THE THOMSON ROAD STEAMER.

Star (Christchurch), Issue 908, 28 April 1871, Page 2

THE THOMSON ROAD STEAMER.

Yesterday, the first practical test was applied to the Thomson Road Steamer recently purchased by the Provincial Government in Otago. The trial of the steamer a short time ago was merely to test its machinery in so far as workability was concerned ; yesterday the draught power was tested. The immediate object in view was not, however, so much of this nature as it was an endeavour to ascertain the rate of water consumption at per mile. This in the district to which the steamer has been apportioned is a most important matter, and must be fully provided for before the leviathan is sent from town. There are no natural means of water supply on the prescribed route, and artificial means must therefore be resorted to. Of the result of yesterday's trial, as bearing upon, this point or upon the probable general success in opening up a reliable and payable means of communication with the Malvern coal fields, we cannot speak very favourably, though there are circumstances connected with the working of the steamer on this occasion that do not preclude the hope of much better things being yet accomplished. The steamer was appointed to start from Mr Anderson's works at eight o'clock in the morning, and several gentlemen, including members of the Press, had been invited by the Provincial Government to join in the projected excursion. Beyond this, the public mind had also been somewhat interested by the novelty of the affair, and a considerable number of persons consequently assembled in the yard. Steam was up some time before the appointed hour, and the two trucks made to the order of the Government by Mr Anderson had also been freighted with about four tons of pig iron each. Seats were fixed in the trucks for those gentlemen invited, and about half-past eight the trucks were attached to the steamer. The ease with which the unwieldy looking machine was moved backwards or forwards, or steered in a semi-circular course, during this operation created a favourable impression, which was still further enhanced by the steadiness with which the steamer and her convoy moved out of the yard and turned into Lichfleld street. In this spirit the party, numbering about twenty-se7en, mounted into the waggons and took their apportioned seats. Amongst the number we noticed his Worship the Mayor, Mr Thornton (Provincial Engineer), Mr Marshman (Manager of Railways), Dr Barker, Messrs J. Anderson, T. W. Maude, A. Duncan, Brown, Buchanan, and Beverley, chief of the locomotive department on the Lyttelton and Christchurch Railway. His Honor the Superintendent and Mr Kennaway were also present at the start, and accompanied the voyageurs on horseback. Proceeding down Lichfleld street and along Oxford terrace, a speed of about five miles an hcur was attained, and not increased until the city had been left behind. During this time everything went very smoothly, and everyone was impressed with the belief that as the most lovely of autumnal weather prevailed they were in for a pleasant ride. Unfortunately, however, the gloss was soon taken off this by a most unpleasant and continuous shower of soot, small cinders, and dust from the engine in front. Black coatß rapidly became grey, and faces as quickly assumed a grimy aspect anything but pleasing. After a few moments, however, regrets gave place to good humour, and the infliction thenceforth proved a prolific source of badinage and merriment. The engine j meantime continued to run smoothly along the Rii carton Road, and all went as well as could be desired until coming across a patch |

