By KNIGHT NEFTEL.

Owing to a variety of causes, the system which was assigned to me at the last convention to report on has made less material progress in a commercial way than its competitors.

Primary Batteries

So far, primary batteries have been applied only to the operation of the smallest stationary motors. Their application in the near future to traction may, I think, be entirely disregarded. Were it not a purely technical matter, it might be easily demonstrated, with our knowledge of electro-chemistry, that such an arrangement as an electric primary battery driving a car is an impossibility.

In view of the claims of certain inventors, I regret to be obliged to make so absolute a statement; but the results so far have produced nothing of value.

Secondary Batteries

The application of secondary or storage batteries to electrical traction has been accomplished in a number of cities, with a varying amount of success. Roads equipped by batteries have now been sufficiently long in operation to allow us to draw some conclusions as to the practical results obtained and what is possible in the near future. The advantages which have been demonstrated on Madison Avenue, in New York; Dubuque, Iowa; Washington, D.C., and elsewhere, may be summarized as follows:

First. The independent feature of the system. The cars independent of each other, and free from drawbacks of broken trolley wires; temporary stoppages at the power station; the grounding of one motor affecting other motors, and sudden and severe strains upon the machinery at the power station, such as frequently occur in direct systems; the absence of all street structures and repairs to the same, and the loss by grounds and leakages, are also very considerable advantages, both as to economy and satisfactory operation.

Second. The comparatively small space required for the power station. Each car being provided with two or more sets of batteries, the same can be charged at a uniform rate without undue strain on the machinery of the power station, and as it can be done more rapidly than the discharge required for the operation of the motors, a less amount of general machinery is necessary for a given amount of work.

Another and important advantage of the system is the low pressure of the current used to supply the motors, and the consequent increased durability of the motor, and practically absolute safety to life from electrical shock.

It has been demonstrated also that the cars can be easily handled in the street; run at any desired speed, and reversed with far more safety to the armature of the motor than in the direct system. The increased weight requires simply more brake leverage.

The modern battery, improved in many of its details during the last year, is still an unknown quantity as to durability. There is the same doubt concerning this as there was at the time incandescent lamps were first introduced. At that time some phenomenal records were made by lamps grouped with other lamps.

Similarly, some plates appeared to be almost indestructible, while others, made practically in the same manner, deteriorate within a very short time. It is, consequently, very difficult to exactly and fairly place a limit on the life of the positive plates as yet. Speaking simply from observation of a large number of plates of various kinds, I am inclined to put the limit at about eight months; though it is claimed by some of the more prominent manufacturers - and undoubtedly it is true in special cases - that entire elements have lasted ten months, and even longer.

It must be remembered, however, that the jolting and handling to which these batteries are subjected, in traction work, increases the tendency to disintegrate, buckle and short circuit, and that the record for durability for this application can never be the same as for stationary work. A serious inconvenience to the use of batteries in traction work is the necessary presence of the liquid in the jars. This causes the whole equipment to be somewhat cumbersome, and unless arranged with great care, and with a variety of devices lately designed, a source of considerable annoyance.

The connections between the plates, which formerly gave so much trouble by breaking off, have been perfected so as to prevent this difficulty, and the shape of the jars has been designed to prevent the spilling of the acid while the car is running. The car seats are now practically hermetically sealed, so that the escaping gases are not offensive to the passengers.

The handling of the batteries is an exceedingly important consideration. Many devices have been invented to render this easy and cheap. I have witnessed the changing of batteries in a car, one set being taken out and a charged set replaced by four men in the short space of three minutes. This is accomplished by electrical elevators, which move the batteries opposite the car, and upon the platforms of which the discharged elements are again charged.

The general conclusions which the year's experience and progress have afforded us an opportunity to make may be summarized as follows:

Storage battery cars are as yet applicable only to those roads which are practically level; where the direct system cannot be used, and where cable traction cannot be used; and applicable to those roads only at about the same cost as horse traction.

I feel justified in making this statement in view of the guarantees which some of the more prominent manufacturers of batteries are willing to enter into, and which practically insure the customer against loss due to the deterioration of plates: leaving the question of the responsibility of the company the only one for him to look into.

[1]Abstract of a paper read before the American Streel Railway Association, Oct. 23, 1891.