On the Maintenance of the Rolling Stock on the Cologne-Minden and Other Prussian Railways.” by THEODORE ANTHOXYROCHUSSEN, Assoc

430 IAINTEXASCE OF RAILWAY ROLLIXG STOCK.

April 24, 1866. JOHN FOWLER, President, in the Chair. No. 1,162.-“ On the Maintenance of the Rolling Stock on the Cologne-Minden and other Prussian Railways.” By THEODORE ANTHOXYROCHUSSEN, Assoc. Inst. C.E. IN the course of the previous session, duringthe discussion on t,he cost of maintainingthe rolling stock of theNorth Eastern Railway,‘ it occurred to theAuthor, that a statement of the comparativeresults experienced upon sotne continental lines, on which a similarmineral and passenger traffic was conveyed, might prove of general interest,, and, at the same time, afford the means of eliciting from the Members of the Institution informa- tion of a valuablekind. Withthat view he has selected for examination the following railways, which are probably well known to most English Engineers,the Cologne-Minden, the Bergish- Maerkish, and theRhenish ; and hchas illustrated his remarks by a series of tables. The Cologne-Minden Railway forms, in its northern section, the main artery of traffic to the north and north-east of Europe, by connecting the French, the Belgian, and the Dutch systems with Hamburgh, Bremen,Berlin, theBaltic ports,Russia, andthe north of Saxony and Bohemia ; while on the southern section, it bringsto the Rhine a portion of the south German passenger traffic, and the rich minerals and pig-iron from the Yiegen district. The former section passes through soil alternately sandy or loamy, and has neither steep gradientsnor sharp curves ; but the southern section, to Siegen and Giessen, encounters not only these difficulties, butthe obstacle of tunnelling throughrock; hence the cost of working this part of the line reduces the 1JrOfit of thc 1vholc under- taking to the lowcst limit allowed by theCharter, a dividend of 20 per cent. The Bergish-MaerkishRailway runs in an easterly direction from Dusseldorf on the Rhine to Elberfeld and Barmen, and thence traverses that great hive of iron and coal industry, Westphalia ; with a branch southto the Yiegen district,and two northerly branches to connect the coalfields of IVestphalia with the Rhine, Holland,and the northern parts of Europe. On the principal

