CHAPTER VIII.

A SCIENTIFIC CHAPTER.

I had intended to conclude my remarks on the subject of the mail coaches, but have been induced to invest in another chapter by an ingenious proposal which was brought to the notice of the Postmaster-General in the year 1807. If it led to no results, at any rate it shows that there were those who took a keen interest in the subject.

The Rev. W. Milton, Rector of Heckfield, Hartford Bridge--the same reverend gentleman whose acquaintance we have previously made as the advocate of broad wheels--invented a coach, which he claimed would prevent overturns and breakdowns. The body of it was this shape, which I give as it appears in the minutes on the subject, still preserved at the General Post-Office. It is certainly singularly deficient in graceful curves, and I can only suppose that it is meant to indicate the manner in which the luggage box was placed. At any rate, we are told that the coach was so constructed that nearly all the luggage was carried in a box below the body of the carriage, which was not higher than usual; but the appearance of the coach was deemed heavy, and as the load was low, it was thought that the draught would be heavier than the coaches then in use. Many coaches which loaded heavily with luggage were already furnished with a receptacle for it denominated the "slide," which was fixed under the hind axle, and thus, no doubt, did add considerably to the draught; but to remedy this, as we shall see, Mr. Milton makes use of unusually high wheels.

To prevent breakdowns the coach was fitted with idle wheels on each side of the luggage box, with their periphery below the floor, and each as near as was requisite to its respective active wheel. These idle wheels were ready, in case of breakdowns on either side, to catch the falling carriage, and instantly to continue its previous velocity, till the coachman could pull up the horses. The bottom of the luggage box was fourteen inches from the ground, and the idle wheel five or six inches. The following extracts will convey a better idea of the value of the invention. It evidently received a practical trial:--

"Mr. Ward, the coachman, soon found what he might venture, and he took the coach accordingly over such ground as would most assuredly have caused an overturn of any stage-coach with its usual load. This was repeatedly done in the presence of six insides and ten outsides, besides the coachman. Seven parts, perhaps, in ten of the load, which was nearly three tons, lay on the hind wheels. These, by the patentee's directions, were six feet high, and with no dishing, and, as he deemed, sufficiently strong. They did not fail; but it was the opinion of Mr. Thomas Ward, and all the practical men on the spot, that they were not such as could show the principle of safety as to dangerous and side-long ground up to its full extent. As it was, however, any common coach would have gone over at fifty different places during the stage which this coach took without the least symptom of overturning. A linch-pin of one of the hind wheels was taken out. The coach went on, and presently off came the wheel, and down dropped the carriage about seven inches on a small idle wheel, which immediately continued the motion without the least inconvenience to the outside passengers or puzzle to the horses, and the shock was not greater than what was produced by taking over a stone in the night, and, if it had been required, the coach might have been taken five or six miles by means of the idle wheel; and Mr. Thomas Ward very confidently thinks these two circumstances of safety would invariably attend any stage-coach so constructed."

So confident was the reverend patentee that he wrote the following challenge: "I have no fear that either science or practice can effectually controvert the following remark: Supposing, in a stage-coach as at present, that the centre of gravity be four feet above the main axle, and the width on the ground the same in two cases, then the higher the wheels the greater will be the danger of an overturn from an equal cause. It is not so with me, for the higher the wheels the deeper may the luggage box be, so that the antidote follows the growth of the danger; and here, from the full conviction I have of its truth, I wish to offer the following opinion: Let seven or eight parts in ten of the total load be within the hind wheels, and let them be at least six feet high, on horizontal cylindric arms, by this disposition, compared against the present, more than one horse in forty would be saved or spared, for the goodness of the draught would come out even through the intricacy of the medium, the fore-carriage; but in many coaches the door at the middle of the side does not permit so advantageous a hind wheel, and that at the expense just mentioned."

The invention was not accepted by the Postmaster-General, although it was, to some extent, admitted to combine a principle of safety with the celerity required in mail carriages. The cost, however, of such a change in the mail coaches would have been very heavy, which, no doubt, had a good deal to do with its rejection.

