Q £dU»oru VojpeM)


PART IV (1899-1910)

Thomas E. Jeffrey LisaGitelman Gregory Jankunis David W. Hutchings Leslie Fields


Theresa M. Collins Gregory Field Aldo E. Salerno Karen A. Detig Lorie Stock

Robert Rosenberg Director and Editor


Rutgers, The State University Of New Jersey National Park Service, Edison National Historic Site New Jersey Historical Commission Smithsonian Institution

University Publications of America Bethesda, MD 1999

Edison signature used with permission ofMcGraw-Edlson Company

Rutgers, The State University endorsed by

National Historical Publications and Records Commission 18 June 1981

Copyright © 1999 by Rutgers, The State University

All ri$its reserved. No part of tills publication including any portion or the guide and index or of the microfilm may be reproduced, stored in a retrieval system, or transmitted in any form by any means graphic, electronic, mechanical, or chemical, includingphotocopying, recordingor taping, or information storage and retrieval systems— without written permission of Rutgers, The State University, New Brunswick, New Jersey.

The original documents hi this edition are from the archives at the Edison National Historic Site at West Orange, New Jersey.


Robert A. Rosenberg Director and Editor

Thomas E. Jeffrey Associate Director and Coeditor

Paul B. Israel

Managing Editor, Book Edition Helen Endick

Assistant Director for Administration

Associate Editors Assistant Editors

Theresa M. Collins Louis Carlat

Lisa Gitelman Aldo E. Salerno

Keith A. Nier

Research Associates Secretary

Gregory Jankunis Grace Kurkowski

Lorie Stock

Student Assistants

Amy Cohen Jessica Rosenberg

Bethany Jankunis Stacey Saelg

Laura Konrad Wojtek Szymkowiak

Vishal Nayak Matthew Wosniak


Rutgers, The State University of New Jersey

Francis L. Lawrence Joseph J. Seneca Richard F. Foley David M. Osliinsky New Jersey Historical Commission Howard L. Green

National Park Service John Maounis Maryanne Gerbauckas Roger Durham George Tselos Smithsonian Institution Bernard Finn Arthur P.Moiella


James Brittain, Georgia Institute of Technology R. Frank Colson, University of Southampton Louis Goiambos, Johns Hopkins University Susan Hockey, University of Alberta Thomas Parke Hughes, University of Pennsylvania Peter Robinson, Oxford University

Philip Scranton, Georgia Institute of Technology/Hagley Museum and Library Merritt Roe Smith, Massachusetts Institute of Technology


PRIVATE FOUNDATIONS The Alfred P. Sloan Foundation Charles Edison Fund The Hyde and Watson Foundation National Trust for the Humanities Geraldine R. Dodge Foundation

PUBLIC FOUNDATIONS National Science Foundation National Endowment for the Humanities

National Historical Publications and Records Commission


Alabama Power Company



Atlantic Electric

Association of Edison Illuminating Companies

Battelle Memorial Institute The Boston Edison Foundation Cabot Corporation Foundation, Inc. Carolina Power & Light Company Consolidated Edison Company of New York, Inc.

Consumers Power Company Cooper Industries Corning Incorporated Duke Power Company Entergy Corporation (Middle South Electric System)

Exxon Corporation

Florida Power & Light Company

General Electric Foundation

Gould Inc. Foundation

Gulf States Utilities Company

David and Nina Heitz

Hess Foundation, Inc.

Idaho Power Company

IMO Industries

International Brotherhood of Electrical Workers

Mr. and Mrs. Stanley H. Katz Matsushita Electric Industrial Co., Ltd. Midwest Resources, Inc.

Minnesota Power New Jersey Beil New York State Electric & Gas Corporation

North Americau Philips Corporation Philadelphia Electric Company Philips Lighting B.V.

