XXli PROCEEDINGS, SEPTEMBER. 



while in motion. Modern electrical railways were now built chiefly on 

 this principle, although America had far succeeded Europe in the 

 improvement and perfecting of the system. The remainder of the paper 

 consisted of a description of the various systems in vogue, after which 

 he dealt with the "overhead system," which had most successfully 

 operated commercially and practically. Many objections of an sesthetical 

 nature had been urged against the overhead gearing, but they were 

 more apparent than real, and he recommended such objectors to 

 look to the telegraph cables so obtrusively conspicuous in big 

 towns. It was superior to other systems of traction. Traction ex- 

 penses on horse tramways amount to two-thirds of entire working 

 expenses, to say nothing of its inhumanity, and steam was a clumsy, 

 though effective, method of applying force. He considered that the 

 citizens of Hobart would be wanting in public spirit if they permitted 

 steam engines to run along their streets. If a draughtsman gat 

 down and deliberately attempted to design an affront to a decent 

 community, he could not have succeeded better than at Sydney, 

 where the workng expenses amounted to three shillings per tram 

 mile. It was now generally admitted that the struggle for existence 

 lay between the cable system and the electric. The cost of the con- 

 struction of the former in Melbourne amounted to £34,000 per mile and 

 75 per cent, of the available energy was lost by dragging the cable 

 itself. A.t Minneaopolis, £80,000 was spent in the purchase of cable 

 plant which was cast on one side as scrap iron to make way for an 

 electrical system. The cable tramway could certainly surmount 

 phenomenal grades, but on the other hand the electrical tramway 

 could negotiate 1 in 8 grades, or even" less. It was only a question 

 of power, and Mr. Reis, an electrical engineer, had made some very 

 valuable discoveries as to electrical braking and adhesion, which 

 he hoped to see practically demonstrated at an early date. It was 

 difficult to surmise what shape electrical developments would take 

 place in future, its potentiality being apparently infinite, but it 

 was no stretch of imagination to say that it was the locomotive 

 power of the future. The various stages in the history of electric 

 traction as described in the paper were illustrated by diagrams shown 

 with limelight effects by Mr. Nat Oldham, and assisted greatly in 

 conveying a clear comprehension of the lecture to the minds of the 

 audience. 



Mr. John Macfaelane said he had an opportunity of gathering 

 information on this interesting subject, being in correspondence with 

 the Thomson-Houston Company, makers of electric railway plant. 

 Electric traction had left the region of scientific experiment and was 

 an established commercial success. In the United States there were 

 310 tramways or railroads worked by electricity, with 4,000 cars 

 and 7,000 motors. It was estimated that one-third of the street 

 railway mileage in the States was worked by electric traction, and he 

 referred to a number of companies which paid 8 per cent. With 

 regard to steep grades he believed that 1 in 7 was not too steep for 

 working, but he believed that the steepest grade in the proposed 

 Hobart line was 1 in 16. It was interesting to note further that 

 electric traction had also been successfully applied to tramways for 

 mills and manufactories. In conclusion, he referred to the testimony 

 as to the safety of the overhead wire system. 



Mr. C. W. S. James said he had been deeply interested in the 

 paper read, and had tried to think how far the electric traction system 

 could be applied to Hobart, A few months ago he had estimated 

 what could be done in Launceston by utilising the South Esk River 

 and he thought that there from 1,000 to 1,300 horse-power could be 

 available. In regard to Hobart, however, there was not the same 



