950 REPORT—1890. 
4, Cable Tramways. By W. Newsy Coram. 
The author considered the present to be a not inopportune year for bringing 
before the British Association the subject of his paper, because the conditions 
imposed on the public had so changed of late as to make it necessary to adopt 
some system of locomotion whereby citizens can be carried at cheaper rates anl 
more quickly than by the plodding horse. 
The various means of utilising electricity, air, steam, gas, and ammonia for 
street traction were briefly referred to, and the author considered that only two of 
them that had been working a sufficient time to afford a commercial test had been 
able to survive. These were the cable and steam as applied to locomotives. Of 
the electrical motors undergoing commercial trials abroad, he was of the opinion 
that the storage system was the only one likely to be seriously entertained in this 
country for street purposes. The author hoped that the day would not be far 
distant when it could be proved that this means of applying electrical locomotion 
in streets could be worked at a fair remuneration over the average roads, because 
he considered it would then have a big field of operation. He, however, had 
formed the opinion that electrical engineers had many difficulties to surmount 
before this class of motor could face the varied work of ordinary streets and pay 
well in this country. Steam-engines were, in his opinion, not likely to receive 
much attention in the future for the purposes of traction through streets; but he 
thought they would be found to be useful means of connecting districts. Under 
the circumstances he suggested that in the cable might be found the mechanical 
power to supersede horses in cases where horses were clearly not capable of 
meeting the new conditions of travel. 
The author next described the origin of cable tramways. He said success had 
attended almost every inauguration in America and elsewhere, notwithstanding 
quite unnecessarily large capital outlays. There are at present 501 miles of cable 
tramways at work, which carried last year over 794,000,000 of people, or nearly 
double the total passengers carried in England, Wales, Scotland, and Ireland. 
Dividends of 74 per cent. have been earned by the cable abroad, and in England 
they are now being worked at 47 per cent. of the gross receipts. The author gave 
his opinions as to the requirements to be observed in designing cable tramways in 
order that they may meet with the approval of local authorities and ensure 
economical results. He then described two lines he had made in Edinburgh 
which have 5:4 miles of track worked from one depot, 3 miles of which are in one 
district and 2:4 in quite another part of the city. The total cost of construction 
and equipment to meet a three-minutes’ service of cars was stated to have been 
57,2301., which was little more than for a horse-tramway to meet the same traffic. 
He predicted that such a low constructional and equipment cost for a system 
working at 47 per cent. in this country could not fail to attract attention and 
demand the consideration of tramway authorities. 
The paper was illustrated with models and diagrams, 
5. On the ‘Serve’ Tube. By W. Baytey Marsuaty, M.Inst.0.2. 
6. The Simplex Brake. By W. Baytny Marswatn, M.Inst.0.£. 
The principal feature of this brake is that it can be applied or released from 
either side of the wagon ; it is thus equivalent to an ordinary lever brake upon each 
side of the wagon, but with this important difference, that in the case of the ordi- 
nary lever-brake it must be released or taken off on the same stde on which it was 
applied or put on; the Simplex can be taken off or put on at either side. 
The brake apparatus consists of a lever or actuating handle, pivoted at its 
centre, and working horizontally under the wagon. This lever is furnished with a 
toothed rack to hold it in any desired position, and is connected by two links or 
pull-rods to the ordinary brake apparatus. These links are furnished with slots, 
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