The line ended in a triangle of 505 meters, in order that those motors which required to run always in the same direction should be enabled to do so.

Out of the whole length of the line, viz., 2,797 meters, 2,295 meters were in a straight line, 189 meters in curves of 13/4 chains radius, and 313 meters in curves of 1 chain radius.  There were on the line four passing places, besides a passing place at the terminus; these were joined to the main line by curves of 13/4 chains radius.

The line was practically level, the steepest incline being 1 in 1,000; this circumstance is somewhat to be regretted, but the city of Antwerp afforded no convenient locality where a line with steep gradients could have been obtained.  The motors were kept in sheds close to the commencement of the line of tramway near the exhibition, where all necessary cleaning and such minor repairs as were required could take place.

A regular service was established, according to a fixed time-table, to which each motor was required to conform.  Each journey was reckoned as starting from the end near the exhibition, proceeding to the beginning of the triangle, and returning to the starting point.  An hour was allowed between the commencement of each journey, fourteen minutes were allowed for a stoppage at the end near the exhibition, and eighteen minutes at the other end—­thus allowing twenty-eight minutes for traveling 2 miles 1,500 yards, or a traveling speed of about 6 miles an hour.  The motors were required to work four days out of six, and on one of the four days to draw a supplementary carriage.

An official, assisted by a storekeeper, was appointed to keep a detailed record—­

  1.  Of the work done by each of the motors.
  2.  Of any delays occurring on the journey, and of the
     causes of delay.
  3.  Of the consumption of fuel, both for lighting the
     fires and for working.
  4.  Of the consumption of grease.
  5.  Of the consumption of water.
  6.  Of all repairs of whatever nature.
  7.  Of the frequency of cleaning and other necessary
     operations required for the efficient service of the
     motor.

The experiments lasted about four months.  Five competitors offered themselves, which may be classed as follows:  Three were propelled by the direct action of steam, and two were propelled by stored-up force supplied from fixed engines.

Propelled by the direct action of the steam.
  1.  The Krauss locomotive engine, separate from the carriage.
  2.  The Wilkinson locomotive engine (i.e., Black and
     Hawthorn), also separate from the carriage.
  3.  The Rowan engine and carriage combined.

Propelled by stored-up force.
  4.  The Beaumont compressed-air engine.
  5.  The electric carriage.

It is somewhat to be regretted in the public interest that other forms of mechanical motors, such as the Mekarski compressed-air engine, or the engine worked with superheated water, or cable tramways, or electrical tramways, were not also presented for competition.