tion of steam-carriages have been imposed on some roads; on others, the trustees have adopted modes of apportioning the charge, which would be found, if not absolutely prohibitory, at least to place such carriages in a very unfair position as compared with ordinary coaches.

It appears from the evidence that the first extensive trial of steam as an agent in draught on common roads was that by Mr. Gurney, in 1829, who travelled from London to Bath and back in his steam-carriage. He states that, although a part of the machinery which brings both the propelling wheels into action, when the full power of the engine is required, was broken at the onset, yet that on his return he performed the last eighty-four miles, from Melksham to Cranford Bridge, in ten hours, including stoppages.

The committee have also examined Messrs. Summers and Ogle, Mr. Hancock, and Mr. Stone, whose steam carriages have been in daily use for some months past on common roads.

Besides the carriages already described, Mr. Gurney has been informed that from twenty to forty others are being built by different persons, all of which have been occasioned by his decided journey in 1829.

Much, of course, must remain to be done in improving their efficiency; yet Mr. Gurney states that he has kept up steadily the rate of twelve miles per hour; that the extreme rate at which he has run is between twenty and thirty miles per hour.

Mr. Hancock reckons that with his carriage he could keep up a speed of ten miles per hour, without injury to the machine. Mr. Ogle states: "That his experimental carriage went from London to Southampton in some places at a velocity of from thirty-two to thirty-five miles per hour.

'That they have ascended a hill rising one in six at sixteen and a half miles per hour, and four miles of the London Road at the rate of twenty-four miles and a half per hour, loaded with people.

'That his engine is capable of carrying three tons weight in addition to its own.'

Mr. Summers adds: 'That they have travelled in the carriage

1 The Gurney steam coach was extremely interesting. It possessed: (1) A water-tube boiler analogous to the Thorneycroft boiler, in which the circulation was remarkable. (2) The pressure was considerable (5 kilos per sq. centimetre).

at the rate of fifteen miles per hour, with nineteen persons on the carriage up a hill one in twelve.

'That he has continued for four hours and a half to travel at the rate of thirty miles per hour.

'That he has found no difficulty in travelling over the worst and most hilly roads.'

Mr. James Stone states that 'thirty-six persons have been carried on one steam-carriage.

'That the engine drew five times its own weight nearly, at the rate of from five to six miles per hour, partly up an inclination.'

Ran daily from Paddington to Edgware and Harrow. Average speed, fourteen miles per hour. Speed on level twenty miles per hour. Cost of coke, 3d. to 4d. per mile.

They have annexed a list of those local acts in which tolls have been placed on steam, or mechanically propelled carriages.

Mr. Gurney has given the following specimens of the oppressive rates of tolls adopted in several of these acts. On the Liverpool and Prescot Road, Mr. Gurney's carriage would be charged 27. 8s., while a loaded stage coach would pay only 4s. On the Bathgate Road the same carriage would be charged 17. 7s. Id., while a coach drawn by four horses would pay 5s. On the Ashburnham and Totnes Road, Mr. Gurney would have to pay 27.,

while a coach drawn by four horses would be charged only 35. On the Teignmouth and Dawlish Roads the proportion is 12s. to 25.

The trustees of the Liverpool and Prescot Road have already obtained the sanction of the legislature to charge the monstrous toll of Is. 6d. per 'horse-power,' as if it were a national object to prevent the possibility of such engines being used.

Sufficient evidence has been adduced to convince your Committee :

1. That carriages can be propelled by steam on common roads at an average rate of ten miles per hour.

2. That at this rate they have conveyed upwards of fourteen passengers.

3. That their weight, including engine, fuel, water, and attendants, may be under three tons.

4. That they can ascend and descend hills of considerable inclination with facility and safety.

5. That they are perfectly safe for passengers.

6. That they are not (or need not be, if properly constructed) nuisances to the public.

7. That they will become a speedier and cheaper mode of conveyance than carriages drawn by horses.

8. That, as they admit of greater breadth of tyre than other carriages, and as the roads are not acted on so injuriously as by the feet of horses in common draught, such carriages will cause less wear of roads than coaches drawn by horses.

9. That rates of toll have been imposed on steam carriages which would prohibit their being used on several lines of road, were such charges permitted to remain unaltered.

The Committee of 1831 made recommendations as to a Bill to regulate the tolls to be charged for mechanical vehicles and to prevent the imposition of exaggerated tolls. The recommendations, however, were not adopted, and the use of steam vehicles on the road consequently became practically impossible, although Hancock had considerably improved on Gurney's carriage, and up to 1836 was running highly successful vehicles on the road. After 1836 inventors from time to time came forward with improved road carriages, but owing to restrictive legislation they could not be put to any practical use.