So soon as such proposals had become law, it was asked with some pertinence: where were these huge wheels to come from? What of the heavy expenses that would fall on the farmers? The parrot cry, “Your wheels will cost you more,” was hinted at, if not expressed in so modern a way. Arguments were put forward to show that the correct height for wheels was anything between two and eight feet, and the correct breadth from three to eighteen inches. And the disputes became tinged with personalities. But the net result seems to have been that most people fought shy of the very wide wheels, and were content to use less horses. The war dragged on, and particular inventions to cope with the difficulty began to appear. A new tire was widely advertised. An enthusiastic inventor occupied two or three pages of the _Gentleman’s Magazine_ with details of his particular waggon, which had the front and back wheels of very different sizes, but what exactly its advantages might be were not very clear to any one but himself. Then on the 14th of April, 1764, one Daniel Bourn of Leominster produced a waggon on small rollers. Though it was unsuccessful, it led the way to further experiments, and as will be seen from the contemporary account immediately below, contained at any rate one novel feature which was subsequently widely adopted not only in waggons and carts, but also in four-wheeled carriages of every description. “Mr. Bourn’s new machine for travelling the roads was tried against a common broad-wheeled waggon, but did not answer, the common waggon going as well with four horses, as the new one with eight. The weight carried was five ton besides the carriage. The wheels of this waggon are 14 inches; the fore wheels go within the hind wheels, and are so shallow as to turn under the bed of the waggon. The _Leominster_ stage waggon has these wheels.”