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 LeadeAcid
Batteries for
Future
Automobiles
Edited by

Jürgen Garche
Eckhard Karden
Patrick T. Moseley
David A.J. Rand
Elsevier
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The Boulevard, Langford Lane, Kidlington, Oxford OX5 1GB, United Kingdom
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Copyright © 2017 Elsevier B.V. All rights reserved.

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 List of Contributors

J. Albers
Johnson Controls Autobatterie GmbH & Co. KGaA, Hannover, Germany

J. Badeda
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany
IRWTH Aachen University, Aachen, Germany

M. Bremmer
Robert Bosch GmbH, Leonberg, Germany

C. Chumchal
Ford-Werke GmbH, Köln, Germany

M. Denlinger
Ford Motor Company, Research & Innovation Centre Dearborn, Dearborn, MI, United States

J.P. Douady
Exide Technologies, Gennevilliers, France

S. Fouache
Exide Technologies, Gennevilliers, France

J. Furukawa
The Furukawa Battery Co., Ltd., Yokohama, Japan

J. Garche
Fuel Cell and Battery Consulting, Ulm, Germany

M. Gelbke
Akkumulatorenfabrik Moll GmbH þ Co. KG, Bad Staffelstein, Germany

T. Hildebrandt
Johnson Controls Autobatterie GmbH & Co. KGaA, Hannover, Germany

M. Huck
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany

J. Kabzinski
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany

E. Karden
Ford Motor Company, Research & Innovation Centre Aachen, Aachen, Germany

A. Kirchev
French Atomic and Alternative Energy Commission (CEA-LITEN), Le Bourget du Lac, France

xix
List of Contributors

J. Kizler
Robert Bosch GmbH, Leonberg, Germany

M. Königsmann
Robert Bosch GmbH, Leonberg, Germany

B. Kronenberg
Robert Bosch GmbH, Leonberg, Germany

M. Kuipers
Forschungszentrum Jülich, Aachen, Germany

D. Kurzweil
Ford-Werke GmbH, Köln, Germany

P. Kurzweil
University of Applied Sciences, Amberg, Germany

M. Kwiecien
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany

L.T. Lam
CSIRO Energy Flagship, Clayton South, VIC, Australia

N. Maleschitz
Exide Technologies

E. Meissner
Johnson Controls Autobatterie GmbH & Co. KGaA, Hannover, Germany

A.H. Mirza
RSR Technologies, Inc., Dallas, TX, United States

C. Mondoloni
PSA PEUGEOT CITROËN, Centre Technique La Garenne-Colombes, La Garenne-Colombes,
France

P.T. Moseley
The Advanced LeadeAcid Battery Consortium, Durham, NC, United States

T.J. Moyer
East Penn Manufacturing Company, Inc., Lyon Station, PA, United States

A. Osada
Battery Association of Japan (BAJ), Tokyo, Japan

S. Peng
Leoch International Technology Ltd, Foothill Ranch, CA, United States

K. Peters
Glen Bank, Worsley, Manchester, United Kingdom

R.D. Prengaman
RSR Technologies, Inc., Dallas, TX, United States

xx
List of Contributors

D.A.J. Rand
CSIRO Energy Flagship, Clayton South, VIC, Australia

M. Ruch
Robert Bosch GmbH, Leonberg, Germany

J.F. Sarrau
Exide Technologies, Gennevilliers, France

D.U. Sauer
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany
IRWTH Aachen University, Aachen, Germany

