The Sun.
London, England, 1831-12-06 00:00:00

STEAM CARRIAGES.

The Report of the Select Committee ap-
pointed to inquire into this subject has just
been printed, from which we make the follow-
ing extracts:— •
" It appears from the evidence that the first ex-
tensive trial of steam as an agent in draught on
common roads was that by Mr. Gurney, in 1829,
who travelled from London to Bath and back, in
his steam carriage. He states that although a part
of the machinery which brings both the propelling
wheels into action, when the full power of the
engine is required, was broken at the onset, yet that
on his return he performed the last eighty-four miles,
from Melksharn to Cranford-bridge, in ten hours,
including stoppages. Mr. Gurney has given to
the Committee very full details of the form and power
of his engine, which will be found in the evidence.
" The Committee have also examined Messrs.
Summers and Ogle, Mr. Hancock, and Mr. Sione,
whose steam carriages have been in daily use for
some months past on common roads. It is very
satisfactory to find that although the boilers of the
several engines described vary most materially in
form, yet that each has been found fully to answer
the expectation of its inventor. So well, in fact,
have their experiments succeeded, that in each case
where the proprietors have ceased to use them it
has only been for the purpose of constructing more
perfect carriages, in order to engage more eXten-
,ively in the business.
" When we consider that these trials have been
made under the most unfavourable circumstances,
at great expense, in total uncertainty, without any
of those guides which experience has given to other
branches of engineering; that those engaged in
making them are persons looking solely to their
own interest, and no theorists, attempting the per-
fection of ingenious models; when we find them
convinced, afier long experience, that they are in-
troducing such a mode of conveyance as shall
tempt the public, by its superior advantages, from
the use of the admirable lines of coaches which have
been generally established ; it surely cannot be con-
tended that the introduction of steam carriages on
common roads is as yet an uncertain experiment, un-
worthy of legislative attention.
" Besides the carriages already described, Mr.
Gurney has been informed that from twenty to
forty others are being built by different persons, all
of which have been occasioned by his decided jour-
ney in 1829:
" The Committee have great pleasure in drawing
the attention of the House to the evidence of Mr.
Farey. His opinions are the more valuable, from
his uniting, in so great a degree, scientific knowledge
to a practical acquaintance with the subject under
consideration. He states, that he has no doubt
whatever but that a steady perseverance in such
trials will lead to the general adoption of steam
carriages and again, that what has been done
proves to his satisfaction the practicability of impel-
ling stage coaches (by steam) on good common roads,
in tolerably level parts of the country, without
horses, at a speed of eight or ten miles per hour.'
" Much, of course, must remain to be done in im-
proving tutor efficiency; yet Mr. Gurney stares that
to has kept up steadily the rate of twelve miles per
hour; that ' the extreme rate at which he has run
is between twenty and thirty miles per hour.'
" Mr. Ihneitek 6reekone, that with his eaniage he
,tould keep up a speed of ten miles per hour, without in-
jury to the machine.' _ .

_ .
"Mr. Ogle states, That this experimental carriage
went from London to Southampton, in some places, at a
velocity of from thirty-two to thirty-five miles per hour.'
" That they have ascended a hill rising one in six, at
sixteen and a half miles per hour, and four miles of the
London road, at the rate of twenty-four miles and a half
per hour, loaded with people.'
" That his engine is capahie of carrying three tons
weight, in addition to its own.'
" Mr. Stunmets adds, That they have travelled ib the
carriage, at the rate of fifteen miles per hour, with nine-
tteu persons on the carriage, up a hill one in twelve.'

"; That ha has continued for four hours and a half to
travel at the rate of thirty miles per hour.'
" That he has found no difficulty of travelling over
the worst and most hilly roads,"
" Mr. James Stone states, that thirty-six persons have
been carried on one steam carriage.'
" ' That the engine drew five times its own weight
nearly, at the rate of from five to six miles per hour, partly
up an inclination.'
" The several witnesses have estitnwed the pro-
bable saving of expense to the public, from the
substitution of steam power for that of horses, at
from one•half to two-thirds. Mr. Furey gives, as
his opinion,' that steam-coaches will very soon, after
their first establishrwnt, be run for one-third the
cost of the present stage-coaches.
" Mr. Farrey further considers that the danger of
explosion is less than the danger attendant on the
use of horses in draught ; that the danger in these
boilers is less than those employed on the railway,
although there even the instances of explosion have
been very rare.' 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.
" It has been frequently urged against these car-
riages that wherever they shall be iwroduced they
must effectually prevent all other travelling on the
road, as no horse will bear quietly the noise and
smoke of the engine.-
" The Committee believe that these statements
are unfounded. Whatever noise may be complained
of arises from the present defective construction of
the machinery, and will be corrected as the makers,
of such carriages gain greater experience. Admit-
ting that the present engines do work with some
noise, the effect on horses Las been greatly exagge-
rated. All the witnesses accustomed to travel in
these carriages, even on the crowded roads adjacent
to the metropolis, have stated that horses are very
seldom frightened in passing. Mr. Farey and Mr.
Macneil have given even more favourable evidence
in respect to the little annoyance they create.
"No smoke need arise from such engines. Coke
is usually burned in locomotive engines, on rail-
ways, to obviate this annnoyance; and those steam
carriages which have been hitherto established also
burn it. Their liability to be indicted as nuisances
will sufficiently check their using any offensive fuel."
, • • • • • • * •