Public Service Electric and Gas Company

RCA Corporation

Robert Bosch GmbH

Rochester Gas and Electric Corporation

San Diego Gas and Electric

Savaimoh Electric and Power Company

Schering-Plough Foundation

Texas Utilities Company

Thomas & Betts Corporation

Thomson Grand Public

Transamerica Delavol Inc.

Westinghouse Foundation Wisconsin Public Service Corporation

A Note on the Sources

The pages which have been filmed are the best copies available. Every technical effort possible has been made to ensure legibility.


Reel duplication of the whole or of any part of this film is prohibited. In lieu of transcripts, however, enlarged photocopies of selected items contained on these reels may be made in order to facilitate research.

1909. Battery - Storage - General (D-09-03)

This folder contains correspondence and other documents relating to the commercial and technical development of Edison's alkaline storage battery. Included are items pertaining to Ralph H. Beach's proposed use of Edison batteries in streetcars; and inquiries about battery availability, use, and performance.

Approximately 50 percent of the documents have been selected. The items not selected include unsolicited letters requesting information about the batteries, two letters regarding bismuth metal for battery use, and a report by the Altoona Railroad Club of the Pennsylvania Railroad comparing electric and steam traction.

S n


Stew York, January 9, 1909.

Mr. Thoms A. Mdison,

Orange, M . ,T.

Dear Mr. Misoju-

X have received your favor of the Oth enolosiriG letter of the 7th. from the South Shore Traction Company, and enclose you herewith copy of my reply.

X have also received copy of photograph of the first ■Electric car which 1 will hand to the Brill people.

Yours very truly,


New York, January 9, 1909.

South Shore Traction Co,,

Times Building,

42nd Street and Broadway,

New York, City,

Gentlemen:- Jkt'nntion of Nr. Harold B. Weaver, Assistant, Mngr.

Your favor of the 7th inst . to Mr- .Bdison has been hand¬ ed to for reply, as I :lja handling the Battery for Mr . Edison.

I should be glad to meet you «ij th thi view of going - fully into the matter frojii an engineering point of view, and will advise you fully as to the capacity of the Battery and as to its relia¬ bility for your services.

In order^o save time it might be well if you would write me some of, the details 4s to your proposed road. The o weight of car; the number of cars;' the speed you desire t,o make ^both schedule and maximum; the grades and curves in general.

Upon receipt/ of th^is will prepare for you an estimate, and there¬ by be prepared- \yhen we meet to discuss th%.:iijp$£$3 of the battery versus ot^ar plan's of operation.

Yours respectfully,

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My efforts are directed towards providing a more intimate connection between the active material and the electrolyte, and to increase the conductivity of the active material at the same time and by the same means. And in accomplishing this I believe the cakes of active matter may be made much larger, which of course has obvious advantages.

I have conclude^ that the wasteful and excessive gassing of this style of battery is due to the great resistence offered to the charging current, owing to the small amount of electrolyte contained in the active material. As the. active material 1b compressed with a pressure of many tons it follows that it becomes an almost solid cake, leaving but little room wthin itself for the electrolyte. As now made, the active material is in very thin plates .thereby obviating this ob-‘ jection to a certain extent. Of course, I fully realize that the action of K. 0. H. in this battery is entirely different from that of 0^ in the lead batteries. Of course, it

is obvious that the caustic solution should touch everyl particle of active material, and 1 am strongly of the opinion that if a practical method of placing more electrolyte within t'Q active mass could be found, much better results could be obtained..

I realize that nothing should be added to the active v ~ . mass., that would not conform itself to the various swellings and contractions due to charging and discharging, or. anything that woilid eventually tend to weaken or disintegrate it.

The material Iuse to insert in active masB is pre¬ pared as follows;



A shoot of suitable paper, say 6 inches square, is

moistened with a strong solution of caustic potash, over


which on both sideB is dusted very fine, dry, powdered potash. This paper is then laid' between <two sheets of,.,/ nickel foil', very ;thin and very porous, and the same, tightly comprooBod. Jrhe nickel foil may be made porous by placing it between a slioot of fine emery paper and a sheet of ordinary paper, and tightly compressing it, after which it myy be treated as described in the accompanying specif 1 cat Ion*} In these sheets (only slightly adhesivj^ are punchod holes about l/l6 to & inches in diameter, in parallel rows, after . which the same is placed in a corrugating mould and crimped in such a manner, that the holes do not come at the apexes, of the corrugations, but half way between, as shown in figure 1, greatly enlarged.

