Dekavilsky railway of the World exhibition in Paris (1889)

The area of ​​the 1889 World Fair was 90 hectares too large to be explored only on foot. Therefore, an internal railway was built that connected the exhibition buildings on the Esplanade of the disabled with the buildings under the Eiffel Tower. A 3-kilometer railway line began 250 meters from the Concord bridge at the Ministry of Foreign Affairs near the Seine. She crossed the Esplanade of the Disabled and followed Orsay on the banks of the Seine, inside a world-wide exhibition fence, between two rows of trees farthest from the coast. She crossed the boulevard de la Tour-Mobour at the railway crossing, walked in a 106-meter tunnel under Rapp Avenue and Bosque Avenue, crossed Avenue de la Bourdonne, passed the underpass on the Eiffel Tower and finally turned at right angles to Avenue de Suffren, which followed her to the final stop in the Machine Gallery. ^[3]

In addition to the two terminal stations on the Orsay embankment, there were three stops: the first at the intersection of Malar Streets, the second at the Alimentera Palace, the third at the corner of Orsay Embankment and Avenue de Suffren. Infrastructure and rail vehicles were supplied by Decauville. The track passed twice from a distance of two meters. ^[3]

The station buildings at the stops were landmarks visible from afar, which attracted passengers. The son of one of the concessionaires, Louis Guyot, a young architect, gave them forms of unusual originality and functionality. The awnings that covered the platforms provided protection for passengers from the weather. There were buffets at the end stations, where passengers could meet and relax. ^[four]

The track was developed by the plant’s director general, Monsieur Alfand, who commissioned Antoine Gayot and Paul Gallotti of Gaillot et Cie to build the track under the supervision of Monsieur Lev, an exhibition engineer. The construction was led by the deputy chief engineer responsible for metalworking J. Charton, who was involved, in particular, in the construction of the railway on the Champ de Mars. ^[3]

Only steam locomotives of various types were used. One of the most interesting came from the artillery captain Pecho. This Fairlie engine was designed specifically for the army. There were also Mallet locomotives. The cars used for passenger transportation were of a different type, similar to the cars of the Ministry of Army. ^[3]

There were rules that regulated the operation of this railway line by the concessionaire. Trains had to leave every ten minutes from 9 am to midnight from the final stations, i.e. six trains per hour or 90 trains per day in each direction. On Sundays, it was possible to travel up to 150 trains in each direction. Although the route was completely isolated from public transport for most of its length, a low maximum speed of 10 kilometers per hour was established. This maximum speed should even be reduced to 4 kilometers at certain points on the route, especially at level crossings, where each train was preceded by a signalman. The length of trains could not exceed 50 meters, and all of them were equipped with a high-speed brake. ^[3]

The rate was the same: 0.25 francs per person in an open summer car and 0.50 francs in a passenger compartment, regardless of the duration of the trip. Passengers were able to resolve their tickets at many points of sale in advance. It was enough to present the tickets to the railway staff in order to board the car. At the exit, they were placed on turnstiles. [3] According to the official census, 6,342,446 passengers were transported during the six-month operation. ^{[5] [6]}

For safety reasons, at each stop there was a signal in the form of a disk with a remote control, which could be released only when the barrier was closed. All trains were announced by an electric bell system that ran from railroad crossings to the nearest station. Finally, there was a telephone connection at each station. ^[3]

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  signalman

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  Station de la Concorde

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  In car

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  Quay Orsay

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  At the eiffel tower

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  caretaker

About 12 steam locomotives and 100 wagons of various types were in operation. ^{[7] The} Swede Fredrik Arvidsson Posse bought two of the locomotives shown in Paris, Massua and Turkestan, two wagons and track material, and placed them on Helsingborg Rao Ramlosa Jarnweg, which opened on July 16, 1891. ^{[8] [9] [10]} Other of the locomotives on display were later used on the Tramways de Royan, Chemins de Fer du Calvados and the Decaville Diego Suarez - Camp d'Ambre train: ^{[5] [11]}

1. ↑ ^{1 2 3} Trajet du chemin de fer-tramway Decauville.
2. ↑ Plan général de l'Exposition Universelle de 1889.
3. ↑ ^{1 2 3 4 5 6 7} F. Frédéric Moreau, Ingénieur civil des Mines: Chemin de Fer-Tramway Decauville de l'exposition Paris 1889. 1889.
4. ↑ L'exposition de Paris - 1889.
5. ↑ ^{1 2} Hart, Andy Un p'tit Calva (neopr.) . SNCF Society. Date of treatment February 28, 2919. Archived October 30, 2007.
6. ↑ Decauville 1853–1953.
7. ↑ Paris Exhibition: The Decauville Railway and Stock. In: The Engineer, 24. Mai 1889 (Digitalisat von S. 447 ).
8. ↑ Per Englund und Maths Isacson: Decauvillesystemet - från Paris till mörkaste Småland. 27. Mai 2009.
9. ↑ Östra Södermanlands Järnväg: Helsingborg-Råå-Ramlösa Railway (HRRJ).
10. ↑ Helsingborg - Råå - Ramlösa Järnväg, HRRJ lok 3 med persontåg.
11. ↑ ^{1 2} Suzanne Reutt: Histoire: A toute vapeur dans la campagne: les locos de Diego Suarez (2). 25. Juli 2012.
12. ↑ ^{1 2} T. Kautzor: Les Tramways de Royan. 20. Juli 2013.
13. ↑ ^{1 2 3} Decauville-Katalog, Nr. 77, Nov. 1890. (unspecified) (inaccessible link) . Date of treatment July 28, 2019. Archived March 22, 2019.
14. ↑ H. Paur: Neuerungen im Locomotivbau: Vortrag. Schweizerische Bauzeitung, Band (Jahr): 15/16 (1890), Heft 13
15. ↑ Kerr Stuart Engravings.
16. ↑ Canon Legrand catalog in Mons (Belgium) and Raismes (Northern France)
17. ↑ ^{1 2} List of locomotives of tram tracks de Royan ..