" Mr. Gurney has given the following specimens
of the oppressive rates of tolls adopted in several of
these Acts :—On the Liverpool and Prescot road
Mr. Gurney's carriage would be charged 24 Bs.,
while a loaded stage coach would pay only 4s. On
the Bathgate road the same carriage would be
charged 11. ris. Id., while a coach drawn by four
horses would pay ss. On the Ashburnham and
Totness road Mr. Gurney would have to pay 21.,
while a coach drawn by four horses would be
charged only 3s. On the Teignmouth and DAVV''
lish roads the proportion is 12s. to 2s. Such ex-
orbitant tolls on steam-carriages can only be justi-
fied on the following grounds :—First, because the
number of passengers conveyed on or by steam-
carriage will be so great as to diminish (at least to
the extent of the difference of the rate of toll) the
total number of carriages used on the road; or,
secondly, because steam-carriages induce additional
expense in the repairs of the roud.
" The Committee see no reason to suppose that,
for the present, the substitution of steam-carriages,
conveying a greater number of persons than com-
mon coaches, will take place to any very material
extent; and as to the second cause of increased
charge, the trustees, in framing their tolls, have
probably not minutely calculated the amount of in-
jury to roads likely to arise from 'them.
" The Committee are of opinion that the only
ground on which a fair claim to toll can be made, on
any public road, is to raise a fund, which, with the
strictest economy, shall be just sufficient, first, to
repay.the expence of its original formation; secondly,
to maintain it in good arid sufficient repair."
• • • • •

" The Committee are convinced that the tolls en-
forced on steam-carriages have, in general, far ex-
ceeded the rate which their injuriousness to roads,
in comparison with other carriages, would warrant:

they have found, however, considerable difficulty in
framing a scale of tolls applicable to all roads, in lieu
of those authorised by several local Acts.

" With this view they have carefully examined
the various modes of imposing toll, either suggested
by the witnesses, or already adopted. They are as
follows :
I. To place a toll proportioned to the weight of the
carriage and load;
2. On the number of passengers ;
3. On the horse-power of the engine ;
4. On the number of wheels;
5. An unvarying toll.

" Each of these plans seems liable to serious ob-
jections, which the Committee beg to submit to the
House.

"No plan of toll has been more frequently re-
commended than that of a charge in proportion to
the weight of the engine and load. As this is the
most plausible, and (if it could be levied without
other disadvantages) would probably be the fairest
standard, the Committee have considered it right to
state at some length their reasons for not recom-
mending its adopti,m.
" If weight be taken as the standard the toll must
be a fixed charge, either upon the weight of the
engine or carriage, without reference to the load;
or, upon the estimated average of the load carried;
or, a fluctuating charge according to the weight, at
the several periods of a journey."

" The object of every steam coach proprietor will
he to attain the greatest possible lightness of ma-
chinery and engine, because thereby he renders his
power more efficient fur the draught of the remune-
rating load. To place the toll on the weight of the
engine would tend to induce him to decrease the
strength of his boiler and machinery to an extent
which might be dangerous to the passengers, and
very detrimental to the success of steam travelling,
as the public will easily be led to believe that acci-
dents really occurring from injudicious legislation
were inseparable from the adoption of this power as
an agent in propelling carriages,
" Ile only fair plea for charging tolls on such
carriages, in proportion to their weight, is to pre-
vent a load being propelled or carried which would
permanently injure the read ; within this limit it
would be as injudicious to interfere with their pro-
gressive efficiency (which can only result from im-
provements of the machinery and the system of
generating and applying steam) as it would to tax
carriages drawn by large and well .bred horses more
heavily than such as were drawn by horses in worse
condition and of smaller size and power." * * *
" The House will have perceived, in the former
part of this Report, that there are two modes of ap-
plying steam in lieu of hoi ses in draught; one, where
the enging and passengers are on the same carriage;
the other where the engine is placed on separate
wheels, and is merely used to propel or draw the
carriage. Although the difference of weight may
be in the favour of the former mode, yet, as on the
latter it is divided over eight wheels instead of four,
its small excess cannot justify a larger toll being im-
posed, as it will be found much less injurious to the
roads. The Committee therefore recommend thaz
in charging toll the engine carriage and carriage
drawn shall be considered as one.

