AMERICAN INSTITUTE. 593 



These remarks called up Mr. Fisher — but the discussion which followed 

 was not of scientific interest. ' 



The regular subject of the evening being called for, viz.: "Conveyance 

 to and from the City ;" 



Mr. Fisher introduced it by reading a paper of some length. The re- 

 quirements of a perfect system -vtould be, first, speed: Second, freedom 

 from dust and mud : Third, ventilation of cars. Steam on the railroad 

 gives the first requirement — for trains with flanged wheels have made from 

 seventy to seventy-eight miles an hour — and there was no reason why 

 wheels without flanges should not accomplish the same speed. The steering 

 was the great difiiculty, but practice in that would give esperts, as well as 

 in any other art. 



To insure freedom from mud and dust, we should have smooth iron roads 

 over the whole country, with grass growing up to the very edge of the road, 

 so that there should be no place for mud or dust to be accumulated. For 

 ventilation, we must get rid of the locomotive and huge cars, carrying a 

 whole herd of people, and come down to the use of the single locomotive 

 steam-wagon, with its perfection of ventilation, freedom from danger, 

 adaptability to the suburban passenger traffic, etc. The steam-wagon can 

 make twenty to thirty miles an hour with ease and safety, can stop quickly, 

 can turn off and leave passengers at their very doors, and possesses many 

 advantages which adapt it peculiarly for suburban traffic and for " feeding '* 

 railroads. Ogle & Sommers, steam-carriage proprietors in England, state 

 that they have made thirty miles an hour. 



The Chairman completed the reading of the report which is printed 

 entire in the proceedings of 29th March. 



In answer to a question by 'the President, Mr. Dibbin stated that city 

 rail cars have been made of from 3,000 to 4,000 lbs. weight. 



Mr. Larned regards railroads as the most perfect form of conveyance, 

 where the traffic will justify the outlay of capital on them. Steam loco- 

 motives for other traffic on common roads is quite feasible, and no doubt 

 Mr. Fisher's plan is the best now before the public' It cannot, however, 

 be regarded as perfect. Steam-carriages are likely to be useful as tenders 

 to railroads and steamboats. In Massachusetts, the multiplying of branch 

 roads led to failure. There was not traffic to sustain them — but steam-car*- 

 riagcs would, in such instances, be useful. The level bed road will improve 

 all means of travel. Yet we cannot expect perfect roads. We will never 

 attain thirty miles an hour, except by automatic steering — for one second's 

 looking round and neglecting his steering, would throw steersman, carriage 

 and all into the ditch. With a locomotive fire engine, he got fourteen 

 miles an hour easily — the engine weighing from 12,000 to 13,000 lbs., the 

 steam being 180 lbs. pressure on the incli, the piston seven and one-half 

 inches diameter, stroke fourteen inches, and the steam following two-thirds, 

 he made eighteen miles an hour. 



Mr. lisher considered railroads a failure, as they do not, in general, pay 



[Am. Inst.] 38 