The fact, however, is that these inventions were not wanted, clever as they might have been and effective where required. The mail coaches were not called upon to travel over "dangerous and side-long ground," but upon fairly good roads at the worst, for which the coaches, as then constructed, possessed quite sufficient stability, and the idle wheels, however great the security they would have imparted to heavily-loaded stage-coaches, were not required on the mails, where the sustaining power was so great in proportion to the comparatively light loads which they carried, that a broken axle was unknown among them, and it was impossible for a wheel to come off with Mr. Vidler's axle and boxes; and, of course, the idle wheels must have added to the weight.

Although these patent-safety coaches were rejected by the Post-office, they did find favour in one or two quarters. One worked for some time between London and Stroudwater, and several were in use in Reading, as the following certificate will prove:--

"We, the proprietors of the Reading coaches, beg leave thus jointly to inform our friends and the public that we have each of us, during the last five weeks, tried the Rev. W. Milton's patent-safety coach, built by Brown and Day. We are fully persuaded that its draught will be as fair as that of any coach on the road, and have such a conviction of the safety of its principles, that we have no doubt that we shall be induced to put them on as early as shall be convenient to every coach we have.

"Signed,

"WILLIAMS & CO., Coachmasters, London and Reading;

"E. EDWARDS, Coachmaster, Reading;

"J. MOODY, Coachmaster, London."

It is very disappointing that no drawing appears to have been preserved showing what these coaches looked like when they stood up upon their wheels; but evidently the patent parts were capable of being applied to the ordinary coaches, as is proved by the following portion of an advertisement:--

"Any particulars regarding these coaches and the application of the principles of it to stage-coaches at present in use may be had by applying to Brown and Day, Coachmakers, Reading." And again they say, "The safety of the plan depends upon the union of the two principles. The same charge will be made for the application of the luggage box or idle wheels, where either may be required separately, as for the two together."

The Postmaster-General appears to have been fortunate in the number of his counsellors, but, judging by the following suggestion, it would have required a very great multitude to produce wisdom. Indeed, a more objectionable change could hardly have been thought of.

By a memorandum at the General Post-Office, it appears that in February, 1831, the Rev. W. C. Fenton, of Doncaster, made a suggestion that postilions should be substituted for the coachmen. The suggestion was rejected, as it was considered that the change of postilions would necessarily be much more frequent than the change of coachmen, and therefore the chances of delays would be greatly multiplied. It was also thought that, were such a mode of driving adopted, it would be the means of raising the fares, and the mails would again require support. Many of the coachmen drove from forty to fifty miles without a change. The Postmaster-General, Duke of Richmond, considered the horses had enough to do without carrying additional weight.

The horses would not only have had the weight of an extra man to share among them, but they would have had to carry both men in a way best calculated to distress them. The easiest way for a horse to move a weight is by his draught, the worst when placed upon his back.

Then again there was the difficulty of who was to pay the postilions. They must have been changed at every stage, and I should think the passengers, although in those days pretty well accustomed to giving fees of one sort or another, would have objected to being _kicked_ by two postboys at the end of every stage.

I can fancy I hear one of the uninitiated exclaim, "I should think they would object to such treatment as that at any time," but, in the language of the road, the word _kicking_ had no brutal signification attached to it--it only meant asking the passengers for their fees, and the word _shelling_ was often used to express the same process in less objectionable language. The word was understood something in the way that an Irishman uses the word _kilt_, which the following anecdote will explain:--

An English gentleman had rented some shooting in Ireland, and had gone over to enjoy the sport. On the morning after his arrival, having engaged a lot of boys to beat for him, he started off to look for game, but before he had gone very far, after firing a shot, he heard a great commotion and chatter among the boys. Thereupon he called out to them to ask if anything was the matter, to which the answer he received was, "Nothing your 'anour,' only you've kilt a boy." I need hardly say, that, being a stranger to the country, he was very much alarmed till he reached the spot where the boys were assembled, when he discovered, to his infinite relief, that the word "kilt" conveyed no mortal signification in that country.

I will venture to give a few more instances of the propositions made to the Postmaster-General. Some were certainly ingenious, but he very wisely could not be induced to give up a system which had been well proved, for what at the best, and however clever in itself, was untried.

