but it would be unsafe to compare the cost of either with
horse-traction or wire-rope traction on other lines. The same fuel was
burnt in the stationary steam-engine and in the tramway engines, and
the same rolling stock used in both cases; but, otherwise, the
comparison was made under circumstances in favor of the tramway
engine, as the stationary steam-engine is by no means economical,
consuming at least 5 lb. of coke per horse-power hour, and the
experiments were made, in the case of the electrical car, over a
length of line three miles long, which included the worst hills and
curves, and one-half of the conductor was not provided with the
insulite caps, the leakage consequently being considerably larger than
it will be eventually.

Finally, as regards the speed of the electrical car, it is capable of
running on the level at the rate of 12 miles per hour, but as the line
is technically a tramway, the Board of Trade Regulations do not allow
the speed to exceed 10 miles an hour.

Taking these data as to cost, and remembering how this will be reduced
when the water power is made available, and remembering such
considerations as the freedom from smoke and steam, the diminished
wear and tear of the permanent way, and the advantage of having each
car independent, it may be said that there is a future for electrical
railways.

We must not conclude without expressing our best thanks to Messrs.
Siemens Bros. for having kindly placed all this apparatus at our
disposal to-night, and allowing us to publish the results of
experiments made at their works.