C. Schmucker
Robert Bosch GmbH, Leonberg, Germany

E. Schoch
Robert Bosch GmbH, Leonberg, Germany

J. Schöttle
Robert Bosch GmbH, Leonberg, Germany

P. Schröer
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany

K. Smith
East Penn Manufacturing Co., Inc., Lyon Station, PA, United States

R. Wagner
Akkumulatorenfabrik MOLL, Bad Staffelstein, Germany

A. Warm
Ford Motor Company, Research & Innovation Centre Aachen, Aachen, Germany

J. Wirth
RWTH Aachen University, Aachen, Germany
Jülich Aachen Research Alliance, Jülich, Germany

xxi
 About the Editors

Jürgen Garche
Jürgen received his PhD with work in theoret-
ical electrochemistry from the Dresden
University of Technology (DUT) in Germany in
1970 and the Dr. Habil for research in applied
electrochemistry by the same university in
1982.
He worked from 1970 to 1990 as senior
researcher for batteries and fuel cells at the
DUT. From 1991 to 2004, he was head of the
Electrochemical Energy Storage and Energy
Conversion Division of the Center for Solar
Energy and Hydrogen Research in Ulm,
Germany. After his pension, he founded the
consulting office Fuel Cells and Batteries
(FCBAT) in Ulm, where he is still active.
He was visiting professor at the Shandong
University (China) and Sapienza University of
Rome (Italy), and is currently senior professor at the Ulm University. He has
more than 300 publications and 10 patents, and is co-editor of five books and
two journals.

xxii
About the Editors

Eckhard Karden
Eckhard received his diploma in physics in 1995
and his PhD in electrical engineering in 2001 from
Rheinisch-Westfälische Technische Hochschule
(RWTH) Aachen University of Technology with
projects on CAE modelling and electrochemical
impedance spectroscopy of leadeacid batte-
ries. Having spent 2.5 years as senior engineer at
Institut für Stromrichtertechnik und Elektrische
Antriebe (ISEA) Institute for Power Electronics
and Electrical Drives of the same university, he
joined Ford Motor Company in the newly
established Research and Innovation Center
(RIC) in Aachen, Germany. He has been focussing
on batteries for low-voltage power supply and
micro- and mild hybrid applications. As a Technical Specialist, he is working
closely with Ford’s global engineering centres and has been involved in the
conceptual work, specifications, and component verification plans for the
enhanced flooded batteries, battery sensors, and charging strategies that went
into Ford’s first generations of microhybrid vehicles. He is an active member of
German, European, and international standardisation working groups for stop/
start and microhybrid batteries.

xxiii
About the Editors

Patrick T. Moseley
Pat was awarded a PhD for crystal structure
analysis in 1968 by the University of Durham,
UK, and a D.Sc. for research publications in
materials science, by the same university, in
1994.
He worked for 23 years at the Harwell Labo-
ratory of the UK Atomic Energy Authority,
where he brought a background of crystal
structure and materials chemistry to the study
of leadeacid and other varieties of battery,
thus supplementing the traditional electro-
chemical emphasis of the subject.
From 1995, he was Manager of Electrochem-
istry at the International Lead Zinc Research Organization in North Carolina
and Program Manager of the Advanced Lead Acid Battery Consortium. In
2005, he also became President of the Consortium. Dr. Moseley was one of
the editors of the Journal of Power Sources for 25 years from 1989 to 2014. In
2008, he was awarded the Gaston Planté medal by the Bulgarian Academy of
Sciences.

xxiv
About the Editors

David A.J. Rand

Dr. David Rand, AM, PhD, ScD, Fellow of the
Australian Academy of Technological Sciences
and Engineering (FTSE), was educated at the
University of Cambridge, where he conducted
research on fuel cells. In 1969, he joined the
Australian Government’s Commonwealth Sci-
entific and Industrial Research Organisation
(CSIRO) laboratories in Melbourne. After
further exploration of fuel cell mechanisms and
then electrochemical studies of mineral bene-
ficiation, David established the CSIRO Battery
Research Group in the late 1970s and remained
its leader until 2003. He was one of the six
scientists that established the Advanced LeadeAcid Battery Consortium in 1992
and served as its Manager in 1994. As a Chief Research Scientist, David became
CSIRO’s Scientific Advisor on hydrogen and renewable energy until his retire-
ment in 2008. He remains active within the organisation as an Honorary
Research Fellow, and has served as the Chief Energy Scientist of the World Solar
Challenge since its inception in 1987. David was awarded the Faraday Medal by
the Royal Society of Chemistry (UK) in 1991 and the UNESCO Gaston Planté
Medal by the Bulgarian Academy of Sciences in 1996. He became a Fellow of the
Australian Academy of Technological Sciences and Engineering in 1998, and
became a Member of the Order of Australia in 2013 for service to science and
technological development in the field of energy storage.

