tion of the present
highway, where it is wide enough, or widening it a few feet where it is
too narrow, the turnpike would derive a considerable income from the
steam-coaches, and the traffic would continue in its accustomed channels.
Where a portion of the road was set apart for the sole use of the
steam-coaches, they could travel at a very considerable rate, and at a
third of the expense of horse-power. And even if the wooden lines were
laid down on the common road, with no exclusive barriers between them and
other vehicles, a speed of fifteen or sixteen miles an hour could be
maintained with perfect safety to themselves and the public. On the 27th
of April last year, Mr Squire tried his steam-carriage in the streets of
London, and ran along the macadamized part, then in fine condition, at
the rate of fifteen miles an hour. On coming to the wooden pavement the
difference was at once perceptible; and he pronounced that on such roads
he should have no difficulty in keeping up a velocity of thirty miles an
hour. In other respects, his carriage appeared to be perfect, and was
guided with much greater facility than an ordinary coach.

This gentleman had run his carriage on common roads with great success;
and the experiments made in 1831 had attracted so much notice, that a
Parliamentary Committee was appointed in that year; and another in 1834,
to examine into the subject. As the decision of these committees was
eminently favourable, in spite of the difficulties, at that time generally
thought insurmountable, arising from the nature of the highways to be
travelled on, we shall quote some portion of their reports, from which it
will be seen that all other difficulties were overcome.

Mr Goldsworthy Gurney, the first inventor of steam-coaches adapted for
common roads, says in his evidence--

"I have always found the most perfect command in guiding these carriages.
Suppose we were going at the rate of eight miles an hour, we could stop
immediately. In case of emergency, we could instantly throw the steam on
the reverse side of the piston, and stop within a few yards. The stop of
the carriage is singular; it would be supposed that the momentum would
carry it far forward, but it is not so; the steam brings it up gradually
and safely, though rather suddenly--I would say within six or seven yards.
On a declivity, we are well stored with apparatus: we have three different
modes of dragging the carriage."

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