It was while he was residing in Edinburgh that he took out a patent for a steam locomotive to be used on the common roads. The boiler that he invented was multi-tubular, with the furnace and the return tubes on the same level, and similar to a marine boiler. The boiler everywhere consisted of opposite and parallel surfaces, and these surfaces were connected by stays of small diameter. The copper plates of the boiler were only one-tenth of an inch thick. When put to actual test the weakness of the boiler thus constructed was fully demonstrated. The engine had two vertical cylinders, twelve inches in diameter and with twelve inches stroke. The engine was mounted upon laminated springs, arranged so that each spring in its flexure described, at a particular point, such a circle as was also described by the main axle in its motion round the crank shaft. This arrangement was intended to correct any irregularities in the road so that they would not interfere with the proper working of the spur gearing. Exhaust steam was turned into the chimney to create a blast. Water and coke were carried on a separate tender on two wheels, coupled to the rear of the engine. Spare tenders, filled, were kept in readiness at different stations on the road. These tenders, mounted upon springs, had seats back and front for passengers. To work the locomotive three persons were required, a steersman on the front seat, an engineer on the back seat outside above the engines, and a fireman stationed on the footplate in front of the boiler. On the order of the Steam Carriage Company, of Scotland, six of these coaches were built by the Grove House Engine Works, of Edinburgh. They were substantially constructed and very elaborately fitted up. As was said at the time, they were "in the style and with all the comfort and elegance of the most costly gentleman's carriage." They ran very successfully for some time, during 1834, between St. George's Square, Glasgow, and Paisley. There was a service of six coaches once an hour. Each carriage accommodated six passengers inside and twenty outside, and sometimes drew, in addition, a dogcart laden with six passengers, and the necessary fuel and water. These dogcarts were used as relays on the road, being kept ready constantly. Public opposition to these coaches developed here as it had done in London about the same period. Road trustees objected to them on the ground that they wore out the roads too rapidly. Obstructions of stones, logs of wood, and other things were placed in their way, but the coaches generally went on in spite of these. Ordinary horse-drawn road carriages were more damaged and hindered than the Russell coaches, and even heavy carts were compelled to abandon travel on the obstructed roads and take roundabout courses, greatly to the discomfiture of the drivers.