xxv
 Preface

More than 150 years after its introduction by Gaston Planté in 1859, the
leadeacid battery is still the most employed of all rechargeable battery
systems; it accounts for over half of the demand world-wide. Over the years,
the performance of leadeacid technology has progressed steadily to keep
pace with the concomitant increase in user requirements, and has become a
globally standardized commodity product.
The development of the valve-regulated leadeacid (VRLA) battery in the
1970s proved to be a major breakthrough. Eventually, in the 1990s, this radical
new design found its way into demanding automotive applications. The
advances in science and technology that made VRLA batteries a success in
both automotive and industrial applications were reviewed in Valve-Regulated
LeadeAcid Batteries published by Elsevier in 2004, with three of us as
co-editors and contributors. Rather than undertake a revised edition of this
book, we have decided to produce a new work directed towards advances in
automotive leadeacid batteries.
Improved battery designs and materials have recently resulted in enhanced
flooded batteries (EFBs) that almost match performance and durability of
automotive VRLA batteries at substantially lower cost. Both technologies
have allowed entry-level powertrain electrification in large volumes, and thus
significant reductions in CO2 emissions, for both developed and emerging road
transport markets. And innovation goes on, for example, the UltraBattery™
that integrates a supercapacitive function.
Further reduction in emissions remains in focus for the automotive industry,
while a new effort is targeting autonomous driving. The latter will require
entirely new comfort and safety functions to be established. Interestingly,
both technology trends rely on electrification, either of the powertrain or of
chassis systems and vehicle controls, and both will add new technical
requirements to automotive batteries. Together with the challenges imposed
by new vehicle technologies, the automotive leadeacid is now also con-
fronted with competition from other battery chemistries, especially given
the developing maturity of lithium-ion technology for this demanding appli-
cation. In defining the scope for this new publication, we have attempted to
create a balance between the technology of the battery itself and engi-
neering aspects related to vehicle integration.
We are grateful to have as authors not only leading battery technologists and
scientists but also experienced experts from the automotive industry. In
particular, we have enjoyed our mutual learning experience while editing the

xxvii
Preface

chapters, and acknowledge the dedication of, and fruitful discussions with,
all authors. We have elected to have our names listed in alphabetical order
and are indebted to the whole Elsevier team for their assistance, specifically
that provided by Christine McElvenny, Kostas Marinakis, and Vijayaraj Purush.

Jürgen Garche
Eckhard Karden
Patrick T. Moseley
David A.J. Rand

xxviii
 Abbreviations

These abbreviation list contents only in different chapters used abbrevia-

tions. Abbreviations used only once are not listed here.

ABS Acrylonitrile butadiene styrene

ABS Antilock brake system
AC, a.c. Alternating current
AGM Absorptive glass mat; absorbent glass mat (battery)
ALABC Advanced Lead Acid Battery Consortium
AM Active mass
ANN Artificial neural network
ASIL Automotive safety integrity level
ATO Antimony-doped tin oxide
BCI Battery Council International
BET Brunauer, Emmett, Teller method for measuring surface area
BEV Battery electric vehicle
BMS Battery management system; also: battery monitoring system,
battery monitoring sensor
BSD Battery state detection
CAN bus Controller area network bus
CENELEC Comité Européen de Normalisation Électrotechnique (English:
European Committee for Electrotechnical Standardization)
CC Constant current
CCA Cold-cranking amps
Cn Capacity nominal
CFD Computational fluid dynamics
COS Cast-on-strap process
CSIRO Commonwealth Scientific and Industrial Research Organisation
CV Constant voltage
DC, d.c. Direct current
DCA Dynamic charge acceptance
DLC Double-layer capacitor
DoD Depth-of-discharge
DOE Department of Energy (USA)
DPC Dynamic pulse cycling
DSA Dimensionally stable anode
EAC Electrochemically active material
EC Ethylene carbonate
ECU Electronic control unit
E/E Electrical/electronic
EEC Equivalent electrical circuit
EEM Electrical energy management

