00 ± CO
dan LIBRARIES SMITHSONIAN INSTITUTION NOIJLfUIJLSNI NVIN0SH1IWS S3fUVaai
2 \ 00 Z * 00 2 CO
PS ° /- x
TION^NOIinillSN^NVINOSHimS^SBIdVHanfLIBRARIES^SMITHSONIANjNSTITUTIOI
2 -J Z ^~"^ J Z
dail LIBRARIES SMITHSONIAN INSTITUTION NOIJLfUIJLSNI NVINOSHJLIWS S3IHVaai
^ CD
' I '
rn
co \
ITJON NOimillSNI NVIN0SH1IWS S31HVHai1 LIBRARIES SMITHS0NIAN"lNSTITUTIO 00 z: 00 2 co ^
Jail LIBRARIES SMITHSONIAN INSTITUTION NOIlfUllSNI NVINOSHllWS^Sa I U VH B I
00
TION NOIlfUllSNI NVIN0SH1IWS S3IUVU3n LIBRARIES SMITHSONIAN^INSTITUTIOj
^ £ » z r- 2: r-
m ^T ^ X^^/ m N§^£/ <£* y'4 m ^fe
co ± 00 — fE 00
1811 LIBRARIES SMITHSONIAN INSTITUTION NOIlfUllSNI NVIN0SH1IWS S3IUVHai 5? <« co z co
z
< 8
riON^NOIinillSNI^NVINOSHllWS^SSIdVHanfLIBRARIES^SMITHSONIANjNSTITUTIOr
a IT ~U B RAR I ES^SMITHSONIAN^INSTITUTION^NOIinillSNI^NVINOSHlIWS ^S3 I HVU a T r~ «2» f—
nON^ NOIlfUllSNI NVIN0SH1IWS S3ldVMfln L ! B R A R ! F ^^MlTHQnN.AN -.MCT.Tnr.nK
i^osy^y zl rn X£*c
tR I ES£/>SMITHSONIAN~INSTITUTION N0liniIlSNI~NVIN0SHJLIlMS S3 I UVd a II LI B R/ co z * co z. co
VWi o
LIJLSNI NVINOSHllWS^SSlHVHan LIBRARIES^SMITHSONIAN INSTITUTION ^
in — en
kRIES SMITHSONIAN INSTITUTION N0l±nillSNI~NVIN0SHJLIWS~"S3 I HVH S 11 LI I z «" L z r- z
m
— CO °°
msNi nvinoshhws S3 1 a vy an libraries Smithsonian institution N0,ir
Z CO Z ., CO z CO
O
<" i
vr i es^smithsonian^ institution NonniiiSNi nvinoshiiwsc/5S3 idVdan_L,BR
co =; ^ ^ CO — CO
l!lS"Nl",NVIN0SHllWSZS3l.avaan"JLIBRARIESZSN
CO VJ" lT.T7[\^y ~ X*VT.1M»Tv^
m
co — co fz co
^ries Smithsonian institution NoiinniSNi nvinoshiiws saiavaan libr
CO Z * CO z g> - z
" i ffUP i
LillSNrNVINOSHimS^SS I U VU 3 ll^LI B RAR I ES^SMITHSONIAN INSTITUTION NOIlf
CO — CO —
hd
m o
v
"v
N
BURIES SMITHSONIAN INSTITUTION NOIinillSNI NVINOSHJLIWS S3 I dVU 8 II
Ti I^AH I A
25 Cents
OLUME IV
NUMBER I
X5hQ Victor carriage!
Automatic Water
Feed. Steam Air and Steam
Water Pumps. Steel Body. Feed Water Heater.
Fusible Plug to Cut Off Fuel When Water is Low.
Enclosed Engine.
Automatic Throttle Lock.
Overman Automobile Co.,
81 FULTON ST., NEW YORK.
Salesroom— 31 East 32d St., New York.
THE DIETZ AUTOMOBILE LAMP
is the result of 60 years* ex- perience in finding the best way to make lamps.
That's why they are used by leading automobile makers and drivers.
They burn kerosene — 24 hours at one filling. Will not blow out or jar out. Light up the road for too to 200 feet.
They are the acme off lamp satisfaction.
WRITE US FOR PRICES.
R. E. DIETZ CO., I^'eT NEW YORK
THE AUTOMOBILE MAGAZINE
/f /-x
'Iflff
T.he Automobile Magazine
Vol. tv No. i JANUARY 1902 Price 25 Cents
CONTENTS
PAGE
Resume of Automobile Show 3
A Talk on Gasoltne 16
The Automobile in France To-day 20
Automobile Club Committee 32
Steam in White and Serpollet Carriages 22>
Paris -Berlin Scenery 41
"End to End" Journey 45
Winton Touring Car 49
Automobile Club of Syracuse 52
An Eligible 56
An Automobile Speedway 6r
Monarchs Who Motor 63
L. I. A. Club Election .65
Glasgow Trials Awards" 68
America's Fastest Steam Carriage 71
Henry Ford's New Company 72
Proportion of A. C. of A. Automobile Owners 73
The Motor Phcenix . '. 74
Affiliation Without Representation 83
The Automobile Industry 86
A New French Weekly 87
Correspondence 88
Mobiles at Lick Observatory .... 93
L'Allumage 95
The Renolds Chain 97
An Enterprising Agent 99
agency for foreign subscriptions :
INTERNATIONAL NEWS COMPANY,
Breams Buildings, Chancery Lane Stephen Strasse, No. 18
\ LONDON, E. C LE1PSIC
Copyright, 1902. All rights reserved. Entered at New York Post Office as second-class mail matter.
Price 25 Cents a Number; $3.00 a Year J2s« 4<f. Sterling
THE AUTOMOBILE MAGAZINE
S Why not give yolsfc | | Customer what herJ:; § wants* to vjiif k *£>
1 (Hood
<Hbccl i
for his Automobile \
as made by *£«£*£ 5
Phineas Jones |
& Company, S
S 30* to 3X3 Market Street,^*** 5 | Newark, N. J. 5
INDEX TO ADVERTISERS. »•• • .• *..
PAGE
American Bicycle Co i.f -c. . . 3, 7
Automobile Exchanged r. - . . . r 5
Breolis Brothers. . r 9
» » • • ••• ■ c «
CenV/l Sttw^gt gf&ion V**« 4
DeDion-Bouton Motorettee«Co .•.*.*. 4
Desberon Motojr Ga»rOo . .« ./• * 3
•Bkte tK-* © )"<2onfpf.f!f . *#. / :, v over
Ijixjm Cructble^Co f .'♦ 6
o • • • • • *
Eastman "Kodak Company 7
Hartford Rubber Works Co 4th Cover
Haynes-Apperson Co 8
International Correspondence School 7
Jones, Phineas & Co 2
Lackawanna Railroad 4
New Jersey Automobile Co 8
New York Repository 5
Ohio Automobile Co 11
Otto Gas Engine Works 2
Overman Automobile Co 2d Cover
Peerless M'f 'g Co 10
Reading Automobile and Gear Co 9
Reeves Machine Co 5
Remington Automobile & Motor Co 12
St. Louis Motor Carriage Co 8
Sargent Company 100
Spalding-Bidwell 10
Storage, Repair and Charging Stations 9, 10, 11
Taylor, J. F. & Co 3
White Sewing Machine Co 3d Cover
Whittlesey, Geo. P 6
We make our
Introductory Bociv
to the readers of the Automobile Maga- zine, and wish you alia
Happy and
Prosperous New Year.
Incidentally we want to mention the fact that
Otto Gas & Gasoline Engines
are used for ALL POWER PURPOSES under the Sun, with the exception perhaps of driving motor vehicles. Some of you will need us. We are ready to serve you.
THE OTTO GAS ENGINE WORKS
PHILADELPHIA, PA.
N.Y. Representative : R, C. Reading, 120 Liberty St.
THE AUTOMOBILE MAGAZINE
The Automobile Magazine
Vol. tv No. 2 FEBRUARY 1902 Price 25 Cents
CONTENTS
PAGE
The Paris Automobile Show 103
Motoring for Quail 123
Existing Automobile Mechanism . 133
A Non-Freezing Cooling Liquid 146
Seen and Heard .147
America's Pioneer Automobile Clubhouse 154
Automobiles in Porto Rico . . J57
A Chapter of Mishaps ■ 159
A Boston Automobile Enthusiast . 161
A New Steam Carriage 163
Amendments to A. C. A. Racing Rules 166
An Auxiliary Throttle Valve 167
Automobile Costumes m 168
Correspondence* 169
Through the San Joaquin in a Locomobile 174
Automobile Club Directory 181
Threats to Impair Automobilists' Rights i$$
Rhode Island Automobile Club Banquet : 1S4
The Foreign Show 188
Long 1 our of a Toledo 190
J. Dunbar Wright's Lecture 191
Affiliation Still Under Debate 192
Remington Standard Automobile 195
Champion Speed Changing Clutch 197
An Engine-Maker's Catalog 198
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY, Breams Buildings, Chancery Lane Stephen Strasse. No. iS
LONDON, E. C LEIPSIC
Copyright, 1902. All rights reserved. Entered at New York Post Office as second-class mail matte;
Price 25 Cents a Number; $3.00 a Year J2s. 4cf. Sterling:
^-.,
THE AUTOMOBILE MAGAZINE
Why not give your g Customer what he s wants, to wit, a ^* »
(Sdood I Gibed
for his Automobile as made by <£<&<&
Phineas Jones
& Company,
30* to 3*3 Market Street,^ S Newark, N, J. B
INDEX TO ADVERTISERS.
PAGE
American Rubber Works 8
Automobile Exchange 7
Averj' & Jenness Co 12
Badger Brass Co 13
Brooks Brothers 9
Central Storage Station 7
Desberon Motor Car Co n
Dietz (R. E ) Company 2d Cover
Dixon Crucible Co 12
Eastman Kodak Company j 3
Fournier- Searchmont Auto Co 12
Hartford Rubber Works Co 4th Cover
Haynes-Apperson Co 5
International Correspondence School 13
International Motor Car Co 14
Jones, Phineas & Co 2
Lackawanna Railroad 3
New Jersey Automobile Co 3
New York Repository 5
Ohio Automobile Co n
Otto Gas Engine Works 2
Overman Automobile Co 2d Cover
Peerless M 'f 'g Co 10
Reading Automobile and Gear Co g
Reeves Machine Co 7
Remington Automobile & Motor Co 4
Rochester Automobile Co < 3
St. Louis Motor Carriage C 2d Cover
Sargent Company 3
Smith. Grav & Co n
Spalding- Bidwell 10
Spaulding Automobile and Motor Co 6
Storage, Repair and Charging Stations 9, 10, n
U. S. Long Distance Auto Co 14
Weston-Mott Co 2d Cover
White Sewing Machine Co 3d Cover
Whittlesey, Geo. P ..... 12
Winton Motor Carriage Co 2d Cover
We make our
Introductory Bow
to the readers of the Automobile Maga- zine, and wish you alia
Hdppy and
Prosperous New Year.
Incidentally we want to mention the fact that
Otto Gas & Gasoline Engines
are used for ALL POWER PURPOSES under the Sun, with the exception perhaps of driving motor vehicles. Some of you will need us. We are ready to serve you.
THE OTTO GAS ENGINE WORKS
PHILADELPHIA, PA.
N.Y. Representative iVt. C. Reading, 120 Liberty St.
THE AUTOMOBILE MAGAZINE
The Automobile Magazine
Vol. iv No. 3 MARCH 1902 Price 25 Cents
CONTENTS
PAGE
A Plea for the Club Emblem 201
Vagaries of a Vermont Automobile 205
Part of a University Education 213
Their Strongest Efforts 214
A Mastodon of Mechanical Vehicles 215
Some Sparking Ills and Their Cures 217
North Jersey Automobile Club 220
Trying to Supplant the Mule 222
Millions for Macadam Roads, May be 226
Solving the Storage Problem 227
Clothes for Master and Man 233
Single-Track Tricycle Coming 236
Only a Few Years Hence 236
Marine Automobile Establishments 238
Feeds Only From Center Level 239
Why External Explosions Occur 242
Automobile Transportation in the Philippines 243
Fed by the Automobile 247
Something New in Belt Drive 249
A Successful and Interesting Automobile 255
New De Dion-Bouton Vehicles 264
Developing the Automobile 266
Long Island's 100 Miles 276
A. C. Calls for a National Organization 278
The Everyday Automobile 282
The Arrogant Motorist 283
agency for foreign subscriptions :
INTERNATIONAL NEWS COMPANY,
Breams Buildings, Chancery Lane Stephen Strasse, No. 18
LONDON, E. C LEIPSIC
Copyright, 1902. All rights reserved. Entered at New York Post Office as second-class mail matter.