On September 14th, 1816, Mr. Peter M'Kenzie of Paddington offered to construct a steam engine to run on rails at the rate of fifteen miles an hour. He asserted that the mountains of Wales or any other part of the United Kingdom would not impede its velocity. To enable him to build a small model he asked that a hundred and fifty or two hundred pounds might be advanced to him. As may be supposed this was refused him, and the plan was abandoned. This gentleman also claimed that in 1802 the idea of printing newspapers by steam first originated with him.

Mr. John England, writing from Aberdeen in August, 1820, wants the department to adopt a travelling carriage or machine, which was impelled by means of the expansion and contraction of compound fluids. The machine was stated to weigh about 90 lbs. The plan was not entertained. Again, in the year 1832 the same person submitted an improved machine worked on the same principle, but, as may be imagined, it met with no better result than the first.

In the next suggestion we appear to be approaching the present railway system, but I should suppose that he intended laying his rails by the side of the turnpike roads.

Mr. Thomas Gray, writing from Brussels in November, 1821, suggests steam coaches on iron rails. In support of it, he stated that the journey to Edinburgh would be done in half the time taken by the mail coaches, and that the expense of laying the iron rails would be more than covered by the extra passengers that could be carried in the additional coaches which could be run.

This also met with a cold reception, and no doubt appeared at the time to be simply speculative, yet the light of time compels us to take a different view, and to recognize in it the germs of a great invention.

Mr. James Rondeen, of Lambeth, on June 3rd, 1823, submitted a scheme to convey the mails by engines consuming their own smoke, of four or six-horse power, which would cost from two hundred and fifty to three hundred pounds each, and impel a coach at the rate of from fifteen to twenty miles an hour. He estimated that there were two hundred and eighty coaches running daily from London and on the cross roads, the work of which, if his scheme was adopted, would be performed by eighty-two engines. This scheme was considered an extraordinary one, but the condition of its acceptance imposed by the inventor could not be complied with.

I should gather from what is said here, that Mr. Rondeen's plan was of the nature of a traction engine to run upon the existing turnpike roads, and, if I am right, the Postmaster-General of that day had a better opinion of that mode of progression than of the system of rails. No doubt, several descriptions of traction engines were tried, but none succeeded, and I have heard of surveyors of turnpike roads laying such extra thick coverings of stone on the roads as to clog the engine wheels; but however this may be, experience has proved that they are not capable of much pace, however useful they may be found for slow traffic.

A Mr. Knight, in January, 1822, suggested an elevated road or railway. The carriage was to be slung from the road on rails above, and two men, suspended in it at the bottom, would turn machinery to propel it along the groove or railway. After the idea had been talked over by Mr. Knight with the head of the mail coach department, the latter was satisfied that it would be of no use to the Post-office.

A Mr. Elmes of Regent Street, in October, 1823, offered to convey the mails to any part of the United Kingdom at the rate of from fifteen to seventeen miles an hour, by means of a mechanical carriage, which could be worked by horses or not. He stated that his contrivance would reduce the cost of conveyance to about a quarter of that then incurred. It need hardly be said that this proposal was too indefinite to be entertained.

On the 25th of November, 1826, a Mr. Thorold, of Great Milton, Norfolk, suggested the application of steam to mail coaches for propelling them on turnpike roads. This plan appears to have been considered feasible, as it is recorded that the plan was not adopted, as it was considered best to wait until the idea was _seen_ in practice.

On April 27, 1826, a Mr. Cadogan Williams submitted a plan for the rapid conveyance of mails by means of tubes. The outline of his plan was this: That a square of cast-iron or brick be laid from one stage to another, with its extremities communicating with vaults of sufficient magnitude for the purpose; one vault having an air-evaporating apparatus, and the other a condensing, such as is used to blow iron furnaces worked by steam power. At the neck of the tube joining the condensing apparatus should be two stoppers, on the principle of those that are used in beer cocks. Between the stoppers should be a door for putting in the box of letters. On closing it the stoppers should be turned, and the condensed air would exert itself in the box and produce its rapid movement. This was certainly very ingenious, if somewhat complicated. At any rate, he was informed that his plan was not applicable to the purposes of the department.

