The limits of this paper do not allow me to speak of the numerous theoretical evidences as shown by the use of my induction balance. I believe, however, that I have cited already experimental evidences to show that what has been attributed to coercive force is really due to molecular freedom or rigidity; that in inherent molecular polarity we have a fact admitted by Coulomb, Poisson, Ampere, De la Rive, Weber, Du Moncel, Wiedermann, and Maxwell; and that we have also experimental evidence of molecular rotation and of the symmetrical character of polarity and neutrality. The experiments which I have brought forward in this paper, in addition to those mentioned in my paper read before the Royal Society, will, I hope, justify me in having advanced a theory of magnetism which I believe in every portion allows at least experimental evidences of its probable truth. * * * * * THE WESTINGHOUSE BRAKE. Below we illustrate the main parts of the Westinghouse brake as applied to a vehicle. The supplementary reservoir brake cylinder and triple valve are shown in position, and as fitted upon the engine, tender, and each vehicle of the train. Air compressed by a pump on the locomotive to, say, 70 lb. or 80 lb. to the square inch fills the main reservoir on the engine, and flowing through the driver's brake valve and main pipe, also charges the supplementary reservoirs throughout the train. When a train is running, uniform air pressure exists throughout its length--that is to say, the main reservoir on the engine, the pipe from end to end of train, the triple valves and supplementary reservoirs on each vehicle, are all charged ready for work, the brake cylinders being empty and the brakes off. The essential principle of the system is, that maintaining the pressure keeps the brakes off, but letting the air escape from the brake pipe, purposely or accidentally, instantly applies them. It follows, therefore, that the brake may be applied by the driver or any of the guards, or if necessary by a passenger, by the separation of a coupling, or the failure or injury to a vital part of the apparatus, whether due to an accident to the train or to the brake; and as the brake on each vehicle is complete in itself and independent, should the apparatus on any one carriage be torn off, the brake will nevertheless remain applied for almost any length of time upon the rest of the train.