Price 25 Cents a Number; $3.00 a Year J2s. 4d* Sterling:
THE AUTOMOBILE MAGAZINE
Get Particulars^* of Our Sets of * Parts ^^^^^^^»^
For JFrencH Tonneau Type O-H.P. Car. ip^^^*******
Motors (Gasoline) $60 to $500 — 1% to 30 H.P.
Coils, $8 to $r5.
Plugs, $1.50 to $3.
Batteries, $2 to $6.
Mixing Devices, $2.50 to $18.
Complete Set Steam Carriage Fittings, $550.
Complete Set Gasoline Car Parts (Tonneau) $623.
Automobile Coats, Caps, Gog- gles, etc., of latest style.
Regulators, Steam Pumps, Throttles, etc.
Uhe P. J. Dasey Co., f9-21 La Salle Street, CHICAGO, U.S.A. **
T5he Peerless Motor Car —
BUILT IN AMERICA.
The Finest Creation of the Day. The Best Ideas in Modern Practice.
Type "4" Style " F" 16 H.P. with detachable tonneau.
A Rapid and Powerful Hill Climber.
Two=Cylinder Vertical Jlotors, 13 and 16 H.P
Three Styles of Bodies.
Three Forward Speeds and Reverse.
Single Lever Control. Noiseless Gearing
Low Center of Gravity.
Flexible Power Transmission.
THE PEERLESS MANUFACTURING CO.,
CLEVELAND, O.
Banker Bros. Co., Agents for New York City— Location to be
announced. Banker Bros Co.. Agents for Pennsylvania— Pittsburg. Baum and Beatty Sts.. East End ; Philadelphia, Broad and Vine Sts Detroit Ajrent-J. P. Schneider, 604606 Michigan Avenue.' Detroit, Mich.
Electric Carriages
at the
Chicago Auto Show
March 1st to 8tn
H
On
Permanent Exhibition At
91 Fifth Avenue
New YorR City ...and..
342 Flatbush Ave.
Brooklyn, N. Y. Waverley Department
International Motor Car j&
Company j&j&
Indianapolis, - Ind.
The Automobile Magazine
P
m
Vol. iv No. 4 APRIL 1902 Price 25 Cents
CONTENTS
PAGE
A Sample of American Automobiling 309
Thoroughness of French Workmanship . 321
Pleasures of Policing Traffic 325
The Downfall of Mr. Pratt 327
Alcohol for Automobiles 335
Making Street Traffic Safer 339
The Rime of the Ancient 'Mobiust 346
Theory of Explosion 348
Assembling an Automobile 352
Stopping an Automobile 357
Duty of the Hour 358
For Steel Instead of Stone " 362
An Important Discovery 364
Some Sparking Troubles I've Had 368
Automobile Club of America's Banquet 372
Why My Bill Was Introduced 374
American Motor League 376
Lessons of the Show j8o
agency for foreign subscriptions:
INTERNATIONAL NEWS COMPANY,
Breams Buildings, Chancery Lane Stephen Strasse, No. iS
london, e. c. leipsic
Copyright, 1022. All riphts reserved. Entered at New York Post Office as secona-class mad m.uter-
Price 25 Cents a Number; $3.00 a Year J 2s. 4d. Sterling
THE AUTOMOBILE MAGAZINE
J5he
Backer Electric
When you see the BAKER ELECTRIC, you see the best made, most efficient and finest finished Electric Automobile in the country. We manu- facture Stanhopes with Vic- toria or open top for ladies' driving or physicians' use, and two styles of Runabouts that have no equal. Send for Catalog.
T5he BAKER. MOTOR. VEHICLE COMPANY
CLEVELAND, OHIO
Phenix Force Feed Lubricator Pump
FOR STEAM CARRIAGES
(Patented May 1. 1900; Dec. 18. 1900.)
Will send on 30 days' trial. Write for prices. Manufactured by the
PHENIX METALLIC PACKING COMPANY
7 and 9 So. Jefferson Street, CHICAGO, ILL., I S. A.
"The Coming of Spring
brings the pleasures of Automobiling. These will be increased when your machine is equipped with
Fisk Tires
for they add that feeling of Security and Comfort. "RIDE THE FISK AND RUN NO RISK."
Fisk Rubber Company
Chicopee Falls, Mass.
BRANCHES
Boston, Springfield, New York, Philadelphia, Syracuse, Buffalo, Detroit, Chicago, San Francisco.
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. 5 MAY 1902 Price 25 Cents
CONTENTS
PAGE
King Edward's Daimler . > 411
Where They Were Going . : 424
When the Morn is Young 429
What Tipping Costs 430
In Defense ok the Tailor 431
Motor Farm-Truck Deliveries 433
Ideal Automobile Nomenclature 439
Out of the Ordinary ..... 442
How Acetylene was Found 447
New York to Albany Route 44S
Amid City Bells 458
Automobtling in the Wilderness 460
agency for foreign subscriptions:
INTERNATIONAL NEWS COMPANY,
Breams Buildings, Chancery Lane Stephen Strasse, No. iS
london, e. c. leipsic
Copyright, iqd2. All rights reserved. Entered at New York Post Office as second-class mail matter
Price 25 Cents a Number; $3.00 a Year J 2s. 4d. Sterling
THE AUTOMOBILE MAGAZINE
15he
Backer Electric
When you see the BAKER ELECTRIC, you see the best made, most efficient and finest finished Electric Automobile in the country. We manu- facture Stanhopes with Vic- toria or open top for ladies' driving or physicians' use, and two styles of Runabouts that have no equal. Send for Catalog.
15he BAKER MOTOR. VEHICLE COMPANY
CLEVELAND, OHIO
Phenix Force Feed Lubricator
PlilTiP F0R STL4M carriages
(Patented May 1, 1900: Dec. 18, 1900.)
0 t
Will send on 30 days' trial. Write for prices. Manufactured by the
PHENIX METALLIC PACKING COMPANY
7 and 9 So. Jefferson Street, CHICAGO, ILL., U. S. A.
FISK TIRES!
for equipment make your machine higher grade, they put the finishing touch to it, because they are the best
IT WILL PAY YOU TO f
1 INVESTIGATE \
\ I
% FISK RUBBER CO., CHICOPEE FALLS, MASS. 8
S BRANCHES: f
t BOSTON SPRINGFIELD NEW YORK PHILADELPHIA SYRACUSE f J BUFFALO DETROIT CHICAGO SAN FRANCISCO €
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. 6 JUNE 1902 Price 25 Cents
CONTENTS
PAGE
Long Island's Century 483
Utile Dulce 493
British Notes of the Month 498
Touring in Motor Wagons 502
Using Change Speed Gears . 504
Some New Suspension Ideas 510
When Wagons Ruled . . 511
A Study in Stopping 513
A Modern Elopement 517
The First Road Engine 524
New York-Boston Route 531
Speed and Perfection 542
The London Show -, 545
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY,
Breams Buildings, Chancery Lane Stephen Strasse, No. 18
london, e. c. leifsic
Copyright, 1002. All rights reserved, Entered at New York Post Office as second-class mail matter-
Price 25 Cents a Number; $3,00 a Year 12s. 4d. Sterling
THE AUTOMOBILE MAGAZINE
15he
Backer Electric
When you see the BAKER ELECTRIC, you see the best made, most efficient and finest finished Electric Automobile in the country. We manu- facture Stanhopes with Vic- toria or open top for ladies' driving or physicians' use, and two styles of Runabouts that have no equal. Send for Catalog.
T5he BAKER MOTOR VJEHICLE COMPANY
CLEVELAND, OHIO
1
I To-day, Not To-morrow
|
s
S IS THE TIME TO ORDER | YOUR AUTOMOBILE WITH
! FISK TIRES
WHY? BECAUSE THEY ARE THE BEST
FISK RUBBER COMPANY
Chicopee Falls, flass.
BRANCHES:
Boston Springfield New York
Philadelphia Syracuse Buffalo
Detroit Chicago San Francisco
ELECTRIC AU1 (MOBILES
Flexible gear prevents destruction of battery,
adds to comfort of passengers. Power equipment of unquestioned superiority
designed to give satisfaction. Quality and not cost the primarA* consideration, ~ construction and finish therefore unequalled. No delay in filling orders. Our facilities are
designed to meet large demands.
International Motor Car Co
Waverley Department,
Indianapolis, - = Ind.
Branch Agencies. New York Branch, 91 Fifth Ave. City. Brooklyn Branch, 342 Flat- bush Aye., Brooklyn, N. Y. Bos- ton Branch, 223 Columbus Aye., Boston, Mass. Providence Branch, 15 Sno\v Street, Provi- dence, B. I. Hartford Branch, Hartford, Conn. "Washington Branch, 317 14th
N.W.,Wash- y^L
ington, D. C. /V^
Phila., Pa., /A,^^
909 Arch St. I I <^^
MOTOR VEHICLES
For Business and Pleasure
ENGINES, GEARS,
MUFFLERS, ETC.
DESBERON $ f ,50 PLUGS, - \ —
Desberon Motor-Car Co.
51st Street and Twelfth Avenue NEW YORK CITY
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. 7 JULY 1902 Price 25 Cents
CONTENTS
PAGE
The First Steam Carriage 503
A. C. A. No-Stop Century 567
When the Major Surrendered. 572
When Afeica Autos 578
Millionaires at Play 579.
An Attractive Garage 581.
Automobile Possibilities in Porto Rico 582
New York to Boston Route 589
An Idyl of Fly Time. . ". . 599
Willie Rushmore's Diary. 600
Victory of Flyspeck Bill 602
Horse Sense by Contract 605
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY, Breams Buildings, Chancery Lane Stephen Strasse, No. iS
LONDON, E. C. LEirSIC
Copyright, 1Q02. All rights reserved. Entered at New York Post Office as second-class mail matter-
Price 25 Cents a Number; $3,00 a Year 12s. 4d. Sterling
THE AUTOMOBILE MAGAZINE
15he
Becker Electric
When you see the BAKER ELECTRIC, you seethe best made, most efficient and finest finished Electric Automobile in the country. We manu- facture Stanhopes with Vic- toria or open top for ladies' driving or physicians' use, and two styles of Runabouts that have no equal. Send for Catalog.
J5he BAKER MOTOR VEHICLE COMPANY
CLEVELAND, OHIO
Take a
Kodak
with you
ON YOUR AUTOMOBILE TRIPS
Kodaks load with film cartridges j
that will not break, no matter i; how rough the roads.
Eastman
Kodak Co. |
Rochester, N. Y. |
Catalogue at I
the dealers' or f
by mail. |
New York Automobile Repository
143 West 51ST Street New York City
THIS PLACE IS OWNED BY GENTLE- MEN WHO HAVE BEEN UNABLE TO HAVE PROPER ATTENTION GIVEN THEIR ELECTRIC VEHICLES ELSE- WHERE.
OUR FLOOR SPACE IS LIMITED, AND A LARGE NUMBER OF CUSTOMERS IS NOT DESIRED.
DEFECTS INHERENT TO STORAGE BATTERIES EXIST AND CANNOT BE HELPED. THEY ARE EXPENSIVE LUX- URIES, IMPERFECT AT BEST AND RE- QUIRE CONSTANT CARE AND SUPER- VISION.
WE SHALL GIVE THIS ATTENTION TO THEM. BATTERIES IN OUR CARE WILL NOT BE RUINED BY NEGLECT OR IM- PROPER CHARGING.
WE ARE AGENTS FOR NO TYPE OF VEHICLE OR BATTERY WHATEVER.
OUR PRICES CANNOT BE THE LOWEST. BUT OTHERWISE WE SHALL SATISFY OUR CUSTOMERS.