1 Vide IIinutes of Proceedings Inst. C.E., vol. xxiv., p. 459.

Downloaded by [ UNIVERSITY OF IOWA LIBRARIES] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. MAINTENAXCE OF RAILWAY ROLLING STOCK. 431 portion of its main line, and on the southerly section from Hagen to Siegen, this railway meet.s with all the difficulties of the southern section of the Cologne-Minden line, and may be said to traverse solid rock for more than two-thirds of its length. The RhenishRailway, from the Belgianfrontier to Aix-la- Chapelleand Cologne,thence south to Bingen, is the principal means of communication with the south and south-east of Europe. On the left bank of the Rhine it extends to Holland and the north of Germany, crossing the river at two points by means of pontoon bridges, remarkable for simplicity, efficiency, and cheapness of construction. The soil near the junction with the Belgian line, and for a large portion of the southern section is strong, andnear Aix-la-Chapelle there is a heavy gradient; but the northern section is over a soft loam, similar to that of the Cologne-Minden line. The general circumstances of thethree railways under con- siderationare thereforenot unlike. Each has its especially favourable and unfavourable features. The rails at present in use are essentially similar, being single-headed, 5 inches high, with a fine-grain iron, or steeltable, and fibrous iron inthe bottom. The weight is 74 lbs. to the yard, and the joints are supported. Originally double-headed rails were used, but they are now dis- carded. The sleepers, which are 8 feet long, and of rectangular section, 11 inches by 6 inches, are of oak creosoted, and 'are bedded in gravel from 9 inches to 18 inches deep, according to the soft, or hard nature of the ground. Onthe Bergish-MaerkishRailway the sleepers arelaid on broken slag from blast-furnaces, andthe result, as regardsthe wear of the sleepers, has been favourable, as may be seen by reference to Table H, column 10. In explanation of the Tables, it is necessary to observe that A, which gives the data of the general circumstances of the lines, B, the description of engines in use, K, the commercial results, and L, the reserve fund for renewals, are intended only to illustrate the general working state and resources of the different railways ; both of which conditions exercise indirectly an important influence upon the material in use. In TableC, which gives the mileage of all the engines, column 2 shows theaverage number of miles which each engine has run when doing work and earning money, or the so-called profit mile. Column 4 shows the number of' miles run in the service of trains while actually on their way to their destination, but during a portion of which theengine was running without load. Column 6, the station-work, estimated at five miles' run, for every hour in steam ; and Column 7, the ultimate mileage per engine. But in [1865-66. N.S.] 2s Downloaded by [ UNIVERSITY OF IOWA LIBRARIES] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 432 MAINTENASCIC OV RAILWAY ROLLTKG STOCK. all the calculations, the engine is only credited for the performance of profit miles; and this system is also applied to the work done by carriages and wagons ; the figures in Table G only applying to the miles run in loaded trains. In Table D, all the expenses connected with the several depart- ments are included under their respective headings, with 5 per cent. interest perannum, on capital invested in buildings, travelling expenses, &c. Tables E and H embrace all the expenses of the workshops, interest of capital invested in buildings, machinery, and tools, with proper allowance for depreciation. Table G gives the cost of the principal portion of the carriage and wagon stock, together with the work done in the year 1864, further illustrated in its actual result by Table K. Table L has been addedto complete the elucidation of the financial method of administration ; while the moreimportant Table, H? generalizes the cost of the maintenance of the rolling stock during the year 1864. Tables M, N, and 0 are compiled from the records of the Cologne-Minden Railway for the twenty years from 1845 to 1864 inclusive, and give, in detail, theresults of observations upon about twenty thousand tires, of different makers and of different materials. It isthis branch of the subject which theAuthor wishes to bring prominently before the Institution. The Prussian Railway Company, soon after its formation, under- took a series of experiments, in order to improve the construction of the carriage-wheels, with a view both to the comfort of the pas- sengersand to the economy of material, The first aim was to preserve the circular shape of the wheel. A number of axles were experimentally fitted with a wooden disc, first brought forward by Mr. Daelen, principal Engineer of theHoerder Works. This wheel answered so well in every particular, in the easy oscillation of the carriage, in the absence of dust, and in the due support of thetire, that the replacing of the old spoke-wheels by discs became simply a matter of time. As the transition from the practice of the ordinary road to that of the railway was gradual, it was natural that the form of wheel in use on the mail-coaches and other large vehicles of that period should be adopted for railway carriages, substituting iron for wood, in orderto meet thegreater weight on t,he axle;and as the wooden spoke preceded the iron spoke wheel, so the experimental wooden disc gave rise to the iron disc. The first form of iron disc, adoptedin 1848, was that of a bulged star. A wrought-iron plate, Banged to form the periphery of the wheel, was indenkd with five triangular bulges from the boss, which was cast on the plate forming the disc. This description

Downloaded by [ UNIVERSITY OF IOWA LIBRARIES] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. MAINTENANCE OF RAILWAY BOCT,ING STOCK. 433 of wheel has proved very durable, most of those first made being still in use, though transferred from passenger carriages towagons ; but, owing to the combination of wrought and cast iron, it is noisy, and the boss having a diameter of 114 inches, makes the structure heavy. It however supported the tire evenly and well, and there is now in London a pair of these wheels, with iron tires, which have run 116,000 miles without yet requiring turning ; and which promise, being still 1Qinch thick, to last up to 250,000 miles. In order to obviate the before-named defect, of combining wrought iron and cast iron, the dished wrought-iron disc was introduced, in 1852. Withthe progress then made in rolling and forging, the manufacture of this wheel was bothcheap and expeditious. In practice it proved less noisy thanits predecessor ; but the fine- grain iron necessary to insnre a sound flanging for the periphery of the wheel made it too rigid. Henceforth, attention was directed to the means of obtaining elasticity both in the form of the disc and in the material used. As a first step, fibrous iron was employed instead of fine-grain iron, and the flat, or dished, disc was corrugated. The fibrous iron not admitting of sound flanging, the periphery of the wheel was formed by a rim of fine-grain angle iron, riveted to the disc plate. The success of this experiment inaugu- ratedthe gradual improvement inthe application of elastic disc wheels. The only disadvantage consisted in the weakness of the riveted joint to the rim ; but this was remedied in 1862, by welding the disc and the rim together. About thesame time, the Bochum Company introducedsteel castings, in the corrugated form, of combined disc and tire, the experience of which is givenin Table 0, columns 1 to 17. The principal arguments against this wheel have been its great expense, unnecessary strength and rigidity of disc, its liability to ‘run hot’ with breaks, and consequent danger of flying, and itsnoisy vibration. The corrugated wrought-iron disc of 1862,leading up to the impreved form of 1864, is manufactured with a view of obtaining the greatest amount of elasticity which circumstances will allow. The iron used is highly fibrous. Several slabs are forgedto the shape of a double cardinal‘s hat; this bloom is re-heated twice, and, by frequent and quick rolling, is enlarged to a diameter of about 3 feet. The rim is welded on underthe steam-hammer, which at the same time punches the hole in the boss for the axle, and gives the form of the wave to the disc plate. After turnin: up the rim, the tire is shrunkon and bolted. Since 1864, however, the tire, whether of stecl or of iron, has been welded on to the disc wheel, at first underthe steam-hammer, but lately, and more efficiently, by hydraulic pressure. In this form, it is believed, the disc wheel offers the greatest amount of strength ; the fibrous iron gives elasticity, the tire is supported in every part ; there are 2S2

