Engineering Wonders of the World
Volume I

202 ENGINEERING WONDERS OF THE WORLD. CONTINENTAL LOCOMOTIVES. Fig. 19.—TANK ENGINE, NORTHERN RAILWAY OF FRANCE. Cylinders, 13| inches and 21g- inches by 24 inches. Weight, 62 tons. One piston rod common to high and low pressure cylinders arranged tandem—a system that appears to be dying out. From a very early date Continental loco- motive practice has been markedly different from that of this country, although, developed from the same initial stages. This is shown by the general preference for the Walschaert valve gear ; by comparative complication— often more apparent than real ; and by the popularity of special designs and types for special requirements, to which we have no equivalents. Although many Continental en- gines, especially the older ones, are fearfully and wonderfully made, we cannot deny that they comprise many good features and do remarkable work. In some respects Conti- nental locomotive engineers have developed types to a degree that neither we nor the Americans can boast, though the latter are doing their best to establish a lead, while we are not so very far behind. In France nearly all modern locomotives are compounds on the De Glehn system. In these engines the steam is used first in two high-pressure cylinders actuating one pair of coupled wheels, and then in two low-pressure cylinders driving another pair of wheels. In Germany the “ compound ” has been pop- ular, but the tendency now appears to be to use superheating either instead of, or in com- bination with, compounding. In Austria, Italy, and Switzerland almost all new engines are compounds ; in other Continental countries practice is divided. Superheating is being experimented with extensively. As regards types, and excluding for the present those designs which are known as “ articulated,” ordinary four-coupled bogie engines are rapidly going out of fashion, except on the Prussian State railways, where some large examples are used. The “ Atlantic ” type is, however, popular on French, German, and Austrian railways, though not as a rule larger individually than our own engines of the same type. But by far the largest pro- portion of modern passenger locomotives on Continental railways are of the six-coupled type with leading bogie. It may be remarked that the very fast speeds made in France a few years ago have been considerably reduced. Sixty-two miles an hour bookings have gone on French rail- ways—mainly owing to a disastrous accident to the Sud express—and now the United States stands first, with Great Britain second, in the matter of fastest bookings. Yet even now many French expresses average 55 to 60 miles per hour for runs of over 100 miles ; so it will be understood that the standard of French locomotive practice is very high, espe- cially as on many sections 77 miles (or less) an hour is the maximum permitted by law. During the past two years large “ Pacific ” type locomotives, adapted for hauling very heavy trains over stiff grades at moderate speeds, have been introduced into France and Germany. There are probably about 200 of these huge engines, weighing 90 tons or more without the tender, in use on French systems and on the Baden and Bavarian State railways. For goods traffic the eight or more wheels coupled engine, with or without a pair of leading wheels, is growing in favour. In order to get over the difficulties arising from long wheel bases and sharp curves, several special designs, to which attention will be drawn in due course, have been elaborated.