E. B. BLAKELY.
MOTOR VEHICLES
For Business and Pleasure
ENGINES, GEARS,
MUFFLERS, ETC.
DESBERON $ 1 SO PLUGS. -* —
Deskron Motor-Car Co.
51st Street and Twelfth Avenue NEW YORK CITY
In answering advertisements please mention The . Automobile Magazine.
The Automobile Magazine
Vol. iv No. 8 AUGUST, 1902 Price 25 Cents
CONTENTS
PAGE
From Paris to Vienna 54„
Sad Case of Chris. Crossye 5.3
The Fair Chauffeuse 5^q
New York-Boston Route 55,
An Unexpected Obstacle 663
Catalytic Sparking Plugs 664
Military Automobilism 665
Out of Its Element 669
It Was No Hampton 670
Wheels of Automobiles 67 r
How to Break a Horse to an Automobile 676
Mainly About Men and Motors 679
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY,
Breams Buildings, Chancery Lane Stephen Strasse, No. iS
london, e. c. leipsic
Copyright, 1002. All rights reserved. Entered at New York Post Office as se< on 1-class mail matter-
Price 25 Cents a Number; $3.00 a Year J2s. 4c*. Sterling:
THE AUTOMOBILE MAGAZINE
75he
B^ker Electric
When you see the BAKER ELECTRIC, you see the best made, most efficient and finest finished Electric Automobile in the country. We manu- facture Stanhopes with Vic- toria or open top for ladies' driving- or physicians' use, and two styles of Runabouts that have no equal. Send for Catalog.
75he BAKER MOTOR VEHICLE COMPANY
CLEVELAND, OHIO
BOOK OF HO PAGES
A Manual That Tells What a Gas or Gasoline Engine Is* ♦ . ♦
How to Purchase a Gas or Gasoline Engine. How to Start it. How to Operate It. How to Care for It. WHAT TO DO WHEN IT GETS STUBBORN AND HOW TO DO IT. In Short Just How to Handle it Successfully and all About it.
First Edition exhausted within nine months from issue.
Send one dollar and an order for a copy before the present edition is gone, to
Book Department
AUTOMOBILE PRESS 1 flaiden Lane, New York City
New York Automobile Repository
143 WEST 51st STREET, NEW YORK CITY.
WE ARE PREPARED TO GIVE INSTRUCTION IN THE PRACTI- CAL MANAGEMENT OF MOTOR VEHICLES.
LADIES DESIRING TO LEARN CAN FIND HERE SUITABLE AND FAVORABLE FACILITIES.
MR. IbAAC JOHNSON, WHO WILL BE REMEMBERED BY MANY FASHIONABLE PEOPLE AS THEIR FORMER POPULAR BICY- CLE INSTRUCTOR, WILL GIVE THIS DEPARTMENT HIS ATTEN- TION.
THE MOST TIMID WITH HIS ASSISTANCECAN EASILYLEARN AND QUICKLY ACQUIRE CON- FIDENCE.
ONLY THE BEST PATRONAGE IS DESIRED.
E. B. BLAKELY,
Manager.
Telephone, 1601 Columbus.
MOTOR
VEHICLES
For Business and Pleasure
ENGINES, GEARS,
MUFFLERS, ETC.
DESBERON $ f ,50 PLUGS. - V
Desberon Motor-Car Co.
51st Street and Twelfth Avenue NEW YORK CITY
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. 9 SEPTEMBER, 1902 Price 25 Cents
CONTENTS
PAGE
The Automobile Interests of Chicago 7!5
Evanston La Superba 722
Chicago-Milwaukee Route 725
On and Off the Milwaukee Line 732
Equine vs. Equity 737
As Seasons Come and Go .... 739
In the Hospital -^0
Song of the Automobile ..... . 747
Story of Number 134 749
Circuit des Ardennes 755
Automobile Insurance — Vehicle Liability 755
While He Thought 763
An Autumnal Romance 764
Welbeck Abbey Races 765
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY
Breams Buildings, Chancery Lane Stephen Strasse, No. iS
LONDON, e. c. LEirsie
Copyright, 1002. All rights reserved Entered at New York Post Office as second-class mail matter
Price 25 Cents a Number; $3,00 a Year J2s. 4d. Sterling;
THE AUTOMOBILE MAGAZINE
JUST PUBLISHED
A TIMELY BOOK
SELF-PROPELLED VEHICLES
(J. E. Homans, A. M.) (A Complete Practical Handbook on the Automobile)
Containing full explanations, in plain language, on the theory, practice, operation, care and successful management of all types. Steam, Gasoline and Electric Vehicles.
A valuable treatise for Owners, Operators, Repairmen, Manu- facturers, and all interested in Automobiles. Contains 640 pages, 500 illustrations and diagrams, size 6x8%; handsomely bound. Com- plete list of contents and sample pages sent free on request.
Copies sent, express prepaid, to any address, upon receipt of $5 00
THEO. AUDEL & CO., 63 FIFTH AVENUE
EDUCATIONAL BOOK PUBLISHERS NEW YORK, U. S. A.
BOOK OF 140 PAGES
A Manual That Tells What a Gas or Gasoline Engine Is* ♦ . .
How to Purchase a Gas or Gasoline Engine. How to Start it. How to Operate it How to Care for it. WHAT TO DO WHEN IT GETS STUBBORN AND HO W TO DO IT. In Short Just How to Handle it Successfully and -all About it.
First Edition exhausted within nine months from issue.
Send one dollar and an order for a copy before the present edition is gone, to
Book Department
AUTOMOBILE PRESS 1 flaiden Lane, New York City
JUST PUBLISHED.
Second Edition. Revised and Enlarged.
With 156 Illustrations. Cloth $2.ro,
mailed free.
HIGH-SPEED STEAM ENGINES.
BY
W. NORRIS, M. I. Mech. E., and BEN. H. MORGAN, Ed. Engineering- Times.
This work is now regarded as a stand- ard one on the subject, and describes and illustrates by photographs and drawings all the leading types of Eng- lish, American and Continental High- Speed Steam Engines. This edition in- cludes chapters on the Engines exhibited at the recent Paris and Glasgow Exhibi- tions respectively.
" The Electrical Review " says : —
"This book gives an excellent idea of the form and principle of most of the numerous engines it describes, and the illustrations are good, many of them being very specially good . Any one who wishes to find in condensed form the present status of the High-Speed Eneine should secure this book." Write to
P. S. KING & SON,
2 & 4 Great Smith St., London, S. W.
The Study of Steam
its creation and its application as a motive power can best be accomplished by reading
l^MEit$ineerin$
PUBLISHED AT 174 BROADWAY, NEW YORK, N. Y.
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. 10 OCTOBER, 1902 Price 25 Cents
CONTENTS
PAGE
New York's First Track Races ' 7gS
Caught in the Coils 7g-
Where Knowledge is Power -qj
Story of Number 134 S01
When the Unexpected Happens 806
As Seen Seventy Years Ago 807
First Pneumatic Tire 80S
Automobile Insurance — Fire 809.
New York-Philadelphia Route S 17
Options on the Philadelphia Trip S23
European Notes of the Month 830
When Nature Preaches S3+
The Black Knight 835
Cleveland Comes to Her Own 839
agency for foreign subscriptions:
INTERNATIONAL NEWS COMPANY
Breams Buildings, Chancery Lane Stephen Strasse, No. iS
LONDON, E. C. LEIPSIC
Copyright, iqo2. All rights reserved Entered at New York Post Office as second-class mail matter
Price 25 Cents a Number; $3.00 a Year J2s. 4d* Sterling
THE AUTOMOBILE MAGAZINE
JUST PUBLISHED
A TIMELY BOOK
SELF-PROPELLED VEHICLES
(J. E. Homains, A.M.) (A Complete Practical Handbook on the Automobile)
Containing full explanations, in plain language, on the theory, practice, operation, care and successful management of all types, Steam, Gasoline and Electric Vehicles.
A valuable treatise for Owners, Operators, Repairmen, Manu- facturers, and all interested in Automobiles. Contains 640 pages, 500 illustrations and diagrams, size 6x8%; handsomely bound. Com- plete list of contents and sample pages sent free on request.
Copies sent, express prepaid, to any address, upon receipt of $5. 00
THEO. AUDEL & CO., 63 FIFTH AVENUE
EDUCATIONAL BOCK PUBLISHERS NEW YORK, U. S. A.
BOOK OF 140 PAGES
A Manual That Tells What a Gas or Gasoline Engine Is. ♦ . ♦
How to Purchase a Gas or Gasoline Engine. How to Start it. How to Operate it. How to Care for it. WHAT TO DO WHEN IT GETS STUBBORN AND HO W TO DO IT. In Short Just How to Handle it Successfully and all About it.
First Edition exhausted within nine months from issue.
Send one dollar and an order for a copy before the present edition is gone, to
Book Department
AUTOMOBILE PRESS 1 flaiden Lane, New York City
JUST PUBLISHED.
Second Edition. Revised and Enlarged.
With 156 Illustrations. Cloth $2.70,
mailed free.
HIGH-SPEED STEAM ENGINES.
BY
W. NORRIS, M. I. Mech. E., and BEN. H. MORGAN, Ed. Engineering- Times.
This work is now regarded as a stand- ard one on the subject, and describes and illustrates by photographs and drawings all the leading types of Eng- lish, American and Continental High- Speed Steam Engines. This edition in- cludes chapters on the Engines exhibited at the recent Paris and Glasgow Exhibi- tions respectively.
" The Electrical Review " says : —
"This book gives an excellent idea of the form and principle of most of the numerous engines it describes, and the illustrations are good, many of them being very specially good . Any one who wishes to find in condensed form the present status of the High-Speed Engine should secure this book." Write to
P. S. KING & SON,
2 & 4 Great Smith St., London, S. W.
The Study of Steam
its creation and its application as a motive power can best be accomplished by reading
LSa^Ensineerins
PUBLISHED AT 174 BROADWAY, NEW YORK, N. Y.
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. n NOVEMBER, 1902 Price 25 Cents
CONTENTS
PAGE
Reliability Contest 87 1
Merely Explanatory ... 891
Over Mud Roads 893:
automobiling in scotland 899-
Measuring Road Traction 911
Story of Number 134 912:
A Tale of ''Whoa" ......... 917
Concerning the Induction Coil 918-
Present Status of Touring Information . . . : Q22-
The President of the A. C. A 925
Automobiles as Insurance " Hazards " 926
As Seen By an Official Observer ..'..' 931
Mainly About Men and Motors 947
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY Breams Buildings, Chancery Lane Stephen Strasse. No. iJ?
LONDON, E. C. LEIPSIC
Copyright, 1902, by The Automobile Press
All rights reserved
Entered at New York Post Office as second-class mail matter
Price 25 Cents a Number; $3.00 a Year \ 2s. 4d. Sterling
THE AUTOMOBILE MAGAZINE
JUST PUBLISHED
A TIMELY BOOK
SELF-PROPELLLD VEHICLES
(J. E. Homans, A.M.) (A Complete Practical Handbook on the Automobile)
Containing full explanations, in plain language, on the theory, practice, operation, care and successful management of all tj'pes, Steam, Gasoline and Elediic Vehicles.
A valuable treatise for Owners, Operators, Repairmen, Manu- facturers, and sll interested in Automobiles. Contains 640 pages, 500 illustrations and diagrams, size 6x8%; handsomely bound. Com- plete list of contents and sample pages sent free on request.
Copies seat, express prepaid, to any address, upon receipt of £5 GO THEO. AUDEL & CO., 63 FIFTH AVENUE
EDUCATIONAL BOOK PUBLISHERS NEW YORK, U. S. A.
mm
BOOK OF 140 PAGES
A Manual That Tells What a Gas or Gasoline Engine Is, ♦ . .
How to Purchase a Gas or Gasoline Engine. How to Start it. How to Operate it How to Care for it. WHAT TO DO WHEN IT GETS STUBBORN AND HO W TO DO IT. In Short Just How to Handle it Successfully and all About it.
First Edition exhausted within nine months from issue.
Send one dollar and an order for a copy before the present edition is gone, to
Book Department
AUTOMOBILE PRESS 1 Hal den Lane, New York City
JUST PUBLISHED.
