The advantages of storage battery street cars for city traffic are self-evident, so that I need not trouble you with further details in this respect, but I would beg those who take an interest in the progress of the electric locomotive to give this subject all the consideration it deserves, and I would assure them that the system which I have advocated in this brief but very incomplete sketch is worthy of an extended trial, and ready for the purposes set forth. There is no reason why those connected with electric lighting interests in the various cities and towns should not give the matter their special attention, as they are the best informed on electrical engineering and already have a local control of the supply of current needed for charging.

In the car which we use in Philadelphia there are actually 80 cells, because there are considerable gradients to go over. Each cell weighs 40 pounds and the average horse power of each battery is six. Sometimes we only use two horse power and sometimes, going up grades of 5 per cent., we use as much as 12 horse power, but the average rate is 6 electrical horse power. With reference to the weight of passengers on the cars, we have never carried more than 50 passengers on that car, because it is impossible to put more than 50 men into it. There are seats for 24, and the rest have to stand on the platforms or in the aisle.

The changing of the batteries takes three minutes with proper appliances. One set of cells is drawn out by means of a small winch and a freshly charged set is put in. It takes the same time to charge the battery as it does to discharge it in the working of the cars, so one reserve set would be sufficient to keep the car continually moving.

The loss of energy from standing about is probably nothing. If a battery were to stand charged for three months in a dry case, the loss of energy might be in three months 10 per cent. I purposely had a set of cells standing for two years charged and never used them. After two years there was still a small amount of energy left. So as regards the loss of energy in a battery standing idle, it is practically nothing, because no one would think of charging a battery and letting it stand for three months or a year.

I have had them stand three or four months and I could hardly appreciate the loss going on, provided always that the cells are standing on a dry floor. If the exterior of the box be moist, or if it stands on a moist floor, there will naturally be a surface leakage going on: but where there is no surface leakage the mere local action between the oxides and metallic lead will not discharge the battery for a very considerable time.

I have made experiments in London with a loaded car pulled by two horses. I put a dynamometer between the attachment of the horse and the car, so as to ascertain exactly the amount of pull, measured in pounds multiplied by the distance traversed in a minute. You will be surprised to know that two horses, when doing their easiest work, drawing a loaded car on a perfectly level road, exert from two to three horse power. I have mentioned a car in Philadelphia where we use between two and twelve horse power. A horse is capable of exerting eight horse power for a few minutes, and when a car is being driven up grades, such as I see in Boston, for instance, pulling a load of passengers up these grades, the horses must be exerting from 12 to 16 horse power, mechanical horse power. That is the reason that street car horses cannot run more than three or four hours out of the twenty-four. If they were to run longer, they would be dead in a few weeks. If they run two hours a day, they will last three or four years.

The life of the cells must be expressed upon the principle of ampere hours or the amount of energy given off by them. Street car service requires that the cells work their hardest for fifteen or sixteen hours a day. The life of the cells has to be divided; first, into the life of the box which contains the plates. This box, if appropriately constructed of the best materials, will last many years, because there is no actual wear on it. The life of the negative plates will be very considerable, because no chemical action is going on in the negative plate. The negative plate consists almost entirely of spongy lead, and the hydrogen is mechanically occluded in that spongy lead. Therefore the depreciation of the battery is almost entirely due to the oxidation of the positive plates. If we were to make a lead battery of plates ¼ inch thick, it would last many years; but for street car work that would be far too heavy. Therefore we make the positive plates a little more than one-eighth of an inch thick. I find that the plates get sufficiently brittle to almost fall to pieces after the car has run fifteen hours a day for six months. The plates then have to be renewed. But this renewal does not mean the throwing away of the plates.

The weight is the same as before, because no consumption of material takes place. We take out peroxide of lead instead of red lead. That peroxide, if converted, produces 70 per cent. of metallic lead, so that there is a loss of 30 per cent. in value. Then comes the question of the manufacture of these positive plates, which, I believe, at the present day are rather expensive. But I believe the time will come when battery plates will be manufactured like shoe nails, and the process of renewing the positive plates will be a very cheap one.

I ascertained in Europe that the motive power costs 2 cents per car mile; that is, the steam power and attendance for charging the batteries. We have to allow twice as much for the depreciation of a battery at the present high rate at which we have to pay for the battery - $12 for each cell. But I believe that as soon as the storage battery industry is sufficiently extended, the total cost for propelling these cars will not be more than six cents a mile, or about one half the cost of the cheapest horse traction.