The sheets are now put into a suitable mould and heated up to a low carbonizing temperature. The product we have now is reprsented by figure 2, being simply two corrugated, nickel films, separated from each other by the carbonized remains of the paper, mixed with the partly fused potash, that was dusted over it, the latter holding the sheets together for the time being. These carbonized, corrugated sheets cut into suit able,- sizes can now be placed in the partly formed perforated pocketB, described in many of your specifications, and in the manner as shown in figure 3.

However, thesen^ioets maybe placed in the pocketB, te object is alwayB to have the appexes of the sheets in connection or contact, or near contact , with the plated steel faces, forming the covers of the pockets. . The sole object of the series of holes in the sheets is to avoid having

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the active mass when packed around it, spparat.od into separate oakes.

The sheets having been properly laid in the pockets, the active material is then carefully sifted in and around them. The remaining face of the pocket is placed in position and the pressure applied. The pressure of course, distorts the oorrugaions of the nickle sheets somewhat and compresses the fragile carbonised remains of the paper.,- and the potash into a solid mass. However, when the finished plates are placed in a solution of the electrolyte the dry potash is finally disolved, leaving the space in between the hickle sheets porous to the extent of the space occupied by the dry potash, which of course , was not compressed out of existence.

The carbonized remains of the paper act as a porous- mass for absorbing and retaining the electrolyte, if there were empty spaces between the sheets, they would more than likely become the receptacal > for gas instead of liquid.

In short, I have a more or less porous ' nicklo film the

net-work permeating t ; entire active mass, touching the nickle steel cover at many points , and thus presumably in¬ suring good conduction for the current, both for charging and discharging and particularly affording the opportunity for the electrolyte to permeate the whole maBB, much more effectively than has hitherto been accomplished.

I think that even if the pressure should (considerably disrupt the continuity of the sheets their broken edges would not be far apart, and as the intervening material is both porous! and conductive to a certain extent, the benefit of the sheet would only be slightly lessened, which line of



reasoning would apply to the appexes of the corrugations and the steel oovers of the pockets.

I feel that crimped sheets of nickel foil with about a sixth of their area Punched away, as round holes, as above described, would not weaken the cake of active matter contained in the pocket, nor do I believe that the swellings and contractions would tend to separate the active matter from the foil, as the foil would have within itself elasticity sufficient to follow the movements of the active mass parallel to the plane of the nickle foil, while the movements of the same which might be perpendicular to the plane of the niokle foil would on account of the double sheets of nickle simply pull them one way, or slightly more apart, thus presumably not weakening the hold of the active mass on the nic*& foil in the least.

And in closing 1 will say, that if it had already been proved practical to incorporate nickle films in flakes in the active matter why not do practically the same thing only in a regular system, with the addition of the above described charcoal, porous system, permeat¬ ing the active mass for the benefit of the electrolyte. Certain, it must be also that if in addition to this, nickle films in small flakes be also incorporated in the active mass, as also described in the accompanying .specifications, there would he no lack of conduc¬ tivity.

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In Reply Refer to

New York Office, SO Church Street February 2, 1909

Mr. C. T. Hughes,

32 Horth Arlington Ave . ,

East orange, H.J.

My dear Mr. Hughes

The present situation concerning the Edison battery car is that we have agreed to supply a trial equipment to Beach on condition that he deal with no other electrical manufacturer. He has agreed to thiB and stated that he would notify the Jeffery Company not to proceed further with their equipment.

Concerning, your controller it is true that our patent arrangements are not consistent but the obstacles to uniform arrangements still continue as they were when you presided over the destinieB of this office. We believe they emanate mainly from the person of one S.W.

