Great Facts / A Popular History and Description of the Most Remarkable Inventions During the Present Century

by Frederick C. Bakewell

"3rd. That their weight, including engines, fuel, water, and attendants, may be under three tons.

"4th. That they can ascend and descend hills of considerable elevation, with facility and safety.

"5th. That they are perfectly safe for passengers.

"6th. That they are not (or need not be, if properly constructed) nuisances to the public.

"7th. That they will become a speedier and cheaper mode of conveyance than carriages drawn by horses.

"8th. That as they admit of greater breadth of tire than other carriages, and as the roads are not acted upon so injuriously as by the feet of horses in common draught, such carriages will cause less wear of roads than coaches drawn by horses.

"9th. That rates of toll have been imposed on steam carriages which would prohibit them being used on several lines of roads, were such charges permitted to remain unaltered."

In defiance of this favourable report, experience proved that there were defects in that system of locomotion greater than its advocates were disposed to admit, and that the mechanism was frequently broken or disarranged by the constant jarring caused by the roughness of the road. The alarm of the horses drawing other carriages was also calculated to produce fearful accidents.

So far, indeed, as regarded the power of locomotion, the steam carriages were successful. The author was witness of this success during a short excursion in Colonel Maceroni's carriage, which ascended hills and ran over rough roads with great ease, and at a speed of twelve miles an hour. The practical difficulties, however, were so great, that steam carriages have not been able to compete with horse power; for the original cost of the boiler and engine, the necessary repairs, and the expense of fuel, amounted to more than the cost and keep of horses. The plan was practically tried for several weeks, in 1831, by running a steam carriage for hire from Paddington to the Bank of England. The carriage, of which the annexed diagram is an outline, was one of those constructed by Mr. Handcock. The engine was placed behind the carriage, which was capable of containing sixteen persons, besides the engineer and guide. The latter was seated in front, and guided the carriage by means of a handle, which turned the fore wheels. The carriage was under perfect control, and could be turned within the space of four yards. With this carriage, Mr. Handcock stated he accomplished one mile up hill at the rate of seventeen miles an hour. The carriage loaded very well at fares which would now be considered exorbitant, but the frequent necessity for repairs rendered the enterprise unsuccessful, and the steam carriage was taken off the road.