EEO 
TRANSACTIONS OF SECTION G. 859 
®Ouring the last year, as before stated, 7} million passengers were carried, the cost 
of traction per train mile being 34d. 
The Hartlepool Tramway is proving successful, overhead trollies and electric 
traction having taken the place cf a horse tramroad, which was a failure from a 
“traffic point of view. 
Careful researches are being prosecuted, and experiments made, with the 
intention of reducing the excessive weight of storage batteries. If this can be 
-effected, they should prove very efficient auxiliaries, especially where, in passing 
-through towns, underground conductors are dangerous, and overhead wires 
objectionable. 
In connection with electric traction, it is very important to reduce, if possible, 
the initial force required for starting from rest. Whether this will be best attained 
by the improvement of bearings and their better lubrication, or by the storage, for 
starting purposes, of a portion at least of the force absorbed by the brakes, remains 
.to be seen, but it is a fruitful field for research and experiment. 
In the United States there is a very general and rapid displacement of the 
cable tramways by the overhead wire electric system. The latter has many oppo- 
nents, owing, probably, to causes which are preventable. 
Many accidents were caused by the adoption of very high tension currents, 
which, on the breakage of a wire, were uncontrollable, producing lamentable 
results, 
The overhead wires were placed in the middle of the street, causing interference 
‘with the passage of fire-escapes. 
The speed of the cars was excessive, resulting in many persons being run over. 
The cable system, therefore, found many advocates, but the result of experience 
iis in favour of electrical traction under proper safeguards. 
The cable system can only compete with the electric system when a three- 
minute or quicker service is possible, or, say, when the receipts average 20/. per 
mile per day; it is impossible to make up lost time in running, and the cars cannot 
he ‘backed.’ If anything goes wrong with the cable the whole of the traffic is 
disorganised. The cost of installation is much greater than in the case of elec- 
tricity, and extensions are difficult. 
On the other hand, electricity lends itself to the demands of a growing district, 
and extensions are easily effected; it satisfies more easily the growing demands 
on the part of the public for luxury in service and car appointment. It is less 
expensive in installation, and works with greater economy. By placing the wire 
at the side of the street, and using a current of low voltage, the objections are 
greatly minimised, and the cars are much more easily controlled and manipulated. 
In cases of breakdown these are limited to the half-mile section, and do not 
completely disorganise the service. Electric cars have been worked successfully on 
gradients of 1 in 7. ead 
The conduit slot system can be adopted with good results, provided care is 
taken in the design of the conduit, and allowance made for ample depth and 
clearance ; a width of 3-inch is now proved to be sufficient. Where, however, 
there are frequent turnouts, junctions, and intersecting lines, the difficulties are 
great, and the cost excessive. 
The following figures represent the cost of a tramway, on this system, in 
America :— 
£ 
Cost of track and conduit . : . 5,600 (per mile of single track) 
Insulator, boxer, and double conductor. 480 
Asphalte paving on 6 inches of concrete 
to 2 feet outside double track . . 1,500 
Complete cost of operating 4 miles of double track for 24 hours 
per day with 23-minute service, 455d. per train mile (exclusive 
of interest, taxes, &c.). 
One train consists of one motor car and one trailer. 
1896. 3M 