Second Edition. Revised and Enlarged.
With 156 Illustrations. Cloth $2.70,
mailed free.
HIGH-SPEED STEAM ENGINES.
BY
W. NORRIS, M. I. Mech. E., and BEN. H. MORGAN, Ed. Engineering: Times.
This work is now regarded as a stand- ard one on the subject, and describes and illustrates by photographs and drawings all the leading types of Eng- lish, American and Continental High- Speed Steam Engines. This edition in- cludes chapters on the Engines exhibited at the recent Paris and Glasgow Exhibi- tions respectively.
" The Electrical Review " says : —
"This book gives an excellent idea of the form and principle of most of the numerous engines it describes, and the illustrations are good, many of them being very specially grood. Any one who wishes to find in condensed form the present status of the High-Speed Engine should secure this book." Write to
P. S. KING & SON,
2 & 4 Great Smith St., London, S. W.
The Study of Steam
its creation and its application as a motive power can best be accomplished by reading
L%MEn$ineeiin$
PUBLISHED AT 174 BROADWAY, NEW YORK,
N.
In answering advertisements please mention The Automobile Magazine.
The Automobile Magazine
Vol. iv No. 12 DECEMBER, 1902 Price 25 Cents
CONTENTS
PAGE
The Shooting Scooter 961
non-freezing liquids for cylinder jackets . . 965
The Prank of Piute Bill . ..--
The Old Guideboard
Touring Notes Between Seasons . 975
Conv ;rting a Scorcher ... 982
Why Not to Florida ? . . g85
How the Biter Was Bitten 988
The Art of Speed Making ..... : 991
Story of Number 134 996
The Real Land of Burns 1001
Late Autumn and Winter Riding 1019
Weakest Link in a Steam Carriage 102 1
Mainly About Men and Motors 1026
970
974
AGENCY FOR FOREIGN SUBSCRIPTIONS:
INTERNATIONAL NEWS COMPANY Breams Buildings, Chancery Lane Stephen Strasse, No. 1
LONDON, E. C. LEIFSIC
Copyright, 1902, byTHK Automobile Pkkss
All rights reserved
Kntered at New York Post Office as second-class mail matter
Price 25 Cents a Number; $3.00 a Year J 2s. 4<L Sterling
THE AUTOMOBILE MAGAZINE
JUST PUBLISHED
A TIMELY BOOK
SELF-PROPELLtD VEHICLES
(J. E. Homans, A.M.) (A Complete Practical Handbook on the Automobile)
Containing full explanations, in plain language, on the theory, practice, operation, care and successful management of all t3^pes, Steam, Gasoline and Eleclric Vehicles
A valuable treatise for Owners, Operators, Repairmen, Manu- facturers, and all interested in Automobiles. Contains 640 pages, 500 illustrations and diagrams, size6xSA4; handsomely bound. Com- plete list of contents and sample pages sent free on request.
Copies sent, express prepaid, to any address, upon receipt of $5 00
THEO. AUDEL & CO.. 63 FIFTH AVENUE
EDUCATIONAL BOvK PUBLISHERS NEW YORK, U. S. A.
BOOK OF 140 PAGES
A Manual That Tells What a Gas or Gasoline Engine Is. ♦ ♦ .
How to Purchase a Gas or Gasoline Engine. How to Start it. How to Operate it How to Care for it. WHAT TO DO WHEN IT GETS STUBBORN AND HO W TO DO IT. In Short Just How to Handle it Successfully and all About it
First Edition exhausted within nine months from issue.
Send one dollar and an order for a copy before the present edition is gone, to
Book Department
AUTOMOBILE PRESS 1 flaiden Lane, New York City
JUST PUBLISHED.
Second Edition. Revised and Enlarged.
With 156 Illustrations. Cloth $2.ro,
mailed free.
HIGH-SPEED STEAM ENGINES.
BY
W. NORMS, M. I. Mech. E., and BEN. H. MORGAN, Ed. Engineering Times.
This work is now regarded as a stand- ard one on the subject, atd describes and illustrates by photographs and drawings all the leading types of Eng- lish, American and Continental High- Speed Steam Engines. This edition in- cludes chapters on the Engines exhibited at the recent Paris and Glasgow Exhibi- tions respectively.
" The E'ectrical Review " says : —
"This book gives an excellent Idea of the form and principle? of most of the numerous engines it describes, and the illustrations are good, macy of them b^ing very specially good . Any one who wishes to find in condensed form the present status of the High-Speed Engine should secure this book." Write to
P. S. KING & SON,
2 & 4 Great Smith St., London, S. W.
The Study of Steam
its creation and its application as a motive power can best be accomplished by reading
L»%wUIEn$ineerin$
PUBLISHED AT 174 BROADWAY, NEW YORK, N. Y.
In answering advertisements please mention The ArjTOMOBrLE M.<
c a 5 o U
J*
u
a
W
The Automobile
magazine
Vol. iv JANUARY, 1902 No. 1
Resume of the New York Automobile Show
By ALEX SCHWALBACH
BEFORE looking forward to the Chicago show in March, let us look backward at the New York exhibition last November and use this view ' ' to point a moral and adorn a tale ' ' for ourselves and to guide the historian of the future as regards its most striking mechanical characteristics and tendencies. A great deal has been published about the New York show, both before it opened, during its progress, and since it closed. That which was written before the opening was necessarily largely composed of reading notices compiled by the manufacturers, and from the nature of its sources had no comparative value ; that which was written during the show was done hastily, and the larger mass published since the close had for its main purpose the demands of the business office. Having read all of these and the catalogues of the makers and "chewed the cud" oi reflection on them, in addition to my own work, a work of exploration and interview covering the whole period of the show, a resume is timely.
SOME STATISTICS
Let me begin by noting a few statistics. Had good old Mrs. Partington visited the show she certainly would have repeated her famous remark about "statistics being odorous." because the bulk o\ the figures that follow are mostly concerning gasoline — used directly as a power and indirectly in making steam. Forty American manufacturers exhibited 145 vehicles, of which 62 were gasoline, 60 steam and 23 electric vehicles, and of these makers, divided into classes, 21 make
4 RESUME OF THE NEW YORK AUTOMOBILE SHOW
gasoline vehicles only, 12 steam and 3 electric exclusively, 1 gasoline and electric, 1 steam and electric, and 2 gasoline, steam and electric.
Of these, 16 showed single-cylindered gasoline motors, viz: the Packard, Winton, Peerless, De Dion, Crest, Pierce, Knox, Search- mont, Stearns, Warwick, Long Distance, Knickerbocker, Holland, Olds, Desberon and Automotor.
Thirteen makers showed double-cylindered gasoline motors, among them the Winton, Haynes-Apperson, Gasmobile, Riker, De Dion, Knox, Searchmont, Long Distance, Holland, Automotor, Peer- less and Autocar.
Six makers showed multiple-cylindered gasoline motors having
A. S. Winslow and W. A. Hatcher in Packard Dos-a-dos
more than two cylinders, viz. : Gasmobile three, four and six cylin- dered, Duryea three, Robinson four, Long Distance three, Riker four, and Peerless three and four cylinders.
Water-cooled motors were shown by 19 makers, viz : De Dion, Pierce, Duryea, Robinson, Stearns, Gasmobile, Long Distance. Win- ton, Packard, Haynes-Apperson, Riker, Knickerbocker. Holland,. Olds, Desberon, Automotor, Peerless and Autocar.
Air-cooled motors were shown by the makers of the Knox, De Dion, Warwick, Crest and Pierce.
Steam vehicles shown were the Locomobile, Mobile, Foster,
RESUME OF THE NEW YORK AUTOMOBILE SHOW 5
Stevens, Overman, Reading, Toledo, Century, Prescott, Lane, Elite, Milwaukee and Geneva.
The electrics were those made by the Electric Vehicle Co. , Baker, A. B. C. Waverly, Fanning and the Vehicle Equipment Co.
Among the 145 vehicles there were 82 that had one brake, 43 that had two brakes, and 20 with three brakes ; 90 vehicles had wire suspension wheels, 50 had wooden wheels, and 5 tubular metal wheels.
Five hundred and forty-four pneumatic tires were shown, and
2% H. P. Pierce motorette, weight without passenger 500 lbs., low speed 4 miles, high speed 22 miles, gasoline supply 100 miles, wheels 26 inches
thirty-six solid tires. The pneumatic tires were divided into two
classes, the hosepipe and the inner tube detachable, the hosepipe load- ing with 375 tires, and the detachable following with 130 tires. DEDUCTIONS AND TENDENCIES
To the critical observer of the progress of the industry these figures are instructive ; the most striking tendency shown is the getting away from the use of single-cylindered gasoline motors, notwithstanding their past and present popularity, and the growing desire tor the use of double and multiple-cylindered engines. Indeed, this ten-
6 RESUME OF THE NEW YORK AUTOMOBILE SHOW
dency has been the means of revolutionizing the whole design of the gasoline vehicle. In the single-cylinder type the construc- tion usually placed the motor, the fuel, water coolers, gears and the mass of weight compactly together in the rear part of the vehicle. This construction made hill-climbing difficult, caused side slip and skidding on muddy roads and greasy asphalt streets, and the parts were difficult of access. Besides all of this the single- cylindered motor must be heavy to stand its own thrust and the vehicle must run by momentum three-fourths of the time. In the double, and especially so in the multiple-cylindered motor vehicles, all this construction is changed. The motors and water coolers are placed in front, usually over or nearly over the front axle, the gears and fuel in the rear and the weight of the passengers in the middle. The net results of this change are long wheel bases, low center of gravity, angle-iron frames, plain spring, running gears without reaches, the comfortable tonneau body, freedom from vibration, good traction, great hill-climbing qualities — almost total absence of side slip, and easy access to all parts, the motor being covered only by a detachable metal hood or bonnet. All of this new style of construction has been copied from the French. Some question has arisen whether this type has come to stay. Expert opinion thinks it has, but that it must evolve itself in lighter and more graceful forms, say one hundred pounds of weight to every horse-power.
IGNITION AND STARTING DEVICES
Hot tube ignition which never was common in this country has dropped out of sight altogether. There is, it is obvious, a strong tendency to abandon the use of batteries, and substitute dynamos and magnets for ignition purposes on gasoline motors. Winton uses a dynamo operated by a round belt from the same shaft that drives his water circulating pump, using a set of batteries only as an auxiliary to start his motors. Haynes-Apperson, Robinson and Duryea use a magneto — the two first named using, like Winton, a battery as a starter ; Duryea, however, does not, he using a naked copper wire to carry the current until it wears out — insulation not troubling him. Winton has a mechani- cal spark advancer, which is very popular in France, and which will be in vogue here, slight as the call for it is now, for it certainly is a great help to the motor when more speed is wanted. The automatic air governor, however, still controls and reduces the speed of the motor when the vehicle is at a standstill. The struggle for supremacy
RESUME OF THE NEW YORK AUTOMOBILE SHOW
between the make-and-break, and the jump spark for ignition, seems to show preference towards the use of the latter.
Our old troublesome enemy the carbureter is evidently being, pushed to the scrap heap by the atomizer and direct-feed systems of supply.
James S. Mitchell in Toledo carriage
AIR COOLED MOTORS AND POSITIONS
The air-cooled motor is only used on the light types, a variation of it on the Knox consisting of a series of projecting pins, which give it the appearance of a porcupine, cover the cylinder, being cooled there by a rotary fan operated by a belt. A most decided tendency is shown towards the use of upright or vertical cylinder motors, nearly all the makers of double or multiple- cylinder motors showing them
8 RESUME OF THE NEW YORK AUTOMOBILE SHOW
in this position. Haynes - Apperson, however, still use the double- cylinder motor of the horizontal opposed type, and Winton's new 15 H. P. motor is of the same style.
TRANSMISSION GEARS
In the present state of the industry some form of transmission gear, or rather change-speed gear, is necessary in a gasoline vehicle. Heretofore two speeds forward and one reverse seemed to have filled the bill. The present custom is three speeds forward and one reverse. Bevel-gear transmission with live rear axle and universal joints are noted, but a strongly developed tendency to use driving chains on both rear wheels with a rigid rear axle and the differential in the counter- shaft is to be highly commended.