of shingle about two miles from Christchurch. The machinery was stopped in order that it might be thrown into double gear. To understand this, it must be explained that the road steamers are fitted with gear for single or double action. Single action is generally used on good roads, and double action, which increases the draught power of the engine twofold, is reserved for heavy roads. The patch of shingle referred to could scarcely be called heavy in the meaning that we should attach to it in connection with an engine like the road steamer, but the stoker had permitted his steam to decrease from 12Olbs, with which he started from town, to 7Olbs, which of course was not sufficient to get through the shingle with single action. After this matter had been rectified, and the shingle left behind, the steamer went ahead at a good pace, the rate of speed being at one time a little over seven miles an hour. This for a first trial, and with a total weight behind the engine of about fifteen tons, was not bad work. The additional speed was, however, productive of a still more unpleasant result to the excursionists than had accrued from the soot and dust emitted from the funnel of the steamer. Hot cinders began to fall in anything but a comforting manner. More than one of the gentlemen in the second carriage had their hands burned, whilst; few of them escaped without one or more holes in their apparel. This was too much to be agreeable, and the speed was soon after diminished. The train proceeded to within about half-a-mile of. the railway crossing on the Prebbleton Road, making in all about four miles and a half from town, when it was turned round. The distance had been accomplished, including stoppages, in somewhat under fifty minutes, and the turning round was effected with astonishing ease and celerity. Although the engine and two trucks were in all from fifty to sixty feet long, they were turned in the small space of thirty-four feet — that being the distance between the outermost wheel marks on each side of the road where the turn was effected. Returning towards Christchurch at a fair speed the engine was stopped at the Bush Inn so that the water might be replenished — an insufficient quantity having been taken in at starting. And after all the soot and dust that prevailed during the journey, it will readily be understood that the demand for liquids was not confined to the steamer alone. Resuming the journey after a short time all went well until some two hundred yards had been traversed, but then alas, the misfortunes that had attended the excursionists multiplied to a most alarming extent. A whisper gradually spread that a leak had broken out in the boiler, and examination proved this to be only too true. The enquiries, indeed, went to show that just before turning round, the steamer sprung a tube in her boiler, and the result was such an escape of steam that the greatest fears were entertained of an ignominious break-down of the trip. Aud this proved but too correct. Another effort was made to reach town, but the feat was found an impossible one, and a large number of the party started off to finish their journey on foot. Others stopped behind, and the waggons having been detached, they flocked like a swarm of bees on to the engine, and another effort was made to push forward. The machinery was asain set in motion and a rate of speed attained that induced the expectation of speedily passing, and perhaps " chaffing " these who had gone before, but no such good fortune was to be had. Two hundred yards brought another stoppage — the steam, what with the consumption aad escape through the leakage being exhausted faster than it was made. The doubly disappointed excursionists then dismounted, and seeing their chance of a ride hopeless trudged off to town. What their feelings were, or the conversation that beguiled the dusty journey of nearly three miles, it will not be difficult to conceive. The steamer returned to town about five o'clock last night. Summarising the general result of the trial, we may say that the impression on practical men was not very favourable as to the success the steamer is likely to achieve on rough ground where no road has been formed. The power evidenced by the engine did not equal anticipation, though it may be that something was amiss with the tube before the leak was detected. In this respect then there must be another trial before a positive opinion can be formed. On good roads no doubt the steamer would draw a heavy load and be useful, but it is a question open to great doubt whether it will answer the purpose in the open country. So far as the water question is concerned, a good estimate can be formed of the amount of attention the steamer will require in this respect. The tanks in which the water is carried form a portion of the frame of the steamer, and contain about 400 gallons. As nearly as could be computed about half this quantity was used in traversing five miles yesterday. This makes a consumption of 400 gallons in every ten miles on good roads, — which those of yesterday were — or a consumption of the same quantity in about every six miles on bad roads. This iB with a weight behind the engine of from fourteen to fifteen tons, the outside estimate of yesterday's draught ; but if the weight be increased to say twenty or twentyfive tons, which it must be to make the speculation pay, the consumption of 400 gallons of water would not occupy more than five hours on a bad road, say such a road as will have to be traversed in the journey to and from the Malvern Hills. The result of this calculation is to show that facilities for renewing the supply of water will have to be provided at every five mile post, the loss of power that would be attendant upon carrying an additional tank, putting such a proceeding quite out of the question. Aa therefore no natural means for supplying water exists on the road from the Rolleston station to the coal pits— the proposed route to be taken by the steamer—wells will have to be sunk. The I distance from RolleatonJ.'station to the pits is

from thirty to thirty-five miles, thus five of these wells must be provided before the engine can be placed upon the road. This is how the matter stands at present, and most probably nothing will he done until another test of the steamer has been made. When this is attempted, we would suggest that the full complement of waggons be attached, and I that the steamer be taken over some country in its native state. This is the only way anything like a satisfactory conclusion can be arrived at, and that it should be done before the expense of well sinking is undertaken, will be apparent to all. The accident to the boiler must not be looked upon as a very serious matter, or in any measure condemnatory of the steamer. All steam engines are liable to the same kind of accidents, and the faulty part is very easy -to repair.