train that can be
used. In this turbine there are two sets of blades, one above the
other, placed with their concave sides in opposite directions, so that
one set is used for propelling in one direction and the other in the
opposite direction. In Fig. 6 it is seen that the jet, M, for one
direction is just high enough to act against the blades, Q, while the
other jet is higher, and acts on the blades, P, for propulsion in the
opposite direction. The valves, R, which are opened by the tappet, S,
are of peculiar construction, and we hope soon to be able to give
details of them. Reservoirs (Fig. 6) holding water at high pressure
must be placed at intervals, and the pipe, T, carrying high pressure
water must run the whole length of the line. Fig. 6 shows a cross
section of the rail and carriage, and gives a good idea of the general
arrangements. The absence of wheels and of greasing and lubricating
arrangements will alone effect a very great saving, as we are informed
that on the Lyons Railway, which is 800 kilometers long, the cost of
oil and grease exceeds L400,000 per annum. As Sir Edward Watkin
recently explained, all the great railway companies have long tried to
find a substitute for wheels, and this railway appears to offer a
solution of that problem. Mons. Barre thinks that a speed of 200
kilometers (or 120 miles) per hour may be easily and safely attained.

[Illustration: FIG. 7.]

[Illustration: FIG. 8.]

Of course, as there is no heavy locomotive, and as the traction does
not depend upon pressure on the rail, the road may be made
comparatively light. The force required to move a wagon along the road
is very small, Mons. Barre stating, as the result of his experiments,
that an effort amounting to less than half a kilogramme is sufficient
to move one ton when suspended on a film of water with his improved
shoes. It is recommended that the stations be placed at the summit of
a double incline, so that on going up one side of the incline the
motion of the train may be arrested, and on starting it may be
assisted. No brakes are required, as the friction of the shoe against
the rail, when the water under pressure is not being forced through, is
found to be quite sufficient to bring the train to a standstill in a
very short distance. The same water is run into troughs by the side of
the line, and can be used over and over again indefinitely, and in the
case of long journeys, the water required for the tender could be