Some of the transmission gears were so clumsy and so full of friction that it took a horse-power or two to run them alone, to say nothing of moving the whole vehicle. A wholesome tendency is that of driving directly on the high gear without moving the rest of the transmission gear. The epicyclic method used on the Packard is a good one. The well known Upton gear is largely used, in some cases however, modified to suit the makers' views. Nearly all the gears used are modeled after well known lathe forms and others used in machinery practice, with trains of either fixed, loose, or sliding pinions and clutch mechanisms. The change-gear problem is a difficult one and nothing seen at the show indicates a solution of it.
STARTING DEVICES
Several efforts have been made to do away with the need of a hand-crank in starting a gasoline motor. The Crestmobile showed a ratchet, spring and pawl device, operated by a flat strap from the seat. The Searchmont has something similar, but in the rear of the vehicle, and which is not an improvement on the crank-handle. The De Dion and the Gasmobile have their hand-cranks permanently fastened to the shaft, an effect not altogether pleasing. Maxim's idea of an extra sparking device, operated by a button from the seat, the motor being left in the proper position for starting, seems to be a taking suggestion. However, there is room here for other sugges- tions and ideas for this purpose.
RUNNING GEARS AND BODIES
The tubular running-gear, costly in construction and delicate in use, has been abandoned for the channel-steel frame, which carries all the mechanism, with semi-elliptic front and rear springs, making a
RESUME OF THE NEW YORK AUTOMOBILE SHOW 9
running-gear as strong and as simple as is generally seen in daily use on platform spring business trucks ; also, like them, a side-brace rod from the rear*axle to the frame, and which also serves a double pur- pose now, by being made adjustable to adjust the chains. This draw- ing towards the wagon and truck builder, rather than to the •carriage-maker, to whom the trade first turned, is all the more remark - .able. In doing this the trade abandoned the regulation carriage body
Century Steam Surrey
and running gears and took something more suitable to its needs and wants, still keeping the aid of the carriage-maker in building, finishing and upholstering the body. Dividing the bodies into three classes seems to be in vogue ; the tonneau, big and little, the phseton and the runabout. Black is the main color. Tin- Winton wine color is distinctive, the Robinson green ear was superbly
io RESUME OF THE NEW YORK AUTOMOBILE SHOW
finished, the Packard red was attractive, as were the Peerless white and the canary-colored De Dions and Searchmonts.
The big Gasmobile, with its hood and aluminum sheet metal fenders, was a contrast to the quiet, black metal trimmings of the Winton. It is evident, though, that brass trimmings, brass horns, brass lamps, brass hub caps on wooden wheels, rather than nickel- plated trimmings, are comme-il-faut. Brass work has the merit of being solid and, while more difficult to keep clean, will not rust, as nickel-plated iron does. Here the trade differs from carriage-makers, who always prefer to use silver-plated trimmings.
THE TIRE PROBLEM
It is evident that we have reached the limit of size and weight- carrying capacity of single tube pneumatic tires, the use of de- tachable inner tube tires being strongly indicated. They are lighter, faster, more resilient, and while it is true that they are more easily punctured, it is also true that they are more quickly repaired. The single tube tire can only be plugged as a temporary expedient — the puncture finally needing vulcanizing, which takes time and is expen- sive. In fact the only solution of the problem is to cut down the weight of the vehicle, so that a 3-inch tire weighing not over 20 pounds, will be the maximum — the weight of the vehicle at present acting as a trip hammer to drive in puncturing materials. The use of solid tires for pleasure vehicles seems to have had its day, although some splendid specimens for business use were shown. I was very much impressed with the metallic tire, although I did not think much of it for bicycle use when first shown two years ago.. Its workings were thoroughly described in The Automobile Maga- zine last November.
WHEEL CONSTRUCTION
The French invasion has brought with it the adoption of wooden wheels — a popular style called the artillery, leading the others. The use of this wheel became almost a necessity in France, where chain driving is done by sprockets on both rear wheels on a rigid axle. This need arose from the difficulty of fastening a large sprocket on the wire-spoked suspension wheel — the wooden artillery wheel with its flat spokes set in a vertical plane with the hub lending itself more readily to this form of construction. All that was necessary to do was to drill holes in about every other spoke, and bolt the sprocket to these
RESUME OF THE NEW YORK AUTOMOBILE SHOW xr
spokes. The wire suspension wheel with its naked spokes does not afford so ready a means of fastening the sprocket.
All these wooden wheels are not of one design, the leading one shown being made under Archibald's patents having straight wooden spokes, with an extra knob turned on them where it is intended to fasten a sprocket to them, the spokes being inserted by hydraulic pressure in a long tapering metal-flanged hub of two sections which are bolted together before the square shoulders of the spokes, which
Foster steam touring carriage
touch each other, are inserted. So far these wooden wheels have stood up well in this country and in France.
A strong effort is being made to introduce metal wheels of a tube spoke construction, one called the Midgely being prominent, the spokes being made of brazed oval taper tubing, brazed to thimbles or sleeves in a double hollow rim, and also to a metal hub in the same manner. After being assembled in jigs the whole wheel is bra sed together at one operation by a dipping process in a crucible oi molten spelter, making a compression spoke wheel of great strength. Another type shown was the Pittsburgh, a suspension tube spoke wheel with
12 RESUME OF THE NEW YORK AUTOMOBILE SHOW
a metal hub, the spokes being threaded to a short threaded stud which is in turn threaded into the hub. The spokes are fastened to the rim by a set screw threaded in them through the rim, a washer being placed between the spokes and rim to prevent them from being sheared off. The merit in this wheel consists in the chance to remove and replace broken spokes. A novelty was the ' ' wheel within a wheel ' ' described in the previous issue of the Automobile Magazine. Summing up the situation it may be said that there is no better wheel, taking weight for weight, than a well-made wire suspension tangent spoked wheel under every kind of strain.
ELECTRIC VEHICLES
In some way the impression has obtained that the electric vehicle has not kept pace with steam and gasoline construction. In fact it has always been ahead of the others, electric construction lending itself so easily to the art of the carriage maker. The Waverly and Baker runabouts, with their piano-box bodies, are models of neatness and style. In the larger types the influence of gasoline shapes has prevailed and an electric tonneau was a real novelty at the show. Batteries have been improved, giving a larger distance radius. They have also been lightened and a better distribution of weight has been made by carrying one- half of the batteries over the front axle in place of the dashboard. The electric motor is an ideal one producing an almost constant torque, and it only needs still further improvement in the batteries to make it take the same premier position for city use that the gasoline vehicle has for touring purposes.
The single-motor drive with a chain is not as popular as it was, two different forms of two-motor drives being more largely shown. In one form the motors are hung directly on a solid rear axle and driven by gears connected to the driving wheels. The other form has the two motors at the center of the, rear axle which is divided and each motor drives one-half of the axle to which the wheels are fastened, so that a differential gear is not required as in the single motor drive system.
STEAM VEHICLES
The steam vehicle, like the electric vehicle, is a distinctly American product, and again like it, has reached its highest develop- ment here because we lead the world in steam engineering. Upon its long familiarity its popularity as a vehicle power is based, and also because of the lightness of its construction — following so closely the
RESUME OF THE NEW YORK AUTOMOBILE SHOW 13
designs in gears and bodies of the horse-drawn vehicle. But the body designs have not wholly escaped the influence of the gasoline type of body. The leather dashboard is gone, and in its place is an extra seat, giving a box-like front. The bodies are made larger and more comfortable, and running gears widened, lengthened and strengthened. The trouble has been, in designing steam vehicles, that too much attention was given to elaborate tubular gears and springs, copying the mistakes of carriage builders, who mixed good wooden-wheel practice with a new problem when pneumatics came in. A pneu- matic-tired vehicle does not need all of this. It depends mainly upon its tires for its ease of riding, as the bicycle does. ■ Every pound of weight added to running gear construction means so much power wasted to move it.
The simplicity, strength and low cost of the running gears now used on the big gasoline tonneaus are the features to follow.
Speaking of steam machines, it may be said that no visitor to the show could look at the imposing displays made by the large and small makers of steam vehicles without being impressed with them. If the electric vehicles have their city use defined, so has the steam vehicle, with the added capability of making long runs to near-by resorts, leav- ing to the ponderous gasoline tonneau the pleasures of touring with large parties aboard, the smaller gasoline type of vehicle filling in between' them all. No one familiar with the advanced state of the industry expected to find any very radical departures in steam vehicles at this show. The custom is to still use the vertical fire tube boiler, but to increase its size and also the size of the gasoline and water tanks, which now have about reached their limit. The net result of this is, of course, more power and a greater radius of action. An effort is noted to depart from the detachable torch vaporizer, such as is used on the Locomobile, the pilot light seeming to be most pop- ular. Like the boilers, the engines are made larger and all are of the two-cylindered vertical type, except the Reading, which has a tour- cylinder engine with a rotary valve and which is used to reverse it, the others reversing by the well-known Stevenson link motion. The Elite reverses by moving a rotary piston valve.
The Stearns, a compound engine, can be run as a single engine, if need be. On the Stearns and Toledo engines piston-valv.es are used. In nearly all the types, the crossheads are adjustable, and a few of them use ball-bearings. On the Toledo a superheating coil was seen. and on the Prescott a superheating dome. A few of the boilers and
U RESUME OF THE NEW YORK AUTOMOBILE SHOW
engines have automatic devices attached, but it cannot be said that their use is growing. The Victor pump is slowly worked by an eccen- tric on the rear axle, and this tendency to get away from the trouble- some crosshead pump, with its high speed, is to be commended. A number of the makers showr independent pumps, operated either from the crosshead or by steam, for keeping up the air pressure on the gasoline tanks. A good feature is the growing tendency to heat the water before it goes into the boiler. Wire wheels are universal, but
|
- |
|
|
If CT™ -■ fr^^l^W -4% -4 |
*Ji |
|
®^J| |
|
|
cm - |
4K3. ^^Jw^.J-^iy^"^^ |
Geneva Steam Carriage
heavier and stronger than last year, and the sizes and weights are increasing, but not out of proportion. The Century uses a bevel-gear drive — the others all using a single chain without a gear case. Among the hundreds of little detailed improvements, but which are of no gen- eral interest, save to the operator, I noticed that on the Toledo, the gasoline, water, air and steam pipes were painted different colors to distinguish them. The Toledo and Lane also had a syphon and rub- ber hose water filler — a handy thing anywhere.
RESUME OF THE NEW YORK AUTOMOBILE SHOW 15
BUSINESS VEHICLES
Few of the makers show a disposition to go into the manufacturing -of business vehicles, and if they have the show did not reveal it. It is to be conceded that business vehicles alone could not make a show attractive to a pleasure-seeking clientele, but the big electric truck with an electric windlass hoisting a safe had a crowd about it at all times when in operation. Not a gasoline business vehicle was shown, the steam and the electric wagons having the field to themselves, here again showing their adaptability for city use. The high-powered, strong running-geared gasoline pleasure vehicles shown must, how- ever, eventually, with wagon bodies and truck platforms, come into general use for business purposes and present a great and lasting field for the makers who develop them and who will produce a wagon that will be reliable and cost little for repairs.
IN GENERAL AND CONCLUSION
Not a freak was seen at the show, and what was more remarkable, motors using heavy oils, compressed air, carbonic gas, alcohol, com- binations of electric and gasoline motors, all of which are so dear to the hearts of the daily space fillers, were conspicuous by their absence.
When Automobiling Becomes General
SOONER or later, Progress, which nothing arrests, brings to even those who have wished to bar her way, unexpected compensa- tions, which would serve as lessons, were it not that mankind is in- consistent, to the point of condemning to-day for his neighbor that which he loves passionately to-morrow for himself ! Ten years ago a fabulous price, comparatively, was paid for a Humber that was not comparable to the ordinary bicycle of later times. Great was the outcry against it in the name of public safety, until every person was able to possess one ; then they ceased to be dangerous ! And when the automobile becomes democratic, in its turn, public opinion will turn, acclaiming against the blindness of those who formerly opposed the motor.
A Talk on Gasoline
By R. H. McNALL.