Downloaded by [ UNIVERSITY OF IOWA LIBRARIES] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. 434 MAINTENAKCE OF RAILWAY ROLLING STOCK. nojoints,, bolts, or rivets towear loose, andafter the tire has been worn out, it is simply necessary to turn it down to the thick- ness of an ordinary wheel-rim, and to shrink on another tire. But it maybe safely assumed, that, with steeltires, these wheels, in their firststage, will run from 300,000 to 500,000 milesbefore requiring a new tire. Since 1862, the steel tires of the Cologne-Minden Railway have been ground instead of turned, and the nicety with which the skin of the tire can be reduced has caused a further duration in wear of between 50,000 and 60,000 miles, as compared with turning on the lathe. At the workshops in Dortmund, stones areused of from 2 feet to 24 feet in diameter, making 500 revolutions per minute ; and the revolutions are increased in the inverse ratio of the diameter of the stone, up to about 800 revolutions for a diamgter of 16 foot. The wheel makes one revolution per minute. Onestone, cost- ing on an average five shillings, will grind three tires per day, and last sixtytires. To carry off dust and grit, an exhauster is pro- vided, the fan of which makes 1,350 revolutions per minute. In compiling these statistics, the Author regrets that space does not allow him to add the results of the experience obtained from the iron and steel under-frames of carriages and wagons. His aim has been especially to deal with fine-grain iron and steel tires, to assist in removing the prejudice existing against a new material, and to point out that good metal, being at all times more efficient, although more expensive in first cost, forms the cheapest construction in the end.

The Paper is illustrated by several diagrams, and by a series of Tables, which will be found in the Appendix.

M&L 8c

** 9 v-

m m CD.: -r

TABLED.--COST of MOTIVE POWER.

3 4 5 G Total Fuel Oil, Total per 08 lallow, per ultimate and Profit RAILWAY. Water. and Train __ Cleaning. _-Mile. Mile. d. a. d. d. d. d. Cologne-Minden . 3.05 3'35 2.15 0 '69 9'29 5.04 Bergish-Maerkiah . 2.07 3.8 1.87 1.62 9'36 5.98 Rhenisll . . . . I 1.93 2.61 1-9 0'97 7.41 4.62

TABLEE.-REPAIRS and RENEWALof ENQIXETIRES.

I 2 3 4 NAnlE Repairs Repairs Repairs Renewal OF of Driving )iRunninf of Driving RAILWAY. Wheel Wheel of Tender Wheel Tires. Tkes. Tires. Tires. ------_ -- Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Per Cent. Cologne-Minden . 9s. 1 115 60 47 39.88 34.88 17:7 Bcrgisll-Maerkisll . 109-0 120 72.4 30.7 34.8 30.4 Rhenish . . , , S9 .o 101 98 .0 24.0 25'5 21.7

TABLEF.-SUMMARY of REPAIR and RENEWALof ENGE-TES.

1 I I ~- I 2 5 'rota1 Total Cost Total Cost of Engine Profit Cost of of Cleaning and Mile, On Cost Repairs. Renewal. Lubrication 1Clf:;dincluding of Engines. -- 2. l S. 2. I d. Per Cent. 9.26 11'38 7'0

,* . . '8 $m. c- I/ U3 -.. -

$6 k

wmv) 43 2 2

- I.. ...*Ii ...

sd m 2s

c 2

...

c3 a B

I l I

d P

Downloaded by [ UNIVERSITY OF IOWA LIBRARIES] on [13/09/16]. Copyright © ICE Publishing, all rights reserved. TABLEO.-PERFORIMAXCl? and WEAR Of CARRlAGE and WAGON TIRESon - - -18,458 Putidled-Steel, and

I 2 3 4 567 Till 1st Turning. NAME Dia- rhick. Veight OF Material. meter on MANUFACTURE. nside. ness. each Distance Tire. run for i every /l0 Inch ------_/l-- nchcs. riches Cwt. Miles. Boclmm Com- Cast-Steel, 36 2 72 44,887 pany * on Steel disc. Ditto . . . Cast-Steel, 374 2 72 46,522 on Iron disc. Krupp . . . Cast-Std, 359 18 72 33,434 on Iron disc, vitllout break. Hoerder Works 'uddled-Steel, 352 2 72 13,056 on Iron disc. Ditto . . . 'uddled-Stecl: 353 2 40 21,845 on Iron disc. Various German Iron, 352 2 72 10,100 Works. on Iron disc. Ditto . . . Iron, 352 2 40 12,G19 on Iron disc.

