FAIRLIE LOCOMOTIVES IN RUSSIA.

Evening Star, Issue 2834, 19 March 1872, Page 2

FAIRLIE LOCOMOTIVES IN RUSSIA.

The Times of December 26, 1871, gives a very graphic account of the success of some experiments made in Russia of Fairlie’s patent double bogie locomotives on narrow guage railways. In 1870, a Russian Imperial Commission made a visit of inspection to Festiuiog, in Wales, an 1 to the lii e between Antwerp and Ghent, and reported so favorably that orders were given for the construction of the Livny railway on Mr Fairhe’s principles, which was opened in 1871. Its length is about 38 miles, aucl it passes through an exceedingly difficult country, which necessitates sharp ciuves and steep gradients. In consequence there are 55 curves, in the aggregate about six miles in length, with a minimum radius of 10 chains. Lhe gradients in the aggregate comprise 16 miles in length, of which 10 miles are on an incline of 1 in SO, and 6 miles 1 in 100. The ordinary goods train drawn over it by Fairlie’s engines, consist of from 42 to 52 waggons, with a gross weight of from 300 to 6:5 tons, and a net weight of from 210 to 250 dons —the average proportion of paying £0 gross weight being from 67 to 73 per cent, the heaviest train drawn consisted of 61 goods carnages, and measured 896 feet in length, exclusive of the bogie engine. The weight v'as 400 tons gross and 288 tons net. These results gave so mmh sat'sfaction in Russia, that the directors of the Tamboffj Saratoff railway, a line constructed on the Russian 5 feet guage obtained permission to use double bogie engines on their road. Tin were accordingly ordered of Mr Farlie, on his guarantee that each should haul a gross load of 400 tons, exclusive of itself, up a continuous ascent of 1 in 80, at a rate of 12 miles an hour. Some of the engines, weighing 60 tons with their fuel and water, having been delivered, proved capable of hauling 530 tons instead of 400, ami this being reported to the directors, of the Great Russian Railway Company, application was made for permission to test the new engines? upon a portion of the Nicolai line, between St. Petersburg and Moscow. They do things differently in Russia from the mannor we are accustomed to in New Zealand. There are no meeting? of men who do not know what they are discussing, such as sometimes take place in Masonic Halls and Princess Theatres. It comes pretty much to the same thing, however, when one man has the control, who is ignorant of what he is about, and takes no advice. It is said when this same Nicolai line was projected, there was a difference of opinion as to the course to be taken, which was very readily solved by his Imperial Highness Mcholas, the autocrat of all the Russias. He sent for his engineer- inchief; on his Cabinet table was a map of the country, and His Majesty, placing a ruler upon it, and drawing a straight luse from city to city, said, “ That shall be the course of the railway. Go and make it.” They did go, and they made it without a curve, as he bid them—l.-ub they could nob make it a dead level; so in the third working section of the line between Malovishcra and Okouloosky, at about ninety-four miles from Petersburg, there is an ascent of one in 125 far nearly eleven miles, followed by long gradients of less seveiity. The total length of the section is about forty-nine miles, and in going south there is first au ascent of one in 1000 for six miles, then of one in 2000 for eight miles, then one in 125 for ten miles, and then of one in 200 for six miles. The remaining distance to Okouloosky is level. The ascent, at all times since the construction of the line, has been a difficulty which the managers have found to increase with the increase of traffic. The custom of the Russian Great Company is to start an engine from Petersburg with as many fully-loaded waggons as it is capable of hauling. No waggons arc despatched, so that assuming the gross weight of a loaded wag.