ON Tuesday evening, November 26, Mr. R. H. McNall gave an informal talk on gasoline, in the club rooms of the Automobile Club of America, to the members of that organization. He went step by step in describing this interesting product from the time the well was driven, to when the gasoline was lost among the vapors of the muffler or boiler flues. Mr. McNall' s description of the way a well is driven, and what happens when oil is struck under press- ure, enlightened many who had not given much thought to the early stages of gasoline. The lecturer's connection with the Standard Oil Company enabled him to treat the well-driving part in a thorough manner. Mr. McNall went into many details, telling them in a plain and interesting way.
The part where the product commenced to assume a gasoline appearance held his listeners to the extreme. He gave the informa- tion that stove gasoline was the best all round product to use in a gasoline motor, and also for getting a flame in a steam automobile. He exploded the idea that 76-degree gasoline was the best. Stove gasoline ranges around 70 degrees — it sometimes being 1 or 2 less or more, which fact he says is immaterial, so long as it is stove gasoline. This product is something quite separate from other grades of naph- tha, it being the result of a demand a few years ago throughout the country for a fluid which would give a good flame without clogging the burners of gasoline stoves, which came into vogue so extensively then, and which are now largely used. The lecturer did not say that 76 degree fluid would not be good under certain conditions — he for instance, speaking of atmospheric changes where a higher or lower degree would give a greater explosion, and thereby add to the effi- ciency of the motor.
Mr. McNall's words concerning the manufacture of stove gaso- line were practically as follows :
The crude petroleum is pumped into what are termed stills, with a capacity of about 1,000 barrels. These stills are like large boilers in appearance, except that they have no tubes, being shells only. Under them a slow coal fire is made and the oil gradually heated. As
16
A TALK ON GASOLINE
J7
the oil becomes hot it gives off vapors which are collected and pass through a series of pipes or coils which are kept cool by water. The first vapors are non-condensing. After these have been removed, the next vapors passing through the condenser coils are cooled and re- duced to a liquid, and are collected in the crude naphtha tanks. This crude naphtha contains all of the various naphtha products with which consumers are more or less acquainted. The crude naphtha is then pumped into what are termed steam stills, for the reason that the dis- tillation is there carried on by the use of steam instead of direct fire.
Mr. Struckoil, who has run out of oil 17 miles from nowhere, is thinking of his 9 oil-wells he owns in Pennsylvania
As the distillate comes from the steam still it is divided up into the various products known as light gravity gasoline for illuminating pur- poses, 76 naphtha, stove gasoline and benzine. This distillate. although perfectly water white in color, has a disagreeable odor, which unfits it for some uses. It is, therefore, necessary to deodoi 1 e it. The process by which this is carried on is as follows :
The product to be deodorized is pumped into what are termed agitators, which are large upright cylinder tanks lined with lead. Into this agitator, with the naphtha, is also pumped a small quantity oi
i8 A TALK ON GASOLINE
sulphuric acid, that has an affinity for certain impurities that the naphtha and stove gasoline now contain. Air under moderate pressure is forced in at the bottom of the agitator and the contents, naphtha and acid, are thoroughly mixed together. When this result has been obtained the air is cut off, and the acid being of much heavier specific gravity than the naphtha immediately sinks to the bottom and is drawn off. In order to remove all trace of the acid from the naphtha, water is then sprayed in and the naphtha is thoroughly washed, after which the water, which is also heavier than the naphtha, sinks to the bottom and is drawn off. The contents of the agitator is now a deodorized product and is pumped to storage tanks to be distributed to general trade.
As above stated, however, in making stove gasoline the process does not end here* as this material has to be subjected to a further treatment to make it suitable for use in engines, either stationary or marine, or for automobile use, and for burners of all kinds.
Mr. McNall went into a complete description of how carefully stove gasoline had to be made, saying that it was very easily con- taminated by the slightest particle of dirt, oils, or any extraneous matter. He put great emphasis on the necessity of users keeping their tanks or receptacles absolutely clean, for, as he said, stove gas- oline as a fluid went looking for bad company and would take on with anything so readily that it had to be watched to keep it by itself. This is looking at it from experts' view point, and as Mr. McNall said, common users such as plumbers, cleaners of clothing, and others who use the fluid in only ordinary ways would laugh at the idea of keeping stove gasoline so absolutely pure and apart from the rest of the world, but motor car users or any who rely upon the fluid for giving quick and reliable explosions should jealously guard the gasoline that is put into the receptacles of their cars.
Mr. McNall told some enlightening points about using the fluid in various climates and also went into a comprehensive description of what the autoist should do when starting his carriage in cold weather. It being well known that gasoline will volatilize quicker against warm parts than cold ones, was reason enough for autoists to see that their connections leading from the reservoir were of a temper- ature that would encourage gasoline to do its duty. Mr. Mc Nail gave the following ideas regarding this part.
In considering the use of petroleum products for power purposes two things nlust be taken into consideration : efficiency, i. e., power,
A TALK ON GASOLINE t9
and economy. As petroleum products contain motive force or heat units in proportion to their weight per gallon, it will be seen that the lower the gravity the less goods will be used or the greater the power given therefrom. It might be contended from this that refined oil, or as it is commonly called, kerosene, would give better results as far as power is concerned, than stove gasoline. This is true if only the question of motive force be taken into consideration, but you must also bear in mind that for engine use a product must be used that is volatile enough to form a gas without artificial heat ; therefore a pro- duct must be found which will be heavy as possible and yet which will also volatilize readily. After careful tests the product known as Stove Gasoline has been found to combine these two properties to the greatest extent possible, and a product of 70 gravity contains over 4,000 more heat units per gallon than 76 gravity, and lower gravities contain proportionately more.
In reply to questions as to the best methods of storing stove gaso- line, Mr. McNall suggested that owners of motor carriages should provide themselves with a steel storage tank, having a capacity of something more than a barrel. These tanks are made for such pur- poses by a number of reliable manufacturing concerns. Where possi- ble, the receptacle shouid be buried in the ground, the supply being pumped from it as required. The reservoir of motor carriages should never be filled, except in the day time, and never in the presence of exposed flame or fire of any kind.
The numbers by which some grades of naphtha are distinguished, such as 620, 700 and 760, etc., do not refer to the fire test of the material, but to its weight, as compared with water, by the Beaume hydrometer. He discouraged the use of hydrometers by parties unac- customed to the use of this delicate instrument, as the results obtained in other than expert hands are deceptive, and frequently result in unfounded complaints.
There were a number of questions of a hypothetical nature asked by half a dozen of Mr. McNall' s listeners, which were answered by him and Mr. C. W. McGee, a chemist and expert refiner, who accompanied the lecturer.
The Automobile in France To-day
By HART O. BERG
THE author of this unusually interesting treatise, who has resided in Paris for the last ten years and who has for most of that time been closely identified with automobiling, especially since the subject has become so widespread in general interest there, de- livered a lecture at the Automobile Club of America Tuesday evening, December 10, before the largest gathering the club rooms have ever held since the opening of these headquarters last February. Mr. Berg, who is also a member of the A. C. of A., commenced by saying that he had been asked to talk for an hour, the time it takes nowa- days to run in an automobile over the ordinary country road from Philadelphia to Trenton, or from Paris almost to Rheims. His sub- ject was "La Qiiestion Automobile,'" as it refers especially to France. Mr. Berg called attention to the fact that the automobile had been born, nursed as an infant, whipped into obedience as a youth, and was now gaining the love of all in France. In fact, in that country the motor vehicle has been greatly encouraged.
Mr. Berg continued : Among the world's best examples of evolu- tion I would say that that of the automobile has been more exagger- atedly rapid, more pronouncedly energetic than any other recent mechanical development. This terrific advance has not been without costly trials and experiments and a concentration of thought which, as I have already said, first finding its encouragement in France, still continues, and this with your permission, to hold the lead in that country. This is but natural. The topographical conditions of France lend themselves so well to the development not only of speeds and flying runs, but to long and continued excursions, which added to the exhilaration of moderate speed, make touring both possible and enjoyable.
Less than ten years ago the late Mr. Levassor (whom I had the pleasure of knowing personally very well, and with whom I came into intimate contact on several occasions and, therefore, am in a position to state that in my opinion I believe him to be the real father of prac- tical automobiling), using as he did at that time the hydro-carbon motor of Herr Daimler, tried again and again to construct a mechan-
THE AUTOMOBILE IN FRANCE TO-DAY 21
ically propelled vehicle that would carry him but once around the fortifications encircling Paris without necessitating his stopping for repairs, or without his having some exasperating accident of one kind or another. This was the then herculean task he had set himself, and it took him almost two years of constant labor, trial and experiment to fully accomplish this now almost ridiculously insignificant run. It was Mr. Levassor who first conceived the idea, that is as far as I know, of putting the motor in front of the dash, and it was due, I be-
James Macnaughtan in 12 H. P. Gasmobile
lieve, to this disposition of the motor and the distribution of the mechanical parts of the carriage which necessarily follows when the motor is placed in front of the dash, that encouraged to ultimate suc- cess the various refinements which Mr. Levassor afterwards worked out.
The field was a virgin one at that time, and every detail of his vehicle had to be developed organ by organ, until now the trip from Paris to Bordeaux, as you .ill know, has been taken without one single
22 THE AUTOMOBILE IN FRANCE TO-DAY
breakdown or stop of any kind, except for fuel ; and long runs of several hundred miles without the slightest inconvenience, must prove to you that the automobile, as exemplified in the French type of to- day, has at least arrived at what may be accepted as a practical type.
I think I now dare go on, even under the impression that perhaps you have received from me the idea that I am convinced that the automobile must come from France. I shall, I am sure, before I finish my remarks, convince you that the real home of the manufacture of automobiles will be in this country, and if you will allow me to lead up to this gradually and with some patience, I think that perhaps I may be able to show you my reasons for believing that America will come forward with bounds and leaps, as she always does, and will ultimately control the automobile purchasing markets of the world.
In 1889 I spent most of the summer in Paris at the Universal Exposition held there in that year, and I was much impressed, as was everybody, with the boilerless steam engine of Mr. Serpollet. In a small pavilion on the banks of the Seine Mr. Serpollet showed his little engine running, pounding, generating power, and using, as you all know, his capillary tube system. Mr. Serpollet was not long in building a motor carriage in which he incorporated his little piece of copper tube, through which was pierced the smallest kind of a hole ; water was pumped through this and by the application of heat, im- mediately produced steam, as it was needed, for his small single- action engines. Unfortunately, this capillary hole soon became clogged ; it was enlarged, and afterwards a series of tubes was used. Then Mr. Serpollet made a carriage with a device ingenious enough, regulating the supply of fuel and the supply of water, the relation of the proportions of those supplies being controlled by one lever. Years afterwards I bought a Serpollet carriage. I have never had so much fun with anything in my life. Sometimes it ran up-hill in a beautiful way, sometimes I had hard work to run it down-hill. The tubes kept flooding. I developed muscle in my right arm, with which I was forced to do a little additional pumping now and then, but I found a good opportunity of selling this carriage to the Shah of Persia, and I have no doubt that some of his numerous wives are now having lots of fun with it in Teheran.
This is about the only steam carriage other than those for heavy traction (to which I shall refer later), which has appeared in France. It runs through the streets noiselessly, and is easily controlled, but I found that one had to have not only a knowledge of mechanics to run
THE AUTOMOBILE IN FRANCE TO-DAY 23
this carriage, but had also to be on the constant alert at every change of grade, when more or less water or more fuel had to be sent to the flash tubes, and instead of looking at the scenery and enjoying the fresh breeze, the air often became blue about me and I became very tired of focusing my eyes on the jumping steam gauge. I have seen very few other steam carriages of the light type running through the streets of Paris.