't As speed is the cause of greatly increasing. ex-
pense where horses are used, while with steam it is
comparatively unimportant, it is probable that the
latter will be chiefly resorted to when rapidi,y of
conveyance is required. Mr. Gurney considers that
under four miles per hour horses can be used in
draught more economically than steam. Should it,
however, be deemed profitable to convey heavy
goods by steam carriages, the Committee recom-
mend that there should be as little interference as
possible with the number of carts employed, as the
effect on the surface of roads would be infinitely
more injurious if heavy loads were placed on a
single cart than if the same weight were divided
over several. The Committee recommend where
carriages, containing heavy goods alone, are pro-
pelled by steam, the weight of the load should be
charged, without reference to the number of carts on
which it may be carried.
" As a horse is able to draw from 20 to 40 cwt.
on common roads, they propose that each 20 cwt.
of load conveyed in, or drawn by, a steam carriage
should be chargeable at the same rate of toll as one
horst drawing a cart.
• - . _ _

" A charge on weight is not so objectionable
where goods are conveyed at a slow rate as when
speed is alone required.
" In conclusion the Committee submit the fol-
lowing summary of the evidence given by the several
witnesses as to the progress made in the application
of steam to the purposes of draught on common roads.

. .
" Sufficient evidence has been adduced to con
vince your Committee, _ _

1. That carriages can be propelled by steam on com-
mon roads at an average rate of ten miles per hour.
2. That at this rate they have conveyed upwards of 14
passengers.
3. That their weight, including engine, fuel, water, and
attendants, may be under three tons.
4. That they can ascend and descend hills of consider-
able inclination with facility and safety.
5. That they are perfectly safe for passengers.
6. That they are not (nor need not be, if properly con-
structed) nuisances to the public.
7. That they will become a speedier and cheaper made
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 in-
juriously as by the feet of horses in common draught, such
carriages will cause less wear of toads than coaches drawn
by horses.

9. That rates of toll have been imposed on steam car-
riages which would prohibit their being used on several lines
of road were such charges permitted to remain unaltered.

CAVENDISH, OR TIIE PATRICIAN AT SEA.
—" This new Naval Story," says the Literary Gazette,
"is making a good deal of stir in certain of the upper and
professional circles. The author has evidently mixed with
the higher ranks in society; and his book has some strik-
ing political matter to attract public attention. Indeed,
we are inclined to surmise, that the out-of-the-way form
of a novel has been in this instance adopted to forward a
particular political purpose." Independently of this, the
adventures of the young scion of nobility, who is the hero
of the story, together with the amusing anecdotes related
of the highest personages in the realm, not excepting
royalty itself, are of a nature to excite great curiosity.

Sir ROBERT PEEL was born about the year
1786,—he was the eldest of 12 children, and takes his
origin from that condition of life, which in a country,
whose honours are open to all ranks, has so plentifully
contr;buted to our present aristocracy. It is now nearly
70 years since the celebrated JOHN 'WESLEY, in writing
the diary of one of his annual tours into the North, speaks
thus of the late Sir RoßEra PEEL..--" I met a Mr. PEEL,
a cotton-dealer, who had been mentioned to me as a sin-
gular example of a clean and industrious man. He began
life, a few years since, upon a capital of 8001. amassed by
his own industry, and is now a thriving man." Sir
ROBERT PEEL maintained this character to the end of his
TVeehly Messenger.

EXECUTlON.—Yesterday morning, JAMES
Gow and T 110311.3 BEVERIDGE suffered the' last punish-
ment of the law at the usual place of execution, for the
murder of their wives. The conduct of the criminals
since their condemnation has been most becoming and sa-
tisfactory. Gow, on receiving sentence, frankly confessed
his guilt, hut attributed it to the effects of intoxication,
and his wife having a small property, which was a subject
of contention between them. To one of the clergymen he
stated, so ungovernable were his passions when under the
influence of liquor, that he could only compare himself to
the maniac among the tombs. BEvaitinor has been very
quiet. He was described by these who were intimate
with him as a sober inoffensive man, but dreadfully ha-
rassed by the misconduct and drunken habits of his wife.
He has left three orphan children, the eldest about eight,
and the youngest about four years of age. Bath criminals
acknowledged the justice of their sentence, but persisted in
considering the bad conduct of their wives as the primary
cause of their awful end. Gow said bad wives made bad
men ; and BEVERIDGE declared that he had many times
come home to breakfast, dinner, and supper, and found
nothing but a black fire, starving children, and a drunken
wife. When they were about to be pinioned Gow insisted
on going first, as he was the greater criminal. Gow was a
native of Edinburgh, BEvitainoir of Kirkaldy.—...
'Jinn Mercury of Saturday.