Assuming the car, by itself, cost the same as an ordinary tram-car, the extra cost relatively to other systems was stated as being according to the following figures, viz.: the Gramme machine cost £48, the motor £208, and the accumulators 2.25 francs per kilogramme (10d. per pound). To these must be added the cost of erection, and of switches for manipulating the current; as well as the proportion of the cost of a fixed engine to create the electricity. Having thus given a general description of the various motors which were presented for competition, I will now give a brief summary of some of the principal particulars obtained during the competition. In the first place, it may be mentioned that the jury consisted of the following: President.--M. Hubert, Ingénieur en Chef, Inspecteur de Direction à l'administration des chemins de fer de l'Etat Belge. Vice-President.--M. Beliard, Ingénieur des Arts et Manufactures, délégué par le Gouvernenent Français. Members.--MM. Douglas Galton, Capitaine du Génie, délégué par le Gouvernement Anglais; Gunther, Ingénieur, Commissaire Général de la Section allemande à l'Exposition d'Anvers; Huberti, Ingénieur à l'administration des chemins de fer de l'Etat Belge, Professeur à l'Université de Bruxelles; Dery, Ingénieur Chef de service à l'administration des chemins de fer de l'Etat Belge. Secretary.--M. Dupuich, Ingénieur Chef du service du matérial et de la traction à la Société Générale des chemins de fer économiques. Reporter.--M. Belleroche, Ingénieur en Chef, à la traction et au matérial des chemins de fer du Grand Central. Members added by the Jury.--MM. Vincotte, Ingénieur, Directeur de l'Association pour la surveillance des machines à vapeur; Laurent, Ingénieur des mines et de l'Institut électro-technique de l'Université de Liége. The original programme of the conditions which were laid down in the invitation to competitors, as those upon which the adjudication of merit would be awarded, contained twenty heads, to each of which a certain value was to be attached; and, in addition to these special heads, there were also to be weighed the following general considerations, viz.: a. The defects or inconveniences established in the course of the trials. b. The necessity or otherwise of turning the motor, or the carriage with motor, at the termini. c. Whether one or two men would be required for the management of the engine. As regards these preliminary special points, the compressed air motor, as well as the Rowan engine, required to be turned for the return journey, whereas the other motors could run in either direction.