Yours very truly.

. Fred Millar

My dear Miller;

Orange N J

A few day 8 ago Mr Holland sent me a print showing the characteristics of the A-4 cell.

This print shows the varlouB features of the cell when discharged at 30 ampers.

The engineers of the General Electric Co think that in order to get the best possible design of the motors and controllers for the car we are building that we should in addition to this print above refered to have other* showing curves at 50, 70 , JIO , & 110 and 120 ampere.

Kindly have these prints made and forwarded to me at your earliest convenience and oblige.

I am today writing Mr Edison at Ft!Myer Fla Inclosing him a copy of this letter also I am asking him to request you to forward to Schenectady five cells of the battery.






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7r>XEX XOX i-JSSYVi^w^

»<.r Mr . M .on:- « ^ **~*t ~Mk ^

In case that you have a storage battery perfected that 3s mater- 3 ally better than the batter3es at present 3n use In submarines, I have an opportun3 ty for explo3t3ng the submarine rights for such a battery, and 3n the event of your hav3ng parted wi th certa3n r3ghts I would take up the matter with whomever you m3ght name, but would not care to move 3n the matter unless your battery is a demonstrated improvement over existing batteries for that particular purpose.

Ydurs very truly,


Thomas A. Edison, Esq., Orange, Nev/ Jersey.



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Mr, George W. Howe ,

Port Huron, Hick.

My dear Sir:

Your favor of the 17th inot. ha a keen received on the auk jo ot of operating street oar linos by ice an a of storage kattofries. The Edison kattery i3 not yet in a condition to be, used commercially for this purpose, but the time my come when it will have very general use. In the caae you refer to, however, it v/ould probably be more economical to put in the overhead trol¬ ley, because the manufacturers are able to ml® installations of this kind at low cost; and batteries, however, perfect their construction, are expensive . and require a great deal of attention.

Yours very t ruly,

PID/lVAV Vice-President.

Thos A Edison

22nd 09

I write this to let you know the t

e of the dovelopement of the

I have sooured from the Garwood Eleotrio Oo to be delivered this week one 20 H P , railway rating , interpolo motor . This motor runs at 800 R P li. It weighs 8S0 lbs. '7^ ^ */tC*c/‘P

I have bought and paid for this . By using this we shall have a combined weight ofl oar body and truok approximately 6000.00 lbs.

I have ordered sprookots and gears and ohainB for the drive of 4 in. This gives us a largo faotor of safoty in thiB ppiflt.

I have arranged for a Cutler - Hammer controller which is simply a switch and think it will be best to oumutate the battery. This wo oan deoide later when we get to it.

If we use 220 cells of A * battery out total weight Bhould be about 6 tons. Cn\ r

I have also, in addition to the above ,oontraoted with the Oommeroial Truok Oo of Philadelphia for one oomplete eleotrio equipment and truok for the 16 ft oar. They propose to furnish a four motor equipaaih , motor

They have taken the entire responsibility in this and agreo to furnish an equipment that will handle the oar on a ourrent consumption not greater than 50 watta per ton mile.

There is a feature in this street oar operation that I must oonfesB that I do not know all about and I am unable to find anyone who does.

That is geant differenoe in ourrent oomsumption in street railway and automobile praotioo. Some say that it is aooounted for in the more rapid aooeleration of street oars, others say that it is duo partly to this and

partly due to the two wheels o

a axle being oompolled to d

The advocates of this last olaim hold that the faot of the two wheels being , neoesaarily of different diametors one must slip , also that the slip is greater on ourvoa, the power for whioh movement must be furnished by the battery , it in a largo degree aooounts for the larger consumption. , found in street railway praotioe. /«»•£-« ( rv—rcow* rfceJ.

I am not muoh for running after false Gods but inasmuoh as the Commercial Truck Company are willing to furnish this equipment and take their pay for it after wo are satisfied as to is all around performano^I thought it good business to try it. It may have something in it.