- ~ __ _. . - ~-~ __ -.- . 1 I 2 3 4

NAME Ula- rhick Yeight OF Material. meter on MAICUFACTURE. Inside. ness. each Tire. ---- ___ -- - nches. nches cwt. Milrs. Bochum Com- Cast-Steel, 36 2 72 ...... pany. on Steel disc. Ditto . . . Cast-Steel, 37 2 72 21,4FI 1'33 16,125 on Iron llisc. Kmpp . . . Cast-Steel, 352 IQ72 8,33G 0'6G 12,621 on Iron disc, without break Hoerder Works Puddled-St,ecl, 352 2 72 7,166 1.38 5,192 on Iron disc. Ditto . . . ?uddled-Steel 352 2 40 21,479 11,933 on Iron disc.

Various German Iron, 354 ~ 2 72 8,963 1.46 6,138 Works. on Iron disc. Ditto , . . Iron, ...... l on Iron disc. ,

COLOGNE-MRJDENRAILWAY, taken from the average of 3,046 Cast-Steel, 4.086 Iron Tires.

~ ~~ 9 I0 1 I1 I2 ' 13 14 15 16 From 1st to 2nd'Turning. From 2nd to 3rd Turning. From 3rd to 4th Turning. ,-- ,,-- Distance l Distance Distance run for ' Distance run for Distance Wear. run for every every run. every 1/10 Inch.,1 run. /l0 Inch -_ 1/10 Inch. Miles. 1/10 11 Miles. Miles. Miles. Mile? 1/10 In. Miles. 73,339 1 1.82 40,926 40,772 30, 656 running after 195,806 ! miles.) 42,846 54,622 30,345 66,811 1 *33 50,234

50,542 36,766 22,148 41,601 1-46 28,493

17,380 I 1.66 10,4709,810 6,860 9,230 1.46 6,322 i' 24,470 1 1.88 13,016 31,406 15,990 19,148 1.56 12,274

12,951 ~ 1.53 13,339 8,458 8,551 11,355 1 '36 8,350 i

12,133 ~ 1.41 8,598 34,758 16,552 31,298 1.88 16,647 ! ___._.___ ~__~- ~____ ~~~ ~ . ~ -~ __ ~~ ~ II 20 21 22 23 24 25 26 27 2a From 5th to 6th Turning. 11 From 6th to 7thTurn&. From 7th to'8th Turning. '. - I l Distance Distance Distance Distance ~ Wem. run for Distance Wear. run for Di;stace ~ 1 run for run. l every run. every j every 1/10 Inch. : 1/l 0 Inch. 1/10 Inch. ------~

~ Miles. 1/10 ~ Miles. Miles. l/tO,In .Miles. Miles. I In. .. , ...... , *. I/ *. 1/10 1n.i Miles. (runningafter 288,581miles.) ...... , 1 11 l (end of 1 life.) .. 11 ...... l .. , .. i~ II 8,233 1 1.4 5,880 // 7,966 1*36 5,858 4,924 ~ 1.33 ~ 3,702 1 l l,

..S.. ' 20,983 ~ 1.66 12,640 !' 10,213 1'33 7, 686 !..

5,1661.33 4,2313,864 1 '0 4,231 .. ..

.. , .. .. , ......

TABLE 0,COnfinued.-p~RFORMAN~ and WEAR Of CARRlAGE and WAGON TIREE 0x1 COLOGNE-MINDENRAILWAY, taken from theAvcrage of 3,046 Cast-Steel, 18,458 Puddled-Steel,and 4,086 Iron Tires.

TOrAL.

29 30 End of Life. NAME Weight Distance OF Material. Diameter. on run MAKIJFACTURE. Total every fur every Ilistance Tile. ./l0 Inch. run ------Inches. Milt,s. Cwt. Miles. Bochum Com- Cast-Steel, SG .. 72 39,398 pany. on Steel disc. Ditto . . . Cast-Steel, 37i .. 72 42,880 on Iron disc. Krupp . . . Cast-Steel, 35g 195,161 72 30,588 vithout break Hoerder Works Puddlcd-Steel 352 89,516 72 7,508

Ditto Puddled-Steel 352 188,912 40 14,934

Various German Iron. 351 73,507 72 7,365 Works. Ditto . . . Iron. 354 101,912 40 14,018

[Mr. ROCHUSSEN