Aware that a prominent weak point in M. Estrade's design is that, no matter what size we make cylinders and wheels, we have ultimately to depend on the boiler for power, M. Nansouty argues that M. Estrade having provided more surface than is to be found in any other engine, must be successful. But the total heating surface in the engine, which we illustrate, is but 1,400 square feet, while that of the Great Western engines, on which he lays such stress, is 2,300 square feet, and the table which he gives of the heating surface of various English engines really means very little. It is quite true that there are no engines working in England with much over 1,500 square feet of surface, except those on the broad gauge, but it does not follow that because they manage to make an average of 53 miles an hour that an addition of 500 square feet would enable them to run at a speed higher by 20 miles an hour. There are engines in France, however, which have as much as 1,600 square feet, as, for example, on the Paris-Orleans line, but we have never heard that these engines attain a speed of 80 miles an hour.
Leaving the question of boiler power, M. Nansouty goes on to consider the question of adhesion. About this he says:
Is the locomotive proposed by M. Estrade under abnormal conditions as to weight and adhesion? This appears to have been doubted, especially taking into consideration its height and elegant appearance. We shall again reply here by figures, while remarking that the adhesion of locomotives increases with the speed, according to laws still unknown or imperfectly understood, and that consequently for extreme speeds, ignorance of the value of the coefficiency of adhesion f in the formula
| fP = 0.65 p | d 2 I ———— D | - R |
renders it impossible to pronounce upon it before the trials earnestly and justly demanded by the author of this new system. In present practice f = 1/7 is admitted. M. Nansouty gives in a table a resume of the experience on this subject, and goes on:
"The English engineers, as will be seen, make a single axle support more than 17 tons. In France the maximum weight admitted is 14 tons, and the constructor of the Estrade locomotive has kept a little below this figure. The question of total weight appears to be secondary in a great measure, for, taking the models with uncoupled wheels, the English engines for great speed have on an average, for a smaller total weight, an adhesion equal to that of the French locomotives. The P.L.M. type of engine, which has eight wheels, four of which are coupled, throws only 28.6 tons upon the latter, being 58 per cent. of the total weight. On the other hand, that of the English Great Eastern throws 68 per cent. of the total weight on the driving wheels. Numerous other examples could be cited. We cannot, we repeat, give an opinion rashly as to the calculation of adhesion for the high speed Estrade locomotive before complete trials have taken place which will enable us to judge of the particular coefficients for this entirely new case."
M. Nansouty then goes on to consider the question of curves, and says:
"It has been asked, not without reason, notably by the Institution of Civil Engineers of Paris, whether peculiar difficulties will not be met with by M. Estrade's locomotive—with its three axles and large coupled wheels—in getting round curves. We have seen in the preceding tables that the driving wheels of the English locomotives with independent wheels are as much as 8 ft. in diameter. The driving wheels of the English locomotives with four coupled wheels are 7 ft. in diameter. M. Estrade's locomotive has certainly six coupled wheels with diameters never before tried, but these six coupled wheels constitute the whole rolling length, while in the above engines a leading axle or a bogie must be taken into account, independent, it is true, but which must not be lost sight of, and which will in a great measure equalize the difficulties of passing over the curves.
"Is it opposed to absolute security to attack the line with driving wheels? This generally admitted principle appears to rest rather on theoretic considerations than on the results of actual experience. M. Estrade, besides, sets in opposition to the disadvantages of attacking the rails with driving wheels those which ensue from the use of wheels of small diameter as liable to more wear and tear. We should further note with particular care that the leading axle of this locomotive has a certain transverse play, also that it is a driving axle. This disposition is judicious and in accordance with the best known principles."
A careful perusal of M. Nansouty's memoir leaves us in much doubt as to what M. Estrade's views are based on. So far as we understand him, he seems to have worked on the theory that by the use of very large wheels the rolling resistance of a train can be greatly diminished. On this point, however, there is not a scrap of evidence derived from railway practice to prove that any great advantage can be gained by augmenting the diameters of wheels. In the next place, he is afraid that he will not have adhesion enough to work up all his boiler power, and, consequently, he couples his wheels, thereby greatly augmenting the resistance of the engine. He forgets that large coupled wheels were tried years ago on the Great Western Railway, and did not answer. A single pair of drivers 8 ft. 3 in. in diameter would suffice to work up all the power M. Estrade's boiler could supply at sixty miles an hour, much less eighty miles an hour. On the London and Brighton line Mr. Stroudley uses with success coupled leading wheels of large diameter on his express engines, and we imagine that M. Estrade's engine will get round corners safely enough, but it is not the right kind of machine for eighty miles an hour, and so he will find out as soon as a trial is made. The experiment is, however, a notable experiment, and M. Estrade has our best wishes for his success.—The Engineer.