They have agroed to have it ready in four weeks.

Our work on the materials for the one motor oar 1b progressing well and I did not take your time to further disouss the details as I tMr.Tr I have found all of the things i e Motor and parts that oome very near to what we deoided upon at our last interview.

Yours truly.


The a A ^dison

Orange H J.

My dear Edison;

It does beat the D— L hoir foolish we are . That double ohain drive ia wrong and will have the same effoot os to friotion Iobs due to urnvnn as the rigid whoelB, except the further loss on

travel of the wheels curves.

On this oar I will mount. the motor with one ohain and drive only from one wheel. I will set this motor on one side so as to leave room

for another like it to drive the other axle. In case I oannot at onoe get two 10 H P motors I will get another just the name as the one ooming forward . The Joss due to the added weight is very small about equal to three passengers. The effioienoy of the motors 1b the same.

The suggestion in your letter I had allrady antioipated and had ordered by telephone , the one wheel on eaoh axle made loose. I did not order

a brass sleeve , as I did not want to delay getting the job done, and I am not sure that it should be a brass sleeve any way as the movement is small.

I think it will be only the differcnoe in travel due to unequal diameter °f Bma1^ acd '**9 unetlual travefon ourves , probably

more. In any event the atteai rate if rotation is very small, and the woar must be very little. So I fancy that oast iron running on steel w ill be good.

If not wo oan oorreot it later.

matter of the controller I thought we would rig up a temporary board with knife switohes to oomutate the battery and from this learn how many oomutations we need.



Mr Thos A Edison

Orange H J.


My dear Mr Edison;

X am glad to be able to report that the materials for the light oar equipment^; 'finished.

The Garwood Co will ship the motor on Saturday, the Ramapo Foundry and Wheel Works havo shipped , today the wheels and axles, the Morso Chain Co will ship tomorrow the chains , sprookots and gears, the Maohine shop in Howark will deliver .Tomorrow the truok framos and bearings.

This will complete the materials neoessary except the controller whioh we will provide Aith simple switohoa temporary to find the combination we

In regard to the motor I beg to say that I havo but one ready, we can try with this but X fear that‘s only one wheel doing work we shall find that we have not sufficient traotion to properly handle the oar.

I have provided on the truok frame a suitable plaoe for the seoond motor whioh wo oan put on as soon as it is finished.

How in regard to the question of the particular motor; I have found muoh difficulty in securing a 10 H P motor that fits our conditions as to outside dimentions and speed. I think that to make our first trial with this

best plan for the moment is xr 2* if S’

motor and as soon as the second one is ready , whioh will be about two weeks, put it in f<|this will give us n fair trial with two , of the four oar wheels , doing work.

How a word about the probable plan wo should adopt as final >() in case wo do find that we have not sufficient traotive effort from two wheels, whioh I am disposed to think we shall find to be the case.

As I told you I made a diokor with the Comercial Truok Co of Philadelphia by whioh they undertook to furnish for a fixed prioe and under a guarantee of operation a four motor drive.

They have submitted their plans in detail and they are so ROTTEH that I will not take your time by showing them to you. They simply do not know what they are up against.

You will rooall that Iasi fall X told you of an engineer by the name of Frank Rae. I havo known him many years and know him to be a very well informed street railway engineer. Last fall he told me that ho had developed a motor and control that would accelerate a oar without a greater consumption of currentjthat required to run it. This statement was so extrordinary that I could not aooept it as true, however as I had firmly made up my mind to look at anything that even remotely promisod to save in ourrent or friotion loss, I went out to Detrict last Saturday and looked as oarefully as I.oould into the details of his scheme of motor and oontrol.

X found what seemed to be the best allaround method of vehicle drive I have ever seen.

He has an automobile whioh weighs about 3800 lbs, oquipped qith 40 cells of Exoide battery and his peouliar motor and oontrol^ . I spent the day riding in this oar, I had no facilities to make acourate tests , but I saw the following.