I now come to electric carriages: Gentlemen, I have been brought up on them. I have seen them through their measles and their scarlet fever. I have seen them go through all sorts of experiences in the charging stations, but I must say that during the five years that I have run an electric carriage through Paris (and I was one of the first to have an electric carriage there, and that an American one), I have never had but once what the French call a "panne." It was just back of the Madeleine when I suddenly came to a standstill. At that time there were not many electric carriages in Paris, and I was imme- diately surrounded by a gaping crowd. Feeling a little too timid before all these people to look for the cause of this sudden halt, I thought it best to call a couple of coachmen, and finding myself close to a large " porte cochere" soon had the consent of the " concierge,''' to run my carriage into his courtyard. I sent a mechanic for the vehicle a little while afterwards, and he found that a bolt had fallen into the motor and had broken a connection. I believe he fixed this in about five minutes and brought the carriage back to the charging station. Afterwards, going to see my friend, the concierge, thinking that 5 francs would be acceptable to him, I was very much amused by his generously assuring me that if I ever had another breakdown, he would always be glad to put his courtyard at my disposition. I have always tried to break down ever since this incident in front of his establishment in order to avail myself of the proffered kindness, but have never been able to succeed in doing so.
I may also tell you here of rather an amusing incident which helped to enliven a fete given some years ago at the Automobile Club Pavilion in the Bois de Boulogne. I had the pleasure of taking out Baron Von Zuylen in my Columbia carriage to this fete. There were a number of electric carriages drawn up in the garden of the Au- tomobile Pavilion, and while we were at dinner we were startled by a sudden cry of fire. I must tell you that it had come on to rain heavily, and the downpour getting into one of Krieger's batteries, made a short circuit, causing his carriage to immediately burst into flames.
24 THE AUTOMOBILE IN FRANCE TO-DAY
I believe this is about the only instance I have ever known where rather a serious conflagration was brought about by too much water.
But these are all reminiscences, and Krieger soon found a way to protect his battery. To-day the Krieger type of electric carriage for Coup6s, Victorias, Landaulets, etc. is well established in Paris, and they have, I should say, perhaps 150 of them running about the streets. You will remember perhaps that this type of carriage has the steering and driving wheels in front ; there are two motors, compound wound ; the batteries are divided, part of same being in front and part in rear. The controller is a vertical one, having I believe at present 7 positions — 4 ahead, one braking position, and two backward. The controller is of the recuperative type, and I understand works very sat- isfactorily. The control is hand-operated, and the lever is immediately beneath the steering wheel. This makes it very handy and quick in action. The front steering wheels with their attached motors, which now, by the way, are being hung on springs, are necessarily very heavy, and a big reduction in the steering gear is required. Pneu- matic tires are used entirely on the front of motor wheels, while solid tires are being used on the rear wheels.
The Jenatzy type of vehicle is chain-driven, although this Company has manufactured some carriages with two motors driven from the rear, as we are accustomed to see here. Their distinctive feature, how- ever, is a foot control in addition to the hand control ; that is, a lever worked by the foot throws in more or less resistance and consequently regulates the speed of the carriage. We all remember also the Sans- Souci or Torpedo carriage constructed by Jenatzy in which the motors turned the wheels directly without any gearing. I saw this carriage at one of its trial-speed runs (it was only constructed to go one or two kilometres), and it seemed to jump over the ground very much like a kangaroo ; I should say that it was in the air at least one-quarter of the time.
The firm of Jeanteaud & Co. have also constructed a number of electric vehicles, but rarely more than one or two of the same type, all of which, however, have features about them of more or less auto- matic interlocking can' t-make-any-mistake variety. Jeanteaud' s motor has usually been hung on a frame, and the carriages have been chain- driven.
There have been several other electric carriages built in Paris. Perhaps Mr. Milde has made more practical types than any other French manufacturer. These are more or less taken and modified
THE AUTOMOBILE IN FRANCE TO-DAY
25
from the lines laid down by the Columbia electric carriage, of which I modestly beg to inform you there are a great many now running in France.
Now, let me divide gasoline carriages into two types, the carriage and the so-called voiturette.
The carriage type has come to stay. It is almost perfection to-day, while the voiturette class is still undergoing constant changes. The carriage type or heavier vehicle has been the more succcessful, .as makers could put weight into their carriage, and in order to run at the now desired speeds, weight is what is necessary.
William Leon Graves in his 8 H. P. Panhard ; his brother Robert is next to him, John Prince in tonneau.
The motors now being used in carriages of this type are so-called slow running, the number of turns per minute without acceleration being limited to about 800, and in motors where the stroke is short, the number of turns can be accelerated up to eleven and twelve hun- dred a minute without danger of pounding. There has been a gradual cutting down of stroke recently, the diameter of the cylinder and the length of stroke in many instances now being almost square. Almost all the succe <sv? ful motors of to-day are of a vertical type and are place in front of the dash. Two cylinders arc used almost universally in
26 THE AUTOMOBILE IN FRANCE TO-DAY
carriages developing up to 8 H. P. and four cylinders above this. The inlet valves are so arranged as to be easily removed and examined ; the exhaust valves being made of a special steel are lifted by cams, and are so arranged as to be readily taken out ; the pistons are all fitted with oil grooves ; bearings of the crank shaft are large ; in fact, all the bearings of the motor are exaggerated in every way, and on this account have long life and are not likely to heat. With a few rare exceptions two- cylinder motors are governed. Governors are usually of the ball type.
A method of control has been almost universally adopted in France, and this is entirely regulated, as you know, by the feet. There are two pedals, the left-hand one releasing the clutch, while the right-hand one releases the clutch and then brakes. The hands are therefore always free for steering purposes, and as the steering is done with a wheel and is non-reversible, except when very high speeds are obtained, the steering can be done very readily with one hand. The change gear is worked by a lever convenient to the right hand.
And this brings me to a question : Is it better to sit on the right or on the left-hand of a carriage ? In France the right-hand seat is, with one exception, universal, and I see no reason why they should not continue to sit "on the right ; the change gear lever and emergency brake can be manipulated very energetically and more quickly by the right hand, and I do not see why it should be necessary to sit on the left in order to see round the carriage you are passing. We should school ourselves to pass slowly other carriages moving in the same direction at a slow enough speed to avoid accidents.
But little attention has been paid in France to the muffler. Peo- ple have become accustomed to the puff-puff of the exhaust ; horses are no longer frightened, and in muffling the carriage too much there is some back pressure which naturally detracts from the maximum power of the engine. I have often heard French carriages called " noisy." I believe that they can all be muffled down to be as noise- less as can be wished ; this, of course, as I have just said, with a slight reduction of the maximum power of the motor.
The oiling devices are now taken care of automatically. When the motor is set in operation, oil is sent to the various parts of the car- riage needing it, while grease is forced through tubes under pressure to the several bearings of the carriage needing same.
I have seen in several German carriages automatic oilers relying upon the water pressure made by the circulating pump. Now, some-
THE AUTOMOBILE IN FRANCE TO-DAY 27
times the pump does not work properly. It is just at this time that you need more oil than at other times ; therefore, I believe it is a mis- take to have one dependent upon the other. And while on this sub- ject of pumps, I may tell you that the gear-pump is not in great favor in France. The high-speed centrifugal pump run by friction from the flywheel, has been adopted almost universally. The flanged radiator seems to give perfect satisfaction, although the Germans have put on some of their carriages the Bee-Hive radiator, cutting the supply of water down very considerably. But our good French friends argue this way against the Bee-Hive radiator : Suppose it takes 60 litres of water to cool an engine using a flanged radiator, and only 7 litres to cool an engine where a Bee- Hive radiator is used. If everything always worked perfectly, there could be no question, and the Bee- Hive radiator, although it costs more, would be preferable ; but if there be a small leak somewhere, if one of the joints in the water cir- culation be bad, it might take three hours for the water to leak out of a 60-litre tank, when same leak in the 7 -litre tank would leave the tank dry in less than half an hour. Some day I have no doubt, the water circulation, pipes, joints, etc., will be so perfected as to allow of the Bee-Hive or other similar radiator being used.
I have still to say a few words about very heavy carriages and lorries in France. Very few large steam lorries have been built. England perhaps has made more advances than any other country in this direction. They are now building trucks there with four and five tons carrying capacity, but I have been told by a very competent English automobile engineer, that when the^e lorries are run by pri- vate individuals who have one or two in their service, they are more expensive than horses. When, however, more than five are run, and a proper staff organized to take care of them, they can be run cheaper than horses. In Germany there is a very large manufacturer who makes a specialty of gasoline-driven lorries, and the recent trials of same at the German, Austrian, and I believe Russian army manoeu- vres, have given much encouragement, and it is my opinion that this field is a very large one. The arrangement of the various organs of these gasoline-driven lorries is very much the same as the general French type. They are much heavier and will stand a lot of knocking about.
It would hardly be fair to the agricultural interests of France if 1 did not refer to the rapid strides recently made in carriages propelled by the vapor of alcohol. At an exposition which took place last week
28 THE AUTOMOBILE IN FRANCE TO-DAY
in Paris, a number of vehicles were shown which are driven by alcohol. I hardly think that this has any special future here in America, where petroleum is so cheap, but it will be interesting to watch and follow the development of alcohol propelled vehicles in France. Some face- tious Frenchman has remarked that, France producing as she does, an immense quantity of alcohol, the depopulation of that country will perhaps be checked by making use of this alcohol as a mechanical motive power rather than using it to diminish the vital power of the human system.
I know that you will all be glad to learn — those of you who are more moderate in your ideas — that the speed question does not interest people so much now as it did a year or two ago. That carriages should be built with power to carry them uphill at a good rate of speed, and through sand and mud — everyone agrees — but this tour- ing through the country at the rate of 60 or 70 kilometers an hour, has done much to stimulate legal action against automobilists. Thirty miles (or 50 kilometers) an hour is a very fair speed, and when one can make an average of 25 miles an hour, it would seem to be all that can be desired. In order to make this new means of locomotion popular outside of the more sporty element, one must relieve it of the dangers consequent on excessive speeds. Really, a jolt through the country at from 20 to 25 miles an hour, gives one the opportunity of seeing the country and enjoying the society of one's travelling com- panions. Perhaps some of you gentlemen present who enjoy the fascination of rushing through space at 40 or 50 miles an hour, do not agree with me here, but I am quite sure that when the effect of this exhilaration wears off, you will join us — the more rational and slower going ' ' chauffeurs. " The day of the leather jacket, black trousers, and cap, has passed in France — people get into their automobiles as they would into their carriage, and with just as much certainty of getting to their destination in the time calculated as they would by taking a train.
The Automobile Club of America, of which I have the honor to be a member, by its enterprise and devotion, is emulating its friends of the Automobile Club of France, to whom I must say is due the credit of putting automobiling to-day in the popular place it holds with everyone. The great popularity of the automobile in France to- day, is not altogether due to the perfection of the French machine, but I must say that great credit must be given to the officers and members of the French Club, as they certainly have used all of their
THE AUTOMOBILE IN FRANCE TO-DAY
29
energy, time and effort, to gain the public approbation for a means of locomotion, which, beginning in a sport, finds its own commercial side in its practicability. The officers of the French Club have done an immense amount of work in having passed reasonable laws referring to the running of automobiles ; they have stimulated the legislation and necessary appropriation for the maintenance of roads ; they have encouraged the establishment of modern conveniences and good food in the hotels along the lines of communication, which long since had fallen into desuetude consequent on the abandonment of the ancient diligences ; they have established intercommunications between coun-
A group of enthusiasts
Henri Foumier, Albert C. Bostwick, A. W. S. Cochrane, Bradford B. McGregor, J. Dunbar Wright, Andrew L. Riker
tries, and made it possible for the touring automobilist to disregard the national frontier.
A man may go now from Paris to St. Petersburg, or from Berlin to Madrid, with but few Custom House formalities. They have given to the public an idea of what automobiling really is by successfully managing the several automobile shows which they have organized, each one on a grander scale than its predecessor. I remember but five years ago the automobile show took up but little space in the annual bicycle show. Then, when the Palais d' Industrie was being torn down, they gave a special automobile exposition at the Tuileries.
30 THE AUTOMOBILE IN FRANCE TO-DAY
The folJowing year the space was enlarged almost three times, but it was still under tents in the Tuilerie Gardens.
In 1900 they made a fine show at the Exposition Internationale, while later in the year almost three-quarters of the Grand Palais was devoted to a most wonderful exposition, and this year the opening day of the Fourth Automobile Exposition was one of the fetes of France.