xxix
Abbreviations

EFB Enhanced flooded battery (also known as IFB: improved flooded

battery)
EIS Electrochemical impedance spectroscopy
EKF Extended Kalman filter
EN European standard
EPS Electric power system
EUCAR European Council for Automotive R&D
EoD End-of-discharge
EoL End-of-life
EPAS Electronic power-assisted steering
EV Electric vehicle
FCEV, FCV Fuel cell electric vehicle
GB/T Guobiao tuijian (Chinese standard/recommendation)
GPS Global positioning system
HER Hydrogen evolution reaction
HEV Hybrid electric vehicle
HiL Hardware-in-the-loop
HRD High-rate discharge
HRPSoC High-rate partial state-of-charge
ICE Internal combustion engine
ICEV Internal combustioneengined vehicle
IEC International Electrotechnical Commission
IFB Improved flooded battery
ILA International Lead Association
ILZRO International Lead Zinc Research Organization
ISG Integrated starteregenerator
ISO International Organization for Standardization
ISOLAB Installation and safety optimised leadeacid battery
ISS Idling start‒stop
Istart Current while starting the engine
IU charge Charge with constant current (I) followed by a charge with
constant voltage (U)
IUI charge Charge with constant current (I) followed by a charge with
constant voltage (U) followed by a charge with reduced constant
current (I)
JIS Japan Industrial Standard
KOL Key off load (resistor)
LDV Light duty vehicle
LFP Lithium iron phosphate (LiFePO4) cathode material; also used as
term for a lithium-ion battery with LFP and graphite anode
LMO Lithium manganese spinel (LiMn2O4) cathode material also used as
term for a lithium-ion battery with LMO and graphite anode
LTO Lithium titanate (e.g., Li4Ti5O12) anode material also used for a
lithium-ion battery with LTO and normally used cathodes
(e.g., NMC, NCA, LFP)
MH Metal hydride
MHT Microhybrid test (according to prEN50342-6)
MP Measuring point
NAM Negative active material

xxx
Abbreviations

NCA Lithiumenickelecobaltealuminum oxide (LiNiCoAlO2) cathode

material; also used as term for a lithium-ion battery with NCA and
graphite anode
NaS Sodiumesulfur battery
NaNiCl2 Sodiumenickel chloride battery (brand name ZEBRA)
NEDC New European Driving Cycle
NiCd Nickelecadmium battery
NiMH Nickelemetal hydride battery
NiZn Nickelezinc battery
NMC Lithiumenickelemanganeseecobalt oxide (LiNiMnCoO2) cathode
material, also used as term for a lithium-ion battery with NMC and
graphite anode
OCV Open circuit voltage
OE Original equipment
OEM Original equipment manufacturer
PAM Positive active material
PC Propylene carbonate (electrolyte)
PCL Premature capacity loss
PE Polyethylene (separator)
PDE Partial differential equation
PEL Permissible exposure limit
PHEV Plug-in hybrid electric vehicles
PP Polypropylene (separator)
PSD Power spectral density
PSoC Partial state-of-charge
PVC Polyvinyl chloride
QM Quality management
RVC Reticulated vitreous carbon
RC Reserve capacity
SAE Society of Automotive Engineers
SCE Saturated calomel electrode
SBA Japanese standard group classification
SEI Solid electrolyte interface (in lithium-ion systems)
SEM Scanning electron microscopy
SG, sp. gr. Specific gravity
SHE Standard hydrogen electrode
SLI Startingelightingeignition (battery)
SoC State-of-charge
SoH State-of-health
SP Setpoint
SSV Stopestart vehicle
SUV Sports utility vehicle
TTP Through-the-partition (intercell) welding
UPS Uninterruptible power supply
USABC United States Advanced Battery Consortium
VDA Verband der Automobilindustrie (German Automobile Industry
Association)
VOC Volatile organic carbon

xxxi
Abbreviations

VRLA Valve-regulated leadeacid (battery)

WLTC Worldwide harmonized light duty vehicle test cycle
WLTP Worldwide harmonized light duty vehicle test procedure (which
includes WLTC)
ZEV Zero emission vehicle

xxxii
 1
Development trends for
future automobiles and their
demand on the battery
E. Karden
Ford Motor Company, Research & Innovation Centre Aachen, Aachen, Germany