The oar accelerates from rest to 17 11 P H in 17 seconds on a maximum ourrent consumption not exceeding 40 Amperes. It is under splended oontrol, having 16 rates of acceleration. The ordinary running curreot at 20 M P H is about 26 Amps, i&l

He tells me that the oar is two years old, the battery the same, that it will now run on a single charge^ make 75 miles over an ordinary road , that it has made a total milage of approximately 15.000 miles.

Now , of course X have no means of knowing whether it has or not , but I Think that Rae is honest .

The way he aoomplishes this is;- He winds his motor, as to the armature, the same as others, it is an interpole motor, the fields are would in sections and so excessively over wound that he gets an immenoo^orquo . I , at first thought that he was trying to lift himslof by his boot straps, but it now looks as though he had at least partially sucocede^Ln doing it.

X have asked him to oome here with his cor and allow us to make a study of it. I think he will do so during tho week ooming. I think he has , by far, the best worked out motor I have soon, and if I am not mistaken we should build motors for Btroet oar drive along his line, alBo on automobilo work

it should be of value#

Ho olaims to bo in a position to control it from the patent side, I do not know , but should think it would bo diffioult.

However it looked so much more promising thh>I took the liberty of asking him to oome here with the entire maohine and promised him that you would look into it and that if it really was superior to other types of oonstruotion that I thought it was possible among us to do something with him in regard to its manufacture.

Frank is a nice fellow but is horribly afaaid if the G E People. I fanoy that they have swatted him a few in variola patent suits in the years past.

You must pardon me for writing suoh a long letter but the oocassion seemed to warrant it.

Yours truly.



September 29, 1909.

Mr. Westee:-

In reference to the matter of having Mr.

Beach pay rent for offices at Ko. 10 Fifth Avenue, I spoke to Mr. Edison about this, and he soys that for the present at least, he thinks Mr. Beach ought not to be required to pay any rent. Perhaps later on if the matter is brought up again he may take a different position.



My doar Mr Edison;

Thos A Edison

Orange H J.

out yesterday to show you the details of the 'VjL-iTTt

is I had to get to work X did not wait lafler 1 the 11.59

u \\a*£L> wrh‘

» =r~ tUj*

to have

were not around and e

train. There is nothing of great oonsequenoe any how , J just the various details. I will bring them out s

There is a matter that I have thought over oarefully and youlif- your advioe .

You will remember that we decided to use two motors. The truok is constructed so that either two or four motors may be used. Supposing that we place the two motors on one axle and that axle happens to be in front, and the load comes heavy on the rear platform, which is a condition quite likely to arise, the question is , will wo have sufficient traotion ? I am afraid not. Again our motors are five H B each , this seems to be sufficient but how will it be in case the live load is double ? I am not sure whether we should not on this oar plaoe four motors.

The objootion is the added weight ( 610 lbs ) .1 *do not know what increase in ourrent consumption there will be due to the two more motors , but we oan find out, by trying at Orange before we send the oar over to Hew York.

In a general way I feel confident that this is not bo muoh at first a question of great economy as it is one of reliability. If we are faulty in traotive capacity wo shall be oritioised, if we are a little high in power cost, which we are not likely to be we shall not be criticised as no one expects us to do better than the trolley, whioh for equal passenger oapaoity is about 3 cents per oar mile. Our groat saving in truok .equipment and oar body weights, even though our battery loss is larger than the line loss, and even though our motor efficiency 1b not sb good sb the regular form, is bound to keep us near to or below the trolley oost per oar mile for ourrent. On the whole I think wo ought to put on the four motors or at least have them on hand and fry them out. If you think so kindly let me know and I will telegraph the works to send four instead of two.

Yours truly.

C> dr


Thomas A. Edison, Esq.

Orange, H. J.

Dear Sir:-

■r! .-IS 1909.

''"(LUA top

Oct. 11,1909.