gon to be fifteen tons, and the weight of the waggon six, a very definite estimate of the amount of work done can be arrived at. It was customary to despatch trains of forty waggons from St. Petersburg, but it was soon found necessary to drop many of them from each train at Malovishera, and send them on as supplementary trains to Okouloosky. But, as traffic increased, the whole line by this system became blocked, and the consequence was great delay, expense, and inconvenience. To overcome this difficulty the company had some enormous locomotives made in France, with four wheels coupled on each side, and weighing each with engine and tender 65 to 70 tons. When first tried, the weather was dry, and the adhesion to the rails good, and the engines each took 40 loaded waggons up the ascent; but afterwards it was found too many for them to attempt, and in moderate weather only 32 waggons could be regularly taken. In the winter still fewer could be drawn ; in fact, in certain states of the weather the number was reduced to 25. This was the state of affairs when a trial of Fairlie’s engines was determined upon. Two new engines were conveyed to Ma'ovishera, and an Imperial Commission appointed to report upon their performances. We do not know that our readers will be much enlightened by being told who or what they were, as few if any of us know them. However, the Times gives them, and so we will follow its example. They were General Eurold, Chief of the Engineers of the Imperial Department of Railways ; MM. Schonberzky and Preedy, of the same department—the former a member of the Board of Management of the Livny line; and M. Ladislas-Klupffel, translator to the depaitment, and Secretary to the Livny line. It will be seen from the offices they filled they were fitted to judge. In addition to the Commissioners, Count Lewasheff, Lieu-tenant-Governor of Cancasus; General Kcenig, Managing Director of the Nico:ai Railway ; M. von Dezen ; Mr Fairlie himself, the President of the Tamboff-Saratoff hailway, and a large number of both Russian and English engineers were present, The trial was appointed to take place on the Ist December. Mr Fairlie having expressed his conviction that either of his engines would take 45 loaded waggons up the incline, that number was decided upon as a test of their power. The morning was unfavourable, as snow had fallen during the night and continued to fall during the trial. Those accustomed to railway travelling know that falling snow means slippery rails, and consequent difficulty in haulage of trains. Notwithstanding this the stipulated 45 waggons were prepared, a ad two double bogie first-class saloon carriages eaeh 50 feet long, were placed in front of them for the accomodation of the spectators. An engine was attached, and the train started at 8.30 a.m. The ascent of one in 2000 for eight miles, which proceeds the steep incline, is followed by a slight descent, which, however, gives no assistance, as it is qacceeded by a wooden bridge, half-a-mile long, over whiph the speed of all trains is reduced to about three mihs and a-half an Hour, and all the dampers of the ashpans are closed to prevent the bridge taking fire from the falling cinders. In spite of this diminution of momentum at an important pinch, the locomotive went steadily and unilinchi igly up the hill with full command of its 1 >ad. The driver had at first worked the gear at about 50 per cent of the stroke, and on getting well up the incline ho increased i; to 75 per cent, bayond which he never had occasion to pass, fhe steam pressure was 110 lbs to the inch, which was maintained W th scarcely any variation throughout the j airney, and the firing was not in excess. Tue distance of 50 versts (about 31 miles) to thi top of the incline, was run in 2 hours 2S mi a., including 18 minutes stoppage at a station ; and, notwithstanding the falling Snow, no sand was used, nor did the engine e/er once stop. The commistioneis were s vtisfied, and did not think it necessary to further, so leaving the train to go on to Okouloo iky, the party returned to Malvoishera, where General Kmnig entertained at a snmptous banquet. During its course, the General and Count Luvasheff consulted Mr Fairlie about testing the other engine, and suggested taking the special train back to St Petersburg. The engine was new, and it is customary until the machinery has settled to its bearings, and all weak places or point of heating (and friction have been discovered to employ new engines for shuntiio and light work. Mr Fairlie, however, had such contidence in the smooth and steady working of the bogie principle, to accept the challenge, and General Koenig having seen what the other engine had done, had no scruples about the train. The proposal avas immediately carried into effect, and the first work done by the new engine was to make the journey With the commissioners and visitors. The 150 versts, say 94 miles, was run in three hours and threequarters, although the line was covered with snow, which, in some places had drifted to a depth of two feet. The only remaining point point of interest to he stated is, that the consumption of wood fuel showed a saving compared with that of the other engines employed for the same amount of work : the proportion being 153 to 200. The Time* concludes with a comparison between the desire evinced in Russia and by the directors of the Denou and Rio Grande Railway in America, to seek out and secure improvements of whatever kind, and the inertness of English railway companies, not one of which, however crowded or however steep the gradients, has employed these engines. \Ve are glad to say that in New Zealand the Port Chalmers line will take the lead, and by the adoption of Fairlie’s engines, in the language of the 'Times, passengers will be “ spared the oscillation of the ordinary locomotives.”