , to whom the writer desires to express his obligations. 5. The first locomotive illustrated in detail is a four-cylinder compound, made for the Northern Railway of France by the Societe Alsacienne de Belfort (Figs. 317 to 321). It is built on the de Glehn system, M. de Glehn being the director of the Societe Alsacienne. As has already been pointed out, this style of engine has now become the standard for heavy and fast passenger trains on all the seven rail- way companies of France. The railway company really exhibited two of these engines, one of which, however, was not at Vincennes, but was used for making experimental runs principally between Paris and Calais. The performances of this latter engine were truly remarkable and have created a great deal of well-deserved attention. The country through which the road runs is not level; on the con- trary, there are a number of grades, some of them quite heavy and very long. On a continuous grade of 1 in 125 and 8 miles long this engine pulled a train weighing 300 tons — exclusive of engine and tender — at a speed which never was less than 52.2 miles per hour; another, not quite so heavy grade, 26 miles in length, was begun with a speed of 3 miles per hour; the speed rapidly rose to 40, 50, 60, and 62.5 miles per hour, which latter speed was maintained for the larger part of the grade and to the summit. Hauling a train weighing 405 tons, this engine made 81J miles in 794 minutes; and with 340 tons behind the tender the time was 73 minutes, and with Transactions American Society of Mechanicat, Engineers, Vol. XXII, Storm Bci.l iA; 4 __ - _ EiiijuiUejiienl* fatale. 4a -ivtuHL •_ s* UBRAity m w “-mis Transactions American Society op Mechanical Engineers, Vol. XXII. Storm Boll. Fig. 347. LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. 875 the one which was provided with two auxiliary cylinders coupled to two auxiliary wheels. The engine was otherwise a two-cylinder compound with four driving wheels. The auxiliary cylinders are, as will be seen from the illustrations, placed to the very front, and the auxiliary wheels are placed between the wheels of the front truck. These auxiliary wheels when not in use are held about inches above the rail by means of coiled springs. It is only when steam is admitted to the auxiliary cylinders that at the same time steam is let into two small cylinders with pistons, which latter, by means of various levers, overcome the tension of the springs and press the wheels against the rails. The object sought by the manu- facturers by the introduction of these auxiliary cylinders is to be able to transform a locomotive with four driving wheels into one with six whenever desired, and without having to meet the difficul- ties of design which a six-coupled engine presents. According to the makers, this enables them to have a wider fire-box than if there were to be six driving wheels. But it will, of course, be noticed at once that the auxiliary driving wheels have a very small diameter, and to this objection the makers reply by stating that the auxiliary gear will only be used on heavy grades and at comparatively slow speeds, and for short periods of time. This seems like a reasonable argument, as there is no doubt that both the maximum power and w r eight on driving wheels are required under those circumstances. Of course it is very questionable, in the opinion of the writer, whether this additional complication is justified by the results ob- tained. In fairness to the manufacturers it ought to be stated that several engines of similar construction have been in use on the Bava- rian Railways for a couple of yearg and seem to have given excel- lent satisfaction. It certainly has been proven that the auxiliary driving gear may be put into service at speeds exceeding 40 miles per hour and without injury to any of the working parts, and that they show but little wear. 13. Another “ freak ” of the exposition was the locomotive exhibited by the Mediterranean Railway of Italy. It was a com- pound tank engine, which, however, was provided with a tender in the shape of a cylindrical tank for water, the locomotive itself carry- ing the coal (Big. 348). As wall be seen from the illustration, there is a large cab, which is wedge-shaped to reduce the resistance of the air, and this engine running with the slack behind, so that the engi- neer in his cab is at the head of the train. The writer has not been able to get a satisfactory explanation why the makers thought it LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900 , 870 Fig. 348. LOCOMOTIVE EXHIBITS AT THE PARIS EXHIBITION OF 1900. 877 necessary to arrange the engine in such a manner that it should run with its hind end foremost, but some of the details of the engine were very good, and the valve gear was quite original. However, they did not seem to have enough merit to warrant a full description. Only the exterior view of the engine is given. 14. Although, as stated earlier in this paper, the engines ex- hibited by the Baldwin Works did not seem to create a very favor- able opinion among European engineers, it seems but simple jus- tice to the firm that in a paper describing the locomotive exhibits at the Paris Exhibition, the only American locomotives shown (Figs. 349 to 355) should find a representation among those illustrated in the paper. Notwithstanding the many harsh things stated in the European technical papers about these engines, we know the excel- lency of these locomotives, as proven by the daily service of thou- sands of them on our railways. We have a right to assume that the criticisms expressed are to a great extent due to the successful com- petition of the Baldwin locomotives on the European market in the last few years. The dimensions and weights of the locomotives ex- hibited by the Baldwin Locomotive Works are found in the general table. It is unnecessary to describe them, as they are too familiar to the members of this Society to need any description. 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