We are in the market for polo transformers) from 550 D.C. to


110 D. C. ^ and" whereas all the different Electrical Conoarris that wo have addressed on this subject have nothing to offer in this line

wo address you— being you are the Blecti’ical Genius of the Globe -

®s to what you could recommend in this line. If ouch a transformer would bo in the market it would place electric lights into every house along a trolley road, and it seems to me would be a very-very profitable business We know that the A.C. is made out of the D.C. and then transformers placed on poles, but we are after Direot Current Transformers. Wo do not want a generator sot, nor a rotary converter, but a pole transformer as statod above. How would be pleased to hear from you as to what is the best plan to pursue to fdrniBh direct current for lights along our trolley road. How ,if it can not be transformed, could anything be done with Rheostats?

Thanking you in advance ,we are.

Yours very truly.






oomploted for tho Third Ave Ry Co of this oity a Gasoline Elootric Car. Tho G E engineers aro very ploaBOd with tho apearanoo and running of this oar. On Friday lait Mr Mahar and Mr Mullaney of the Third Avo Co went to Schenectady to inspect this oar and Mr Mullaney reports to me, of course confidential, that the oar does run very well. It? fuel consumption ho does not know. It has oost them about $30,000 to develops this oar.

The body wan made by &ill also the truck. Mullaney says that it is by far the most promising maohine of the type ho has seen, but ho has very little faith in its meeting the hard oity conditions for any length of time. It runs very quietly ard while being the best in the line of gasoline machines so far produoed, he, Mullaney, is of the opinion that it will ne be adopted on aooount of tho high oost of maintananoe.

The total noight with load is 86.000 lbs.

Everything is ooming along on our oar except tho Carnegie Steel Co mado a rotten job of the steal undorframe, and as I am in such a hurry I have decided to cut it out and use wood sills instead. Possibly I am better of by reason of this error of theirs as I can save about 200 pound? in the underframe in weight by using all wood.

I am putting in 3 by 6 in ash sills . Two longitudinal and 5 oross. This , with the steel battery box awght to give a car of great rigidity..

By the way I found a oonoorn who aro welding this girder structure for me and they do j(ine work. I am also welding all points of strain on the truck.

Field oalled to tell mo that he had made a diokor with you. I guess he don't realize what ho up against. I would hate to taokle that bus job. Rotten market.

Thos A Edison

Orange D J. _ _

My dear Mr Edison; \ H»— ^ vwy^£*'

The oar is nearing ooftplotion and the one remaining problem is th&t

cf lighting. X wanted to light from the battery but I have not been able to find a voltage regulator that promisos anything like reliability unless I go into a very elaborate and expensive outfit. The socalled Chapman regulator , made by the G E Co is reputed to be the best thing made but it is o<| complicate^ that I am inolinod to think that it will not do for the purpose. Do you know of anything 1 I have thought of attempting to make a solenoid to pulll against an adjusting spring and moovo an arm over contact points to out in resistance as the voltage rises, and sensitive thst I am afraid that


visa versa. This might do but solenoids c

we should not be able to get very close adjustment . The necessary friotion would , I think , throw jtfus away out . If you have had jSome experienoein this line X would very muoh appreciate your advioe.

Not using the battery current for this purposi,we can use, very nicely, aoetylene gas. I have looked into this and find that X oan equip the oar for a cost of about §150.00 putting in four lights insidojrthe body, one in each costibulo, and two headlights, a tank to oarry 250 oubio feptT of gas, a daily consumption of about 12 feet or a run of 20 days on a single charge of gas. This is furnished by the Comeroial Acetylene Co and is eaCfonsively used by many railroads. The total weight is approximately 150 lbs. It has some advantages over eleotric lighting ,J(in that is is steady. On the oJh5r hand is in not so convenient to install.

The quality of light^is probably better.

I would very glad to have your opinion on this matter.

Tours very truly.

/ Cost pep-'fiay about 80.20 ) J

i / .

_ .... _ _ _ „n extra <