convenient method of receiving large quantities of transmitted energy, and of holding it in readiness until wanted, must be of the highest importance.  Numerous applications of the Faure battery were at once suggested, and the public jumped to the conclusion that a thing for which so many uses could be instantly found must necessarily be a profitable investment, and plenty of money was provided forthwith, not with the idea of commencing careful experiments and developing the then crude invention, which would have been the correct thing, but for manufacturing tons of accumulators in their first and immature form.

I need not describe the disappointments which followed the first unfulfilled hopes, nor repeat the criticism that was heaped upon the heads of the early promoters.  Those early hopes were untimely and unreasonable.  A thousand difficulties had to be overcome—­scientific difficulties and manufacturing difficulties.  This invention, like most others, had to go through steady historical developments and evolution, and follow the recognized laws of nature, which are against abnormal and instantaneous maturity.  The period of maturity has also been retarded by injudicious treatment, but the ultimate success was inevitable.  Great advances have been made within the last few years, and I propose now to offer a few facts and figures relating to the present state of the subject with reference to the application of storage batteries to locomotive purposes.  It is not within the province of this paper to discuss all the different inventions of secondary batteries nor to offer any suggestions with regard to priority, therefore I will confine myself to general statements.  I am aware of the good work that was done in the United States by Kirchhoff twenty-six years ago, and of the more recent work of Mr. Brush, of Cleveland, Mr. Julien and others, but I am more particularly acquainted with the recent achievements of the Electrical Accumulator Company, who own the rights of the Electrical Power Storage Company, of London.  I have used the batteries of the latter company for propelling electric boats and electric street cars.  The first of the boats was the Electricity, which was launched in September, 1882, and which attained a speed of seven miles an hour for six consecutive hours.  Since then a dozen electric boats of various sizes have been fitted up and worked successfully by means of storage batteries and motors of my design.  The most important of these were the launch Volta and another similar craft, which is used by the Italian government for torpedo work in the harbor of Spezia.  On the measured mile trial trips the Italian launch gave an average speed of 8.43 miles an hour with and against the tide.  The hull of this vessel was built by Messrs. Yarrow & Co., and the motors were manufactured by Messrs. Stephens, Smith & Co., of London.  The Volta, which was entirely fitted by the latter firm, is 37 feet long and 7 feet beam.  She draws 2’6”