1.1 Leadeacid batteries in

automobiles: still good enough?
In the early days of the automobile, it was not clear that internal combustion
engines (ICEs) would be the dominating propulsion technology for the
coming century. In the first decade of the twentieth century, battery electric
vehicles (BEVs) quickly outsold early steam-powered automobiles. Around
1900, young engineers like Ferdinand Porsche, who was employed at a car-
riage manufacturer named Lohner, developed electric cars that were pro-
pelled by leadeacid batteries. To overcome the range limitation and weight
penalty of the rechargeable accumulator, Porsche’s next development, the
Lohner-Porsche Mixte (1902), was the world’s first series hybrid that added a
Daimler engine and an electric generator to the wheel-hub motors and the
downsized battery. Economically, this concept suffered from the high cost
of two powertrains and remained a luxury niche product.
In the coming two decades from 1910 to 1930, gasoline (and diesel) vehicles
(ICEVs) gained market share rapidly. This development was partly due to the
low price, abundancy and high specific energy of fuels made from petrol.
Other important success factors were some technological innovations that
improved the comfort and reliability of ICEVs and can be viewed as the
introduction of minimal electrification. Manual cranking became unnecessary
after the introduction of electric starter motors (Cadillac, 1912), and mag-
netic ignition was replaced by lower-cost battery ignition (Bosch, 1925) that
required an electric generator and a rechargeable battery. Once electricity
was available, other components like headlamps and windshield wipers were
also electrified. Pioneers of automobile mass production, such as Henry Ford,
continued to build experimental BEVs (in this case, employing Edison’s
nickeleiron battery around 1913 so as to save weight in relation to leadeacid

LeadeAcid Batteries for Future Automobiles. http://dx.doi.org/10.1016/B978-0-444-63700-0.00001-5

Copyright © 2017 Elsevier B.V. All rights reserved.. 3
LeadeAcid Batteries for Future Automobiles

batteries) but could not find a commercially viable alternative to what are
now called conventional powertrains.
For the first time in automobile history, leadeacid technology had survived a
paradigm shift as an enabler for new powertrain and comfort functions. Radical
downsizing from a traction battery to the starting-lighting-ignition (SLI) bat-
tery had minimized its weight burden. Other electrochemical storage systems,
though superior in specific energy, could not compete in terms of robust
operation, simple controls and, usually, cost. Higher engine crank torque re-
quirements and additional electric functions like fuel ignition, steering and
braking assistance and heated seats are still handled by fundamentally the same
power-supply system, with system voltage doubled to 12 V in the 1960s and
alternators generating with higher efficiency than the early DC machines. Like
alternators and starters, SLI batteries have evolved into a widely standardized
commodity component. Technological progress has still taken place with
polyethylene separators, polypropylene containers, antimony-free grid alloys
and absorptive glass-mat (AGM) separators, to list only a few. Where necessary,
innovations were applied to keep pace with growing automotive durability and
reliability demands. A similarly important and frequently overlooked driver for
leadeacid innovation has been cost reduction and has resulted in many process
optimization of which continuous plate-making is probably the most recent
advancement in the technology.
A century later, with annual global production exceeding 67-million cars and
22-million commercial vehicles, societal demand for limiting petrol con-
sumption and carbon dioxide (CO2) emissions has become a major driver for
automotive development. New electric motor technologies and power
electronics, as well as parallel and power-split hybrid powertrain configura-
tions have reduced the economic and performance shortfalls of battery-
electric and hybrid-electric powertrains. Nickelemetal-hydride (NiMH) and
more recently lithium-ion battery technologies have arrived in volume pro-
duction for hybrid and electric vehicles.
In parallel, a multitude of comfort and safety functions are being electrified,
not only but also targeting autonomous driving. Such new electric functions
demand new levels of peak power, voltage quality and charge throughput. In
addition, reliability and safety concepts of the power-supply system as a
whole have to be engineered for such applications, with significant impact
on storage system requirements.
For the leadeacid battery, and the battery and lead industry behind it, both
growing requirements and maturing competitive technologies present
considerable challenges. Will leadeacid be able to defend its leading position
as ‘the’ storage device in the 12-V electrical system that is still present in
hybrid and electric cars? Will it even have an opportunity to creep into the
next higher level of powertrain electrification as a cost-attractive 48-V

