The Kimball graphic. (Kimball, Brule County, Dakota [S.D.]) 1883-1905, 1885-03-06
ANEW n4rcrnlo AnoAR
The Advantages Of Electricity Over steam or
Horse Power.

ANEW 0ULEUT1lC TRAHlCAR.
The Advantages Of Electricity Over Steam OF
Horse Power.
In commenting upon a now electric
tram-car recently tested near London,
England. The Standard of that city
says: Gears propelled by accumula-
tors have been many times essayed in
London, as well as in Paris and Brus-
sells; but hitherto without approaching
that practicle success which is requi-
site for street locomotion-the excess
sive weight of the lead battery and the
comparatively small amount of power
developed bringing this means to a
serious disadvantage when inclines of
ordinary steepness had to be ncoun
tered. Accumulators have now been
produced of much less weight and far
greater power, and this result is at
tanned without sacrifice of durability.
The whole series of accumulators in
the present car weigh only one and a
and accessories weigh about half a
ton, bringing the total weight of the
motive power to one and three
quarters tons. The car, which has
been transformed out of an old one
for many years running on the Green
witch and Westminster line, weighs
two and a half tons-the modern cars
on the American line weigh only 81
200 pounds-and its load of forty-six
passengers brings the total up to 81
tons. Comparing the weight of this
motive power with steam or COM
pressed-air locomotives, which do not
weigh less than eight to ten tons, the
comparison shows well for electricity.
Another distinct advantage is that the
electrical power can be increased
when needed, as in gong up steep
gradients, to siXteen-horse power; and
the power can be diminished to one or
two horses On levels, or shut Off en-
tirely on down-hill journeys. The
motive power is thus expended or
economical completely in accordance
with the nature of the road. The car,
moreover, is put on two bogies, each
with four wheels, whereby the wheel
base is diminished, and the cars can
turn corners and encounter curves of
very short. radius. Another advan-
tage OF this arrangement is that there
is no such ovcrhanging, and conse-
quently nc such rocking in travelling,
as there is IN the ordinary cars, which
have their four weeels placed at short
distances from the center. r..
The experimental line at Millwall is
a difficult one. The line mikes a bend
of nearly a right angle, and an actual
curve of thirty-three feet radius has
to be passed. The inclines vary from
a level on the portion from the she'd
end to the curve, and rise thence from
one to forty to agradient of one to
seventeen at the opposite termination.
This steep incline has, consequently,
to be faced without a run, a rush
being prevented by the sharp curve
intervening. The new car overcomes
all these difficulties and makes its way
up with surprising speed and steadi-
ness. 1t has been considered very
adverse to the economical use of
stored electricity that so many trans
formations of energy had to be en-
countered; but the practical expert
ence of the Millwall experiments is
asserted to be that the running costs,
including Is per cent. for depreciation
of machinery and SO per cent. on
accumulators, are about half the cost
of horsing on tram lines. The
car at Millwall can be run for two
hours with one charging of the accu-
mulators, starting. stopping, and
reversing every minute. The used
accumulators can be taken out and
the car supplied with fresh-charged
cells in as short a time as is occupied
by the changing of horses. This oper.
alton is accomplished with ease by
means of a trolly fitted with rollers.
The new car, as fitted, has a very
elegant and even a luxurious aspect
The accumulators are placed under
the seats completely out of sight: the
motor is placed under the car very
neatly, and is only seen when looked
for. The interior is finished with fou1
twenty-candle power incandescen
lights, and with pushes for electric
bells for communication between thu
passengers and the conductor. Thu
travelling is perfectly free from vibra
ton or tremor of anykind, it is abso
lutely faultless in that respect. Exist
ing rolling-stock of the various tran
SoiApanlco, ~ has Dceu u~eIlOuSlTate
by these experiments, can be easily
converted; and by the placing OF tn,
car on two bogies the average weight
on each wheel is brought under one
ton, so that no damage to existing
light tramway lines would be incurred
Every detail, mechanical or electrical
has been well thought of and vel
worked out.
There is one other question-that o
cost; and this appears to be equal,
satisfactory in its solution. The aver
age cost of a steam locomotive WORKED
tramway would be ESQ to ES0O pc
car. For the electrical tramway tn
cost of six cars, including the chargin!
station, would give IN average of f7OG
and the charging station would occup'
less space than the stabling of tel
horses. The absence Of smoke AM
noise, and the perfect nature of III
control of the power, brings to a eli
max all the good qualities and qualit
cations of electric motion.