Close by, in the parish of Great Sankey, is the power-generating station of the railway, the current obtained being 15,000 volts on the triphase alternating system, converted in five sub-stations placed along the line, into a continuous 650 volt current. Every car has four traction motors arranged in pairs, each with a full-speed capacity of 160 h.p., equal to 110 miles an hour. The cars are comfortably upholstered; the seats are separated and placed back to back in the middle, those along the sides facing inwards, as in the Twopenny Tube. The lighting is, of course, excellent, and the ventilation perfect, though to prevent accident the windows are fixed, and the doors, while the train is in motion, are automatically locked. [Illustration: FIG. 7. INTERIOR OF A BEHR MONO-RAILWAY CAR _By permission of_ _Mr. F. B. Behr, Ass. Inst. C. E._] As regards the cost of this novel undertaking, our Liverpool friend had beforehand ascertained that the capital had been fixed at £2,800,000, and that an average of eight persons per train would more than cover the expense of the enterprise. Swiftly leaving Warrington in the distance, the express shoots onwards--past Eccles, Pendleton, and Salford--and reaches the terminus at the west side of Deansgate, in the busiest part of Cottonopolis, where, again using the lift, our honest broker speeds to the Exchange in another eight minutes, and in forty-five minutes after leaving Liverpool is in deep business conference with his principal at Manchester. Contrast this with the existing facilities of the old system for rapid transit between the two places; and those who know their Manchester and Liverpool well, will at once be able to decide whether or not the electric express better meets the requirements of those to whom every minute is of consequence. The London and North Western Railway (which has a perfectly straight bit of track to Manchester, unequalled, except on the Great Eastern between Littleford and Lynn--21 miles--and on the South Eastern between Nutfield and Ashford--32 miles) runs expresses without stopping from Lime Street and Edge Hill to the Exchange Station, Manchester, doing the journey in forty minutes. The Great Central Railway, by an indirect route, _viâ_ Garston and Widnes, runs expresses from their Liverpool station (St. James’s) direct to the Manchester Central, in from forty to forty-five minutes; but on neither line is there such a thing as a ten minutes’ service, the intervals between the direct expresses ranging from forty-five minutes to so much as four hours.