4
LeadeAcid Batteries for Future Automobiles

battery? When normalized to battery size, the cell duty cycles of 48-V mild-
hybrid and >200-V full-hybrid batteries are very similar. Would not this
feature open a new field for competition against lithium-ion in the estab-
lished hybrid traction battery business?
The foreseeable future (which is typically 5 to 10 years in automotive busi-
ness) will see various concepts of powertrain electrification, as well as of
high-performance power-supply systems, competing in the marketplace.
Many of them will be introduced in premium segments first, for example,
lithium-ion batteries will replace leadeacid SLI batteries in luxury sport cars,
whereas it is still uncertain which concepts will grow substantially into or
even take over the majority of mainstream automobile production, even in
emerging markets with the fastest growth rates but the highest cost sensi-
tivity. Two things are certain, however, namely: (1) interest in electro-
chemical storage technologies for automobiles will remain high, and (2)
leadeacid will continue to be benchmarked against alternative technologies
for very diverse application scenarios. Fig. 1.1 shows one of the few market
projections published recently, in this case by a battery supplier.
In all these cases, mutual understanding between battery developers and
automotive engineers will be required. For automotive engineers this means
cascading vehicle targets over system and subsystem levels to battery
component requirements, now frequently in a way that does not implicitly
prejudice technology selection. For leadeacid battery developers it means

conventional ICE
50 - 60 %

micro-hybrid
(12 V lead–acid)
57 %

micro-hybrid 2
38 %

(12 V dual storage)

22 %

48 V mild-hybrid
full HEV, PHEV, BEV
2014 2017 2020 2025
Figure 1.1
Expected market shares of micro-hybrid and higher electrification levels in Europe, North America and
China combined market volumes. Reprinted from H. Budde-Meiwes, Dynamic Charge Acceptance of LeadeAcid Batteries
for Micro-Hybrid Automotive Applications, Aachen, 2016, as a revised graphical representation of data from C. Rosenkranz,
D. Weber, J. Albers, in: Advanced Automotive Battery Conf., AABC Europe, Mainz, 2016.

5
LeadeAcid Batteries for Future Automobiles

understanding upcoming needs of the car industry early, perform an honest

gap analysis, find economically viable technological solutions where possible,
and prevent their company and their industry from spending time and money
on the impossible. To defend their core business of 12-V automotive batte-
ries, this would have to include new collaborative ways of feasibility
demonstration and standard test development for technology bench-
marking, all with a strong customer focus.
This chapter describes the interface between the two worlds of car and
battery makers. It starts with an outline of the generic automotive product
life-cycle requirements, starting from development and verification process,
and including quality management and recycling.

1.2 Requirements in the automotive

industry
1.2.1 Requirements cascade and V-Model
Engineering complex systems like automobiles makes use of several generic
systems engineering methods. One important example is the cascaded target
setting and verification process according to the V-Model, as shown in
Fig. 1.2. The left side of the ‘V’ represents the decomposition of re-
quirements, and creation of system specifications. From vehicle level targets
(e.g., fuel economy in miles per gallon [mpg] or litres per 100 km), a car-
maker’s product development organization has to derive requirements for

systems (e.g., powertrain or electric/electronic system),

subsystems (e.g., power-supply system), and finally

components (e.g., traction or SLI battery).
This is done in a way such that meeting all subsystem and component re-
quirements will assure vehicle level targets are also achieved. Consequently,
design verification will be undertaken individually on each component, sub-
system and system. Particularly when introducing new technologies, itera-
tive refinement of cascaded requirements may become necessary,
depending on verification results after integration into the next higher-level
subsystem or system.

Figure 1.2
V-Model of systems engineering and verification.

6
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 “WHY.”

I’m sad, for, loving thee, I know full well

That this world’s talk, with its calumnious spell,
Will never spare thy fresh youth’s opening flower.
For every happy day and sunny hour,
Fate will exact in grief and tears his pay.
I’m sad because I see my loved one gay!
 MOSCOW.

Moscow, I love thee with a filial love,

Strong, burning, tender, which a Russian knows!
I love the holy gleam thy brows above,
Thy battled Kremlin in its calm repose.
In vain the foreign Potentate[6] essayed,
Great Russian giant of a thousand years,
To cope with thee, and, by deceit betrayed,
To make thee bow thy soul to craven fears.
In vain the Stranger spurred; you reared; he fell!
The world grew silent ’neath his mighty spell;
Whilst thou alone didst live, my stately one,
Thou heir to glories ours, and ours alone!
Thou livest still, and every stone of thine
Doth tell of generations tales divine.

FOOTNOTES:
[6] Napoleon.
FROM PUSHKIN.
 ⁂

I wander down the noisy streets,

I enter crowded fanes,
I join in youthful revelries,
I give my fancy reins.

