For practically the whole of the nineteenth century the power-driven road vehicle had to struggle against the bigotry of the people and the interested opposition of the proprietors of other systems of locomotion. Steam-driven road cars and wagons were in use long before Stephenson had designed and completed his first railway, but they met with strong and unreasoning opposition on the part of many people instigated by the owners of post and passenger coaches, who saw in the new method of locomotion a menace to their welfare, and also by other horse owners, who found these steam-driven, noisy vehicles intolerable nuisances which frightened into panic the high-strung horses unfortunate enough to meet them on the roads. This opposition translated itself into Acts of Parliament which imposed heavy taxation on the newer mode of locomotion, and culminated in 1836 in the famous “man with the red flag” provision in the Act of that year, which was the means of clearing practically every “faster than walking pace” power-driven vehicle off the roads. This Act, passed at the instance and in the interests of the railways, had a most detrimental effect on the development of road and also of canal traffic, and left the country completely at the mercy of the railway companies until the “red flag” restriction was practically laughed out of existence in the last decade of the century by the development of petrol-driven motors, and the prohibition was removed in 1896. After 1896 the development of power-driven vehicles for road traffic made rapid strides, but it was not until some seven years later that the U.C.B.S., on the instigation of the makers, put a bread motor van on the road for a trial. After working for some months, the committee decided to send a note of their experience of its working to the makers, and at the same time to point out some defects which they had discovered. Gradually, however, the new means of delivery superseded the old, until all the Society’s long-distance work was done by means of motor vans. For many years, however, the construction of the motor engines placed a serious obstacle in the way of the adoption of motor vans for short journeys or for journeys which entailed frequent stops. The engine, from its nature, requires that the cylinder should be charged and the charge compressed before ignition can take place. Drivers were therefore faced with the alternatives of putting the engine out of gear and leaving it running—at a considerable expenditure for fuel which gave no return in work done—or of having much laborious cranking for the purpose of charging the cylinder and compressing and igniting the gas, the latter plan, particularly in cold weather, often entailing considerable expenditure of time as well as of energy. Nowadays, however, most up-to-date motor engines have a small electric engine for doing this work. A BREAD EXPERIMENT.