And now comes a really wonderful proposal. A Mr. Slade, on May 14, 1827, offered to convey the mails at the rate of a mile a minute; but he appears not to have been of a very communicative disposition, as he did not state by what means this very high rate of speed was to be obtained, but he estimated the cost for carrying out his plan at two thousand pounds a mile. As may be supposed, this was considered too visionary and costly to be enquired into further.

And now I have got what I think will raise a smile. It will hardly be believed, but so it was, that a Royal Engineer--an officer, I suppose--suggested that the mails should be conveyed by means of shells and cannon. His idea was to enclose the letters in shells and then fire them to the next stage, three miles distant, and then to the next stage, and so on to the end of the journey. He said a good bombardier could drop the shell within a few feet of the spot where the next one was stationed.

As early as the year 1811 a trial was made of a drag, or break, apparently a good deal resembling the breaks now so generally applied to wheels. In that year a drag, as it was then called, was introduced by a Mr. Simpson to the Post-office authorities, and was tried on the Brighton and Worcester mails; but the advantages claimed for it by the patentee were not borne out in practice. The advantages claimed were that in case of the reins or pole breaking, or horses running away, the drag could be at once applied by the guard without leaving his seat, as it was put in action by a lever or shaft affixed to the body of the coach, and worked by hand. It does not appear, however, to have possessed sufficient attractions for it to be brought into general use, as nothing more is heard of it. In the year 1811 I don't suppose there was much to be feared from horses running away!

Before quite taking leave of science I will venture to touch upon a subject which, if not exactly science, is nearly related to it. At any rate, it can only be solved, if at all, through the medium of science. I can fancy I hear some votary of science exclaim with some indignation, "What is this doughty question which is to puzzle science?" To this I can only answer that if science has or can solve it satisfactorily, I humbly beg its pardon for doubting its powers. Well, the subject I am raising is expressed by the word _Traction_. Traction, I mean, as connected with pace. What is the difference in power required to move a given load at ten miles an hour and at five miles an hour? I have somewhere seen it argued as if it was the same, and that therefore the horses must suffer greatly over the latter part of a stage, supposing that their powers were less and the weight to be drawn remained the same. Of course, the weight does in one sense continue the same, but every coachman who has had any experience in driving will have observed how much longer time it requires to pull up a coach going at a high speed than one at a slow pace; which of itself proves that after the coach is once set in motion and has acquired a fast pace, the exertion required to keep it going is considerably reduced. Without for a moment forgetting the cardinal truth that "it is the pace which kills," it is quite apparent that the disease and the remedy, to some extent at least, travel together. Another fact which can be attested by all old stage coachmen, and which goes strongly to prove how much reduced the draught is by pace, is that four light horses can get a load up a steep pitch at a gallop which they would be quite incapable of surmounting at a walk.

Then there is another item which adds to the complexity, which is this--that the greater the weight, the longer the time required for pulling up. It would seem, therefore, as if a heavy weight, to a certain extent, assisted its own propulsion. The same circumstances are observed on the railways, and, probably, from the hardness of the metal on which their wheels run, it is still more apparent than on a road. I was once travelling for a short distance upon a locomotive engine without a train behind it, and upon asking the driver how long it would take to bring his engine to a standstill, he said, "I could stop it almost immediately now, but it would be very different with a long train behind her." Probably there are few coachmen who have driven any great number, of miles through whose brain this question has never trotted, but without arriving at any solution of it. At any rate, I confess my own ignorance, and only throw down the question at the feet of science after the custom of the ages of chivalry, when the herald threw down the gauntlet into the midst of the assembled knights, to be picked up by the best man.

The following narrative will convey some idea of the force of velocity which appertains to the wheels of a coach travelling at a high speed:--

As the "Mazeppa" coach was proceeding on her journey from Monmouth to Gloucester, when descending a hill about three miles from the former place at a fast pace, the tire of the near hind wheel came off, and the impetus was so great that it caused it to pass the coach and run on for nearly half a mile, thus proving that the power required to draw a carriage when it has attained much speed must be very much diminished. It only requires to be kept moving.