I say, “The years are flying fast,

And seen we scarce are here,
Before we reach eternal tombs;
For each the hour is near.”

I glance upon the lonely oak,

The patriarch of the wood,
And think, “He’ll live through my brief day,
He through my father’s stood.”

I fondly kiss the little child,

And, kissing, think, “Good-bye!
I’m giving up my place to you.
You bloom; ’tis mine to die.”

Thus every day, thus every hour,

I’m wont with thought to spend,
And strive to guess the birthday-date
Of my approaching end.

Ah! where will Fate send Death to me?

Abroad? in war? on deep?
Or will a neighbouring valley hold
My cold dust in its keep?
Yet, though I know my lifeless form
Must rot where’er I die,
I’d fondly wish near my loved home,
In my own land, to lie.

There, round the entrance to the grave,

Let young life freely play,
And careless Nature calmly smile
With ageless beauty gay!
 ANACREONTIC.

We know the steed of mettle

By the breed-marks branded on it;
We know the haughty Highlander
By his plumed and towering bonnet;
And I know the happy lovers
By the love-light in their eyes,
Where, its tale of joyance telling,
The languid flame doth rise.
 (TO HIS WIFE.)

No! not for me the wild tumultuous gladness,

The rapturous rush, the transports, and the madness,
The moans, the cries, the young Bacchante makes,
When, clinging close in coilings like a snake’s,
With wounding kiss, and gush of hot caresses,
For the last moments’ thrills she quiveringly presses.

Far dearer thou, my gentle one, to me,

And happy I—distracted more by thee—
When yielding to long prayers with gentle grace,
You press me softly in your meek embrace;
Modestly cold, to love with passion fraught
You scarce respond; you conscience seem of naught;
Yet warm and warmer glowing, till at last,
As ’twere against your will, you share my blast.
 ⁂

Let me not lose my senses, God;

Better the pilgrim’s scrip and rod,
Or toil and hunger sad.
Not that I prize this mind of mine,
Or that my reason to resign
I should not be right glad,
If only then they’d set me free.
At large! How sportively I’d flee
To where the dark wood gleams!
I’d sing in raving ecstasies,
Forgetting self in fantasies
Of changeful wondrous dreams.
To the wild waves I’d lend an ear,
And glancing upward, full of cheer,
Would scan the open sky;
And strong and free I’d rush amain,
A whirlwind sweeping o’er the plain,
Crashing through woods I’d fly.
But there’s the rub! You lose your sense—
Are dreaded like a pestilence,
And clapped in prison drear.
They chain you to the idiot’s yoke,
And, through the cage-bars, to provoke
The wild beast they draw near.
No more the nightingale to hear
At midnight singing sweet and clear,
Nor greenwood’s rustling strains,
But only brother-madmen’s cries,
The nightly keeper’s blasphemies,
And shrieks, and clang of chains.
 ⁂

I’ve overlived aspirings,

My fancies I disdain;
The fruits of hollow-heartedness,
Sufferings alone remain.

’Neath cruel storms of Fate,

Withers my crown of bay,
A sad and lonely life I lead,
Waiting my latest day.

Thus, struck by latter cold,

While howls the wintry wind,
Trembles upon the naked bough
The last leaf left behind.
 PETER THE GREAT.

With autocratic hand

He boldly sowed the light;
He did not scorn his native land—
He knew her destined might.
A carpenter, a seaman,
A scholar, hero, he,
With mighty genius on the throne,
A labourer was incessantly.
 THE PROPHET.

By spiritual thirst opprest,

I hied me to the desert dim,
When lo! upon my path appeared
The holy six-winged seraphim.
My brow his fingers lightly pressed,
Soothing my eyelids into rest:
Open my inward vision flies,
As ope a startled eaglet’s eyes.
He touched my ears, and they were filled
With sounds that all my being thrilled.
I felt a trembling fill the skies,
I heard the sweep of angels’ wings,
Beneath the sea saw creeping things,
And in the valleys vines arise.
Over my lips awhile he hung,
And tore from me my sinful tongue—
The babbling tongue of vanity.
The sting of serpent’s subtlety
Within my lips, as chilled I stood,
He placed, with right hand red with blood.
Then with a sword my bosom cut,
And forth my quivering heart he drew;
A glowing coal of fire he put
Within my breast laid bare to view.
As corpse-like on the waste I lay,
Thus unto me God’s voice did say—
“Prophet, arise! confess My Name;
Fulfil My will; submit to Me!
Arise! go forth o’er land and sea,
And with high words men’s hearts inflame!”
 ⁂

