GURNEY'S STEAM CARRIAGE. 189 suggested the practicability of applying steam to the purpose of transport on common roads. Accordingly, in 1831, a steam carriage, constructed by Mr. Goldsworthy Gurney, plied regularly for four months between Gloucester and Cheltenham. The carriage performed this journey of nine miles four times a day. It carried, during the period of four months, upwards of 3000 passengers, without a single accident, at a greater speed than that of common stage coaches, and at half their fare. The value of coke consumed during this period was about £50. Mr. Gurney calculated, that a carriage weighing 35 cwt., working for eight hours, is enabled to perform the work of about 30 horses; that his propelling carriage, capable of carrying 18 passengers, would be equal to the weight of four horses; that the conveyance carriage would be of the same weight as a common stage coach capable of carrying the same number of persons; and that, accordingly, the weight of both together would be equal to the weight of a common stage coach, with four horses included. In order to enable the carriage to ascend hills, steam of a very high pressure must be employed; this may vary from 70 to 100lbs. on the square inch. In 1829, Mr. Gurney travelled, in his steam carriage, from London to Bath, and back, surmounting all the hills on this road. His experimental carriage was found to be capable, in 1826, of ascending all the hills around London, not excepting the hill between Kentish Town and Highgate. 136. Report of Gurney's Steam Carriage.-But Mr. Gurney had to undergo the usual fate of inventors—the most unscrupulous opposition arising from ignorance and prejudice. The obstructions thrown in his way were so numerous, that, after a successful experiment of four months, his plan was abandoned. Mr. Gurney petitioned Parliament, and a committee was appointed to inquire and report upon the subject. The following extracts from the Report contain some interesting matter on this subject: "1. Without increase of cost, we shall obtain a power which will ensure a rapidity of internal communication far beyond the 190 REPORT OF GURNEY'S STEAM CARRIAGE. utmost speed of horses in draught. 2. Nor are the advantages of steam power confined to the greater velocity attained, or to its greater cheapness than horse draught. In the latter, danger is increased, in as large a proportion as expense, by greater speed. In steam power, on the contrary, there is no danger of being run away with, and that of being overturned is greatly diminished. It is difficult to control four such horses as can draw a heavy carriage ten miles per hour, in case they are frightened, or choose to run away; and for quick travelling they must be kept in that state of courage, that they are always inclined for running away, particularly down hills and at sharp turns of the road. In steam, however, there is little corresponding danger, being perfectly controllable, and capable of exerting its power in reverse in going down hills. 3. Steam has been applied as a power in draught in two ways; in the one, both passengers and engine are placed on the same carriage; in the other, the engine carriage is merely used to draw the carriage in which the load is conveyed. In either case, the probability of danger from explosion has been rendered infinitely small, from the judicious construction of boiler which has been adopted. 4. The danger arising to passengers from the breaking of the machinery need scarcely be taken into consideration. It is a mere question of delay, and can scarcely exceed in frequency the casualties which may occur with horses." The Committee conclude their Report by the following summary of propositions, of the truth of which they state that they have received ample evidence: 66 1. That carriages can be propelled by steam on common roads at an average rate of ten miles per hour. 2. "That at this rate they have conveyed upwards of fourteen passengers. 3. "That their weight, including engine, fuel, water, attendants, may be under three tons. and 4. "That they can ascend and descend hills of considerable inclination with facility and safety. HANCOCK'S STEAM CARRIAGE. 5. "That they are perfectly safe for passengers. 191 6. "That they are not (or need not be), if properly constructed, nuisances to the public. 7. "That they will become a speedier and cheaper mode of conveyance than carriages drawn by horses. 8. "That, as they admit of greater breadth of tire than other carriages, and as the roads are not acted on so injuriously as by the feet of horses in common draught, such carriages will cause less wear of roads than coaches drawn by horses." 137. Hancock's Steam Carriage.-Mr. Hancock's steam carriage differs from the preceding, in carrying the engine and the passengers on the same carriage. It weighs about 3 tons, and accommodates 14 passengers. Various other contrivances have been projected for the application of steam engines on turnpike roads, but none of these have been brought into practical operation. Among other aspirants to success in this scheme, may be named Mr. Ogle of Southampton, and Dr. Church of Birmingham. RECAPITULATION. 103. Into what two classes are steam engines divided? Why is the term low-pressure engine in many cases incorrect? What is the difference between the single acting Cornish engine and the single acting engine of Watt? Why is a non-condensing engine necessarily a high-pressure engine? How is it that in high-pressure engines, the whole force of the steam is not turned to account? What parts of a non-condensing engine are dispensed with in a condensing engine?-104. Explain the principle of Leupold's engine. -105. Describe the construction of Trevithick and Vivian's engine. What was its perform mance?-106. What is meant by skidding of the wheels? What contrivances for obviating this imaginary difficulty were successively introduced?-107. How does the adhesion between the wheels of a locomotive engine and the rail vary with the state of the weather? What is the amount of adhesion, as determined by experiment ?-108. Explain the method by which locomotion was effected by Stephenson's Killingworth engine?-109. What improvement was subsequently made in this engine? Explain the principle of the steam springs adopted in this engine. What is the objection to this contrivance ?-110. What advantages do locomotive possess over stationary engines ?111. State the conditions under which the engines were constructed for the "Liverpool Experiments."—112. What was the performance of the "Rocket" engine? Explain, generally, the construction of this engine.—113. What was the performance of the "Sans Pareil" engine? For what reason was it disqualified for competition ?-114. What was the performance of the "Novelty" engine? Why was it withdrawn? Explain, generally, its construction and mode of action.-115. What were the comparative weights of the new and the old engines? What were their relative powers? What was the difference between their evaporating powers? To what cause was this to be attributed ?-116. What improvement was introduced, at this period, in the position of the cylinder? By what means was the evaporating surface increased? What change was made in the position of the cranks?-117. What are the principal features in Mr. Bury's engines? What is the danger arising from cranked axles? How may this danger be obviated ?-118. What was the performance of the engines "Victory" and "Samson," in 1832 ?-119. What is the average amount of water evaporated by the best modern locomotive engines ?—120. Describe the several parts of the modern locomotive engine, with reference to the figures at page 165. Explain the general working of a locomotive engine.-121. What is the nature of the smoke-consuming apparatus of Mr. Hall? RECAPITULATION. 193 123. What is Mr. Hall's contrivance for economizing the waste steam? What is the object of his distributing plate? -124. What alterations are introduced in Stephenson's new patent engine? What advantages are anticipated from these alterations ?-125. Of what materials are rails constructed? What are the forms of rail now in use?-126. What is the usual width required between the rails of a track; between the two tracks of a line; outside the rails; for the slopes; and for the drainage ?—127. What are turnouts? At what angle are they commonly placed?-128. How are tunnels ventilated? How may the popular prejudices against tunnels be answered?-129. How is the friction caused by curvatures on the road prevented?-130. What are gradients? What are the methods adopted for ascending inclined planes? How is the velocity checked on descending planes ?-131. What was the amount of resistance formerly attributed to friction, on railroads? In what ratio would this resistance be increased on inclined planes ?-132. What is the amount of resistance, as estimated by M. Pambour?-133. What effect has increase of speed on the acceleration of a train? What new source of resistance was discovered by the experiments of Dr. Lardner? —134. Explain the compensating effects of ascending, and of descending, gradients.—135. What was the performance of Mr. Gurney's steam carriage on turnpike roads?—136. What was the general purport of the Report made on this method of locomotion ? |