THE STEAM TRAMWAY.

New Zealand Times, Volume XXXIII, Issue 5394, 11 July 1878, Page 2

THE STEAM TRAMWAY.

Two of the engines for the Wellington Tramway Company have now been landed, and one is ready for removal to the station on the Ade-laide-read, where it will be fitted up for running. These engines have been examined by a great many people, a large proportion of whom, while admiring the build and workmanship, prophecy all sorts of serious results that are sure to follow directly street traffic is commenced with them. Horses will be terrified, will bolt, will stand still on the track, will shy on to the footways; in fact, will do everything but go straight ahead and mind their own business. At first the idea of a steam , engine dragging a line of cars through the streets a«g-* gests the probability of numerous accidents, but when it is remembered that steam tramcars have received the closest attention, of some of the most highly skilled engineers of the day, and that they have been altered and improved upon in various ways so as to render their use in cities safe, it may well be taken for granted that they will not prove the horrifying monsters people dread they may be. There are not a few who strongly advocate that horses should be used; but steam is cheaper and better in various ways, and is not more dangerous. The following extract from The Times (London) to reassure timid folks : —“ The advantages of the steam-worked car over those drawn by horses are increased speed of travelling (if desired), quicker starting and stopping than with horses, quicker connecting with and disconnecting from the car, a shorter length of space occupied on the roadway, and capability of being used in all weathers, especially when frost and snow render it impossible for horses to draw the tram-cars. It is stated to have been fully that whenever these engines have been running the horses have never been affected by them ; they pass them unnoticed. As the supposed fright to horses has hitherto been the chief stumbling block in the way of the use of steam on tramways, it is to be hoped that this prejudice is in a fair way of being overcome.” Another objection is that they will run over people. This is quite incorrect, for while a man might be run over by a horse-drawn, car, he cannot be by a steam, car, for the simple but sufficient reason that it is fitted with something like a cow-catcher, which is so shaped that if a drunken man or a would-be suicide laid himself down on the lines he would be rolled over on one side clear of the wheels.

The engines are smoke-consuming, so there will be no nuisance from smoky funnels, and the steam, if it is allowed to escape, will not be a cause of alarm. The Engineer, an acknowledged authority in all engineering matters, thus refers to a trial of the engines which have been sent out to Wellington.

.. “ The question of the use of Steam power on tramways in towns and cities continues to receive merited attention and practical development in connection with foreign countries and the colonies. The most recent instance in this direction which has come under our notice, is that of the Wellington City Tramways, New Zealand, which will be Worked by steam power. The engines for this line arc being constructed by Messrs. Merry weather and Sons at their Light Locomotive Works at Greenwich, where, a few days since, a number ef gentlemen interested in the development of tramways in the colonies assembled to witness the formal trial of the first of those engines which has just been completed. The engine is similar in general character to those of which the firm have manufactured a large number—upwards of sixty, we believe—for the tramways, of Paris, Rouen, Cassel, Barcelona, Guernsey, and other places. It however embodies several improvements in details, which have been suggested by the extended experience of the manufacturers. The boiler is of the locomotive type, and its capacity being large, but little attention to stoking is required, and the presure of steam does not greatly fluctuate on the road. The cylinders are placed between the frames with one common steam chest, and are 7in. in diameter by Ilia, stroke. The engine is carried by four coupled wheels 2ft. in diameter, and the wheel base.being only ,4ft din. the engine is enabled to go round curves of very small

