Part 36

"Q. In the chimney-shaft of a locomotive engine?

"A. In the chimney-shaft of a locomotive and in the shaft of a factory; the experiments were tried in various ways. I saw these experiments frequently; many other persons saw them at the same time; and I employed the same myself shortly afterwards for a like purpose abroad."

Mr. Keene in his evidence further stated, in answer to the question whether Mr. Gurney's experiments were open to the public:--

"Many persons visited the place daily, and the carriage went out into the road, and into the barracks, and was often surrounded by a group of persons. It was understood and known how this draught was procured, because the passage of the steam was heard up the chimney when the carriage was still, and the great draught of the furnace was the occasion of remark by everybody who was around it; they were quite surprised how such a great current could be produced with so small a height of chimney: it was a very remarkable thing, and drew attention from everybody around at that time."

The principle of the action of the steam-blast was simple enough. It was to fill the funnel with high-pressure steam, which would act much as the sucker in a pump, exhaust the air and draw up air through the furnace, as the cone of steam escaped out of the funnel. To act thus, the steam must completely fill the chimney, allowing of no down draught.

This was what had entirely escaped Trevithick and Stephenson. Up to the discovery of the steam-jet by Gurney, the waste steam, as has been stated, was uselessly dispersed through the chimney.

In 1827, Gurney took a steam-carriage he had constructed to Cyfarthfa, at the request of Mr. Crawshay, and while there applied his steam-jet to the blast-furnaces. This gave a great impetus to the manufacture of iron.

Stephenson now adopted it, and employed it for his locomotive the Rocket, that ran on the Liverpool and Manchester Railway in October, 1829. Previously on one occasion Stephenson had run his engine continuously for fifty-three minutes doing twelve miles. But now, with the adoption of the steam-blast, it attained a velocity of twenty-nine miles an hour.

"It is not too much to say that the success of the locomotive depended upon the adoption of the steam-blast. Without that, by which the intensity of combustion, and the consequent evolution of steam, were maintained at the highest point, high rates of speed could not have been kept up, the advantages of the multitubular boiler afterwards invented could never have been fairly tested, and locomotives might still have been dragging themselves unwieldily along at little more than five or six miles an hour."

It had been in July of the same year that Gurney had made a journey in his steam-coach from London to Bath and back again, on the main road, at the rate of fifteen miles an hour. This journey, undertaken at the request of the quartermaster-general of the army, was the first long journey at a maintained speed ever made by any locomotive on road or rail.

Mr. Gurney's steam-coach was, of course, provided with the steam-jet.

The Mirror of December 15th, 1827, says: "Mr. Goldsworthy Gurney, whose name is familiar to most of our readers, after a variety of experiments during the last two years, has completed a steam-carriage on a new principle. We have accordingly introduced the annexed engraving, which will enable our readers to enter into the details of the machinery. First as to its safety, upon which point the public are most sceptical. In the present invention it is stated that even from the bursting of the boiler there is not the most distant chance of mischief to the passengers. The boiler is tubular, and upon a plan totally distinct from anything previously in use.... The weight of the carriage and its apparatus is estimated at 1-1/2 tons, and its wear and tear of the road, as compared with a carriage drawn by four horses, is as one to six. When the carriage is in progress the machinery is not heard. The engine has a 12-horse power, but may be increased to 16; while the actual horse-power in use, except in ascending a hill, is but eight horses.... Mr. Gurney has already secured a patent for his invention; but he has our best wishes for permanent success."

Sir Charles Dance in 1831 ran a steam-coach of Gurney's make between Gloucester and Cheltenham five times a day for four months, and during this time carried three thousand passengers some four thousand miles, without a single accident occurring.

There seemed to be every prospect of the steam-carriage superseding the mail-coach, and indeed of private gentlemen setting up their Gurney steam-carriages, as now they run their motors. But trustees of roads, coach-proprietors, coachmen, and other interested persons formed a strong body of opposition. How violent this was may be judged from the fact that on one occasion a pile of stones eighteen inches high was thrown across the road, and in struggling through it the axle of the coach was broken.

But prejudice and dullness are mighty powers.

How little, mark! that portion of the ball, Where, faint at best, the beams of Science fall; Soon as they dawn, from Hyperborean skies Embody'd dark, what clouds of Vandals rise!

Parliament interfered. Tolls on highways were raised to a prohibitive rate, so that the running of steam-conveyances was brought to a standstill. A committee of the House of Commons, appointed in 1831 to inquire into the matter, reported "that the steam-carriage was one of the most important improvements in the means of internal communication ever introduced; that its practicability had been fully established; and that the prohibitory clauses against its use ought to be immediately repealed." The committee recommended that the Turnpike Act should be repealed. It ascertained that upon the Liverpool and Prescot road Mr. Gurney would be charged £2 8s., while a loaded stage-coach would have to pay 4s. On the Bath road the same carriage would be charged £1 7s. 1d., while a coach drawn by four horses would pay 5s. On the Ashburton and Totnes road Mr. Gurney would have to pay £2, while a coach drawn by four horses would be charged only 3s. On the Teignmouth and Dawlish road the proportion was 12s. to 2s.

The Report of the Committee on Steam-Carriages, ordered to be printed by the House of Commons, 12th October, 1831, was reasonable and just. It reported:--

"Besides the carriages already mentioned, 'twenty or forty others are being built by different persons, all of which have been occasioned by his (Mr. Gurney's) decided journey in 1829.'

"The committee have great pleasure in drawing the attention of the House to the evidence of Mr. Farey. 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 the practicability of impelling stage-coaches by steam on good common roads, without horses, at a speed of eight or ten miles an hour.

"Much, of course, must remain to be done in improving their efficacy; yet Mr. Gurney states that he 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.

"The several witnesses have estimated the probable saving of expense to the public, from the substitution of steam power for that of horses, at from one-half to two-thirds. Mr. Farey gives, as his opinion, that steam-coaches will very soon after their establishment be run for one-third of the cost of the present stage-coaches.

"Sufficient evidence has been adduced to convince your committee--

"That carriages can be propelled by steam on common roads at an average rate of ten miles per hour.

"That they can ascend and descend hills of considerable inclination with facility and safety.

"That they are perfectly safe for passengers.

"That they are not nuisances to the public.

"That they will become a speedier and cheaper mode of conveyance than carriages drawn by horses.