On May 13th of the year named this interesting road went into operation as the result of hard and hurried work of preparation during the spring months. The first track was about a third of a mile in length, starting from the shops, following a country road, passing around a hill at the rear and curving home, in the general form of the letter "U." The rails were very light. Charles T. Hughes, who went with Edison in 1879, and was in charge of much of the work, states that they were "second" street-car rails, insulated with tar canvas paper and things of that sort--"asphalt." They were spiked down on ordinary sleepers laid upon the natural grade, and the gauge was about three feet six inches. At one point the grade dropped some sixty feet in a distance of three hundred, and the curves were of recklessly short radius. The dynamos supplying current to the road were originally two of the standard size "Z" machines then being made at the laboratory, popularly known throughout the Edison ranks as "Longwaisted Mary Anns," and the circuits from these were carried out to the rails by underground conductors. They were not large--about twelve horse-power each--generating seventy-five amperes of current at one hundred and ten volts, so that not quite twenty-five horse-power of electrical energy was available for propulsion. The locomotive built while the roadbed was getting ready was a four-wheeled iron truck, an ordinary flat dump-car about six feet long and four feet wide, upon which was mounted a "Z" dynamo used as a motor, so that it had a capacity of about twelve horsepower. This machine was laid on its side, with the armature end coming out at the front of the locomotive, and the motive power was applied to the driving-axle by a cumbersome series of friction pulleys. Each wheel of the locomotive had a metal rim and a centre web of wood or papier-mache, and the current picked up by one set of wheels was carried through contact brushes and a brass hub to the motor; the circuit back to the track, or other rail, being closed through the other wheels in a similar manner. The motor had its field-magnet circuit in permanent connection as a shunt across the rails, protected by a crude bare copper-wire safety-catch. A switch in the armature circuit enabled the motorman to reverse the direction of travel by reversing the current flow through the armature coils.