radius. “ The exhaust steam—that hHe noiv of all tramway > locomotives—maybe dealt within two different ways. A water condenser consisting of several nozzles as in an ejector or bilge pump, is placed on the footplate, and its suction and delivery are connected by means of copper pipes to opposite ends of a tank which is carried on the roof of the engine. The exhaust steam is admitted into the centre cone of the condenser, and is condensed in its passage through, at the same time sending the heated water up the delivery pipe to the top of the tank and drawing cold water from the bottom of the tank down the suction pipe. This process "is continued until the whole of the water in the tank is raised to a temperature of from 180 deg. ter 200., and so long as the water In the tank remains below this temperature the exhaust steam is effectually disposed of. The tank holds 300 gallons, sufficient to last for a run of about ten miles. In order to meet cases where It is inconvenient to obtain sufficient water, or when the weather is comparatively warm, and the absolute freedom from visible steam is not insisted upon, another arrangement is provided, and has been found very efficient. By means of a three-way valve the exhaust steam, instead of being, turned into the condenser, is directed through a nozzle placed at the bottom of a series of cones in the smokebox, and the hot; air, coming through the boiler tubes, is brought iuto intimate contact with absorbs so much of it, that, except in very cold damp weather, the mixture of air and steam passes invisibly out of the chimney. The driving levers are placed in the centre of one side of the engine, and are so arranged that the driver has simply to turn himself round to us a them for running in either direction. The engine is fitted with a powerful brake, which is worked by the foot, so that the driver has at all times perfect and simultaneous control of the regulator, reversing lever, and brake, a most important consideration in crowded thoroughfares. Steel, Lowmoor : iron, and phosphor-bronze are freely used in these, as in all the tram engines constructed by Messrs. Merry weather, the workmanship being of excellent finish. The trial of the engine in question proved perfectly satisfactory, a very sharp curve being traversed with ease, and the engine running quietly and smoothly and being started and stopped at smart speeds with great promptness. Messrs. Merryweather deserve credit for their enterprise in starting their light locomotive works at Greenwich, for to that enterprise must be largely attributed the rapid progress which has been made during the last few yearsjin the use of steam on tramways.” —Engineer 22ud February. As stated above, the engines will ba_ fitted under the directions of Sir. O. A. Fairlie, who has been appointed locomotive engineer to the company, and as he has had very great experience with these engines in Paris, Rouen, and in England, they are sure to bo in order. They were manufactured by Messrs. Merryweather, under the supervision of Mr. Archibald Fairlie, civil and mechanical . engineer, of King William-street, London, a brother of the Mr. Fairlie who has made his name famous ■everywhere by his celebrated engines. O. A. Fairlie is a son of Mr. Archibald Fairlie.

Thepaceatwhichapasaeuger tram train travels o£ course varies very much, and it may be said that they go at all speeds up to 25 miles an hour, though such a high rate as that would not be attempted excepting on some suburban line where there was but little other traffic. The time made on a line in Rouen 4} miles long is 30 minutes, and on the run they average twelve stoppages. It is such an easy matter to step into and out of a car that it is quite usual for men to do this without the carriages stopping, and the train as a i ule runs from one , station to another without halting, unless ladies or children should require .to get in or out. It is probable that at first regular trains will run from the intersections of Cuba and Manners streets to Pipitea Point, and one an hour will go up the Adelaide-road to the ter* minus. The times for starting will he arranged so that trains from opposite ends will pass on the loop lines which have been laid down in various places. Each train ™ have a guard, who will take fares, tickets, &c. On the engine there will be only the driver, who will give warning, when necessary, of the approach of the cars by soma signal; but whai it will be is not certain, tor steam whistles will not be allowed, and possibly a bell will D* used. . At first the company ordered five engines, and have since sent for three more. Fourteen passenger cars, to hold about 24 people each, and four freight cars, made by Stephenson, New York, are now on board the U. MV Tucker,. in Otago harbor. When she has unloaded her cargo for that port* she will come on here, and may bo expected to arrive shortly. Probably traffic will be commenced in three weeks or a month from this date. _ A number of men have been engaged in cleaning the rails, but this has been found very hard work In many plaohs, for the road metal and-

gravel have frequently become as hard as concrete. '■ The Tramway Company seem ,to have done everything to ensure success, for they had the line thoroughly well laid down, and went to the best firms for their steam engines and freight cars. ____