Play, my Kathleen;
No sorrow know.
The Graces flowers
Around thee throw.
Thy little cot
They softly swing,
And bright for thee
Dawns life’s fresh spring.
For all delights
Thou hast been born;
Catch, catch wild joys,
In life’s young morn!
Thy tender years
To love devote;
While hums the world,
Love my pipe’s note.
 A MONUMENT.[7]

I’ve raised myself no statue made with hands;

The People’s path to it no weeds will hide.
Rising with no submissive head, it stands
Above the pillar of Napoleon’s pride.
No! I shall never die; in sacred strains
My soul survives my dust, and flies decay—
And famous shall I be, while there remains
A single Poet ’neath the light of day.
Through all great Russia will go forth my fame,
And every tongue in it will name my name;
And by the nation long shall I be loved,
Because my lyre their nobler feelings moved;
Because I strove to serve them with my song,
And called forth mercy for the fallen throng.
Hear God’s command, O Muse, obediently,
Nor dread reproach, nor claim the Poet’s bay;
To praise and blame alike indifferent be,
And let fools say their say!

FOOTNOTES:
[7] Like our Shakespeare, Pushkin knew his own merits.
 THE POET.

Until Apollo calls the Bard

To share the holy sacrifice,
Plunged in the petty cares of life
The Poet’s spirit lies.

Silent and still his sacred lyre,

His soul to sleep a prey,
Amongst earth’s worthless sons he seems
More worthless, p’raps, than they.

But once the sacred summons rings

And strikes his eager ears,
The Poet’s soul, like eagle roused,
On upward pinion steers.

Then earthly pleasures cease to charm;

He scorns the babbling crowd;
No more beneath their Idol’s feet
His haughty head is bowed.

He flies—and wild and stern his moods,

His notes, now grave, now gay—
To shores where lonely billows play,
To depths of whispering woods.
FROM NADSON.
 ⁂

Pity the stately cypress trees;

How freshly green they spring!
Ah! why amidst their branches, child,
Have you put up your swing?
Break not a single fragrant bough.
Oh, take thy swing away
To heights where thick acacias bloom;
Mid dusty olives play!
Thence you can see the Ocean,
And, as your swing ascends,
Through greening boughs a sunny glimpse
The sea in laughter sends
Of white sails in the distance dim,
Of white gulls far away,
Of white flakes foaming on the sands,
A fringe of snowy spray.
FROM NEKRASOF.
 TE DEUM.

In our village there’s cold and there’s hunger;

Through the mist the sad morn rises chill;
Tolls the bell—the parishioners calling
From afar to the church on the hill;
Austere and severe and commanding
Pealed that dull tone thro’ the air.
I spent in the church that wet morning;
I can never forget the scene there.
For there knelt the village hamlet,
Young and old in a weeping crowd;
To be saved from the grievous famine
The people prayed aloud.
Such woe I had seldom witnessed,
Such agony of prayer,
And unconsciously I murmured,
“O God, the people spare!”

“Spare their friends, too, in Thy mercy!

Oh, hear our heartfelt cry!
For those who strove to free the serf
We lift the prayer on high;
For those who bore the battle’s brunt
And lived to win the day,
For those who’ve heard the serf’s last song,
To Thee, O God, we pray.”
 THE PROPHET.

Ah! tell me not he prudence quite forgot;

That he himself for his own fate’s to blame.
Clearer than we, he saw that man cannot
Both serve the good and save himself from flame.

But men he loved with higher, broader glow;

His soul for worldly honours did not sigh;
For self alone he could not live below,
But for the sake of others he could die.

Thus thought he—and to die, for him, was gain.

He will not say that “life to him was dear;”
He will not say that “death was useless pain;”
To him, long since, his destiny was clear.
 ⁂

Offer my Muse a friendly hand,

For I can sing no other song.
Who feels no woe, nor flames at wrong,
Loves not his Fatherland.