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Dawn of the Electric Traction Era 87 mainly through the energy of an American, George Francis Train. In 1858 and 1859 secured the requisite consent to lay down short lines in various parts of the country. But his scheme proved a dismal failure, the rails projecting above the surface of the roadway—thereby offering an obstruction to other vehicular traffic—being the most pronounced objection to the idea, although there were other defects. In course of time these disabilities were removed in the first line laid down—namely, at Birkenhead—and this initial line forms part and parcel of the system now in operation. But in London the opportunities to eliminate the objectionable features were not extended, and the rails were torn up. Yet it was generally agreed that tramways would have to come into use to facilitate inter-communication, and to afford the working classes the opportunity to pass to and from their work cheaply and expeditiously. The tramway had the great advantage over the rail- way even in this field of traffic. Whereas the latter was able to stop only at certain points to set down and to pick up traffic, the former could achieve the same end at more frequent intervals, and virtually carried the passenger to and from his door. Again, tram-cars were able to follow one another in close succession, so that a more frequent service was secuied. But the limitations of horse haulage were only too apparent. Under the most favourable conditions the travelling speed could not exceed six miles an hour. Moreover, the running and maintenance ex- penses were heavy. Inventors and engineers, realising the rich field which had now been opened to them, turned their attention to the question of improving