The example of the cheap watch industry may be cited to convey an idea of the immensely important revolution which will take place in the production of both small and large prime-motors when all the possibilities of electrotyping, casting, and stamping the various wearing parts true to shape and size have been fully exploited. An accurate timekeeper is now practically within the reach of all; and in the twentieth century no one who requires a small prime motor to do the rough work about home or farm will be compelled to do without it by reason of poverty—unless, perhaps, he is absolutely destitute and a fit subject for public charity.
Many domestic industries which were crushed out of existence during the early part of the nineteenth century will therefore be resuscitated. The dear steam-engine created the factory system and brought the operatives to live close together in long rows of unsightly dwellings, but the cheap engine, in conjunction with the motor driven by transmitted electricity, will give to the working people comparative freedom again to live where they please, and to enjoy the legitimate pleasures both of town and of country.
CHAPTER V.
ROAD AND RAIL.
The existing keen motor-car rivalry presents one of the most interesting and instructive mechanical problems which are left still unsolved by the close of the nineteenth century. The question to be determined is not so much whether road locomotion by means of mechanical power is practicable and useful, for, of course, that point has been settled long ago; indeed it would have been recognised as settled years before had it not been for the crass legislation of a quarter of a century since which deliberately drove the first steam-motors off the road in order to ensure the undisturbed supremacy of horse traffic. The real point at issue is whether a motor can be made which shall furnish power for purposes of road locomotion as cheaply and conveniently as is already done for stationary purposes.
Horse traction, although extremely dear, possesses one qualification which until the present day has enabled it to outdistance its mechanical competitors upon ordinary roads. This is its power of adapting itself, by special effort, to the exigencies caused by the varying nature of the road. Watch a team of horses pulling a waggon along an undulating highway, with level stretches of easy going and here and there a decline or a steep hill. There is a continual adjustment of the strain which each animal puts upon itself according to the character of the difficulties which must be surmounted, the effort varying from nothing at all—when going down a gentle decline—up to the almost desperate jerk with which the vehicle is taken over some stony part right on the brow of an eminence. The whip cracks and by threats and encouragements the driver induces each horse to put forth, for one brief moment, an effort which could not be sustained for many minutes save at the peril of utter exhaustion.
When the unit of nominal horse-power was fixed at 33,000 foot-pounds per minute the work contemplated in the arbitrary standard was supposed to be such as a horse could go on performing for several hours. It was, of course, well recognised that any good, upstanding horse, if urged to a special effort, could perform several times the indicated amount of work in a minute.
Nevertheless the habit of reckoning steam-power in terms of a unit drawn from the analogy of the horse undoubtedly tended for many years to obscure the essential difference between the natures of the two sources of power. Railroads were built with the object of rendering as uniform as possible the amount of power required to transport a given weight of goods or passengers over a specified distance; and consequently the application of the steam-engine to traffic conducted on the railway line was a success. Many inventors at once jumped to the conclusion that, by making some fixed allowance for the greater roughness of an ordinary road, they would be able to construct a steam-traction engine that would suit exactly for road traffic. In a rough and rudimentary way an attempt to provide for the special effort required at steep or stony places was made by the introduction of a kind of fly-wheel of extraordinary weight proportionate to the size of the engine; and the same object was aimed at by increasing the power of the engine to somewhere near the limit of the possible special requirements. The consequence was the evolution of an immensely ponderous and wasteful machine, which for some years only held its ground within the domain of the heavy work of roadmaking. As a means of road traction the steam-engine was for half a century almost entirely discomfited and routed by horse-power, partly owing to this mechanical defect and partly, as we have seen, through legislative partisanship.