We need not be afraid here in America of foreign competition. I will say here that our object should be, that our policy is, to take hold of a foreign machine and show the world how it should be built in quantities. The French are inventors — they are artists — their methods are those employed in the production of small numbers of any article, no two of which are ever exactly alike. European shop methods do not allow of their undertaking the manufacture of unlimited quantities of any one article on a thorough plan of interchangeability of parts. America and American methods must now take hold in earnest, and I see no reason why we should not become here the world producers of automobiles on a large scale.
Now is the time, gentlemen, to take hold of this business from a true commercial and -manufacturing standpoint, to develop methods of producing a well-developed automobile — methods that cannot and shall not be obtained by any other countries of the world. We must stop manufacturing horseless carriages — carriages from which the shafts have been removed, for which the horse has not been taken out of his stable — carriages in which we have tried to hide away connect- ing rods, pistons, pumps and carbureters — carriages in which the whip socket has been used to hold an induction coil. We must start in manufacturing automobiles, and I feel sure that every effort should be made to induce the bringing into this country at the smallest possible duty, carriages which will show the masses what automobiles are.
Do not think me non-American. I am simply looking one step ahead of where the usual manufacturer looks. I believe that the kind of protection that we need is the protection against sentiment which has been more or less, as far as I can learn, until very recently, against the automobile, and this popular sentiment can be changed and culti- vated so quickly that in a year or two from now we will laugh at the production of foreign shops.
And let me tell you that one thousand carriages have never been produced in any shop in Europe during any one year. Let us get all of the French carriages we can in this country. What can this com-
THE AUTOMOBILE IN FRANCE TO-DAY 31
petition ever amount to for us when we take into consideration what it teaches us, and when we weigh properly in our minds that ever important factor, that factor which is usually forgotten, when we consider what the factor of time means ; in other words, what time we can save by so doing.
Gentlemen, there is a large and most complete "garage" situ- ated in the very heart of the aristocratic district of Paris. This "garage" has been in existence for two years. It contains nothing but American electric carriages. There is another one in London, a stone's throw from Piccadilly Circus ; it consists of seven stories ; they are all full of nothing but American electric carriages ; I see that in a short while, both of these ' ' garages ' ' will have to be added to, four, five and ten-fold, because we shall send over gasoline car- riages ; we shall beat them by the excellence of our workmanship and the reduced cost of our production.
The following were present at one or both of Mr. McNall's and Mr. Berg's talks : E. E. Britton, William Hazelton, H. B. Joy, Clifford V. Brokaw, Cornelius J. Field, W. D. Gash, Clarence M. Hamilton, General George Moore Smith, A. H. Chadbourne, Winthrop E. Scarritt, E. C. Jones, J. M. Hill, James Macnaughtan, C. S. Weston, F. B. Cochran, R. E. Jarrige, E. T. Birdsall, T. F. Flinn, John A. Hill, W. Van Valkenburg, Frederick Martin Lande, Lucius T. Gibbs, Samuel H. Valentine, Dr. J. Grant Lyman, H. Ward Leonard, A- Ward Chamberlin, Frank Eveland, J. C. McCoy, A. H. .Whiting, H. P.Wertheim, J. Dunbar Wright. George B. Goldschmidt, Robert Esterbrook, A. A. Anderson, Winslow E. Buzby. George B. Adams, Herman B. Baruch, M.D., Calvin T. Adams, M. D., Robert L. Niles, W. Hawley, Albert C. Bostwick, Percy Owen, Samuel T. Davis, Jr., Andrew L. Riker, Dr. S. S. Wheeler, D. N. Seeley, Rhinelander Waldo, Whitney Lyon, Bradford B. McGregor, A. W. S. Cochrane, Jefferson Seligman, W. R. Warren, E. C. Chamberlin, M. 1)., W. R. Smith, and the editor of this magazine
The guests were F. W. Wurster, Brooklyn; W. S. Mallory, Orange, N. J.; M. J. Budlong, Elizabeth, N. J.; W. M. Reynolds, New York; Geo. M. Brown, Hartford, Conn.; C. F. Nugent, New York; H. S. Brown, Orange, N. J.; H. W. Alden, Hartford, Conn.; J. R. Whiting, M. D., New York; G. A. Wertheini, Now York; H. H. Walker, Chicago, 111.; Fred Oakes, New York; R. Moon, New- York; H. W. Crane, New York; Foster Coates, New York; George Hutchins, New York.
A. C. of A. Committees for 1902
AT a meeting of the board of governors of the A. C. of A. held Tuesday, December 17th, the following committees were ratified : The chairmen are the first named.
Technical — Dr. S. S. Wheeler, Peter Cooper Hewitt, Louis Duncan, Lewis Nixon, L. T. Gibbs, E. T. Birdsall, and A. L. Riker.
Runs and Tours — Jefferson Seligman, George B. Adams, Frank Eveland, John Aspinwall, J. C. McCoy, and Percy Owen.
House — J. M. Hill, William Iselin, Bradford B. McGregor, Samuel H. Valentine, and Henry K. Browning.
Library — Albert R. Shattuck, James L. Van Alen, and T. C Martin.
Membership — General George Moore Smith, Juan M. Ceballos, and Sidney Dillon Ripley.
Law — George F. Chamberlin, James C. Church, Dave Hennen Morris, Henry Rogers Winthrop, William W. Niles, and Morris Putnam Stevens.
Sign Post — A. Ward Chamberlin, Frank Eveland, and George B. Adams.
Good Roads — Albert R. Shattuck and George R. Bidwell.
Foreign Relations — J. Dunbar Wright, Clarence Gray Dinsmore,. Hart O. Berg, and Eugene Higgins.
Racing — Albert C. Bostwick, Dave Hennen Morris, Clifford Brokaw, William Henry Hall, and George Isham Scott.
Auditing — George W. Young, W. M. Van Norden, and W. McMaster Mills.
The wording of some of the regulations restricting motorists in the outlying French districts, would seem to presume that every, hitherto, reasonable man, at the psychic moment of grasping his lever becomes converted into either a fool or a malefactor, and, ' ' fee, fi, fo, fum ! "—thirsts for the blood of his countrymen, to crush them under the wheels of his juggernaut.
32
Steam Pressures and Temperatures Used by White and Serpollet Carriages
THE great success of the White steam carriage in the recent American endurance test with also the notable performances on the other side of the Atlantic of the Serpollet steam car- riage renders the subjoined article on superherated steam timely. The author is R. Lenke,. and he read his paper before the Industrial Engineering Congress this year in Glasgow. As both the White and Serpollet systems use steam at not only a high pressure but a very high temperature, users in this country of the former cannot fail to get con- siderable information from Mr. Lenke's paper, which reads as follows :
In no branch of heat engine building has such an amount of study been spent as in steam engines, from Watt's time up to to-day. The economy of the steam engine is, in spite of all efforts, not the best, and the steam engine, in its highest perfection attainable at present, cannot claim the first place in comparison with other heat engines. And so the problem of generating and using superheated steam has become a question, from the solution of which a considerable stride in improving economy has been expected and really made.
Superheated steam is generated by the addition of heat to saturated steam. The behavior of superheated steam is similar to that of gases ; it is a very bad conductor of heat, and has the special peculiarity of being able to lose a certain amount of heat without becoming saturated or wet steam. The thermal capacity of steam is only 0.48, therefore very little heat is required to superheat steam ; but as the steam loses the heat as quickly as it acquires it, every passage conveying super- heated steam must be well covered with non-conducting material. Although there are some losses when using superheated steam on account of the heat radiation, they are very much smaller, because the loss of heat from superheated steam has lower calorific value than the latent heat of saturated steam.
Superheated steam has a greater volume per unit of weight than saturated steam at the same pressure, hence one advantage and the higher the temperature the greater this advantage. At various press- ures and temperatures the increase of volume may be taken from the following table:
34 STEAM IN WHITE AND SERPOLLET CARRIAGES
TABLE I
Pressure. 3900 F. 5700 F. 7500 F.
70 ll x-33 1-57
115 . . 1.06 1.29 1.52
170 1.02 1.24 1.46
Table I shows that the higher the pressure is, the smaller the increase in volume ; and it is proved from practice that the advantage with lower pressure is indeed greater in proportion than with higher pressure.
The question may arise whether the increase of volume does not require more additional heat than the benefit derived from it is worth. To show this clearly, Table II has been prepared, expressing how many British thermal units less are required to produce 1 cubic foot of superheated steam than of saturated steam at the same pressure. For various pressures and temperatures the total heat per cubic foot is as follows :
TABLE II
Pressure. Saturated. 3900 F. 5700 F. 7500 F.
70 ... . 233 219 192 175
1.15 • - • • .. 35o 337 297 267
170 ... . 492 485 432 398
To produce, for example, 1 cubic foot of steam at 115 pounds pressure and a temperature of 5700 F. ,
350—297
=15 per cent. ,
350
less heat is required than to produce 1 cubic foot of saturated steam at the same pressure. With saturated steam engines, 20 per cent, to 25 per cent, of admitted steam is condensed during the admission period, consequently the practical steam consumption is very much in excess of the theoretical. Superheated steam does not condense during this period if sufficiently superheated, hence another advantage. The economy effected by using superheated steam in engines is very remarkable, and, acknowledging this fact, a great number of steam users all over the world superheat the steam, although in many cases only a few degrees, yet a considerable saving in steam and coal is always the result. To obtain the full benefit, the required temper- ature of steam is 66o° to 7000 F. , and to stand this temperature the engines must be specially designed. It is not sufficient to use mineral oil with a very high flash point, and anyone who tries to supply an
STEAM IN WHITE AND SERPOLLET CARRIAGES
35
existing engine of any kind with steam at that temperature will have a very unpleasant experience even when using the above-mentioned oil. The introduction of superheated steam into engines, largely influ- ences the expansion of the heated parts. Engines always gave great trouble when the distribution of metal in the cylinders was not uni- form, as parts with more metal expanded most and forced the cylinder walls toward the inside, and made the cylinder out of shape. When using liners in the cylinders, they were squeezed in at the ends, de-
White Steam Carriage
creasing the diameter and jamming the piston body if sufficient clear- ance was not provided. With steam jackets heated with steam of 5000 F. , the lubrication ceased, as the Cylinder walls became too much heated, consequently it was found necessary to do away with jackets, or, if jackets were already provided, not to pass steam through them. Pistons constructed on the Ramsbottom type always worked satisfac- torily, except in the case of pistons fitted with steel springs, when they were in contact with highly superheated steam. Any kind of
36 STEAM IN WHITE AND SERPOLLET CARRIAGES
gun-metal gets brittle after a very short time, therefore valves, seats, and all parts in direct contact with superheated steam must be made of cast iron or other suitable mixture. Copper also loses about 40 per cent, of its strength at that temperature, consequently copper bends in pipes are not practicable. The best material for piping has proved to be wrought-iron and steel, each pipe being as long as possi- ble, to have the least number of flanges. For long, straight-pipe connections, provisions must be made to meet the expansion, which is at 7000 F. , 0.0037 °f the length, so that, for example, 100 feet of pipe extends 0.37 of a foot, or nearly 4^ inches.
Glands and stuffing-boxes at first frightened users, so the engines were constructed single acting to avoid the use of glands, but no serious difficulties have arisen on that account. It is advisable to place the stuffing-box as far as possible from the cylinder end to keep it well away from the hottest parts, and to allow as much of radiation as possible. Sufficient clearance in the neck bush should be made to allow for the expansion of the piston rod, and no metal with a melt- ing temperature below that of the steam should be used.
Valves and valve gears are influenced in the same way by super- heated steam. Valves containing many ribs or different thicknesses of metal (in section), such as plain slide valves of the usual construc- tion, are not suitable for high temperatures. A Corliss valve of medium size will stand 4800 to 5000 F. , but no more, and the latter temperature very seldom. The smaller the plain slide valves are the higher the temperature they will stand ; large slide valves will hardly stand even slightly superheated steam if no provision is made for forced lubrication of the valve force.
Piston valves have proved to be most suitable for the highest tem- perature, owing to their uniform distribution of metal ; but even with this sort of valve certain experience is necessary to get them in good working order. With ground valves, the ribs holding the boss for the valve spindle must not begin within the working surface of the valve, but have to be placed beyond that, because they expand and make the valve polygonal. The valves must be ground in other liners to those in which they are to work in the engine ; the former liners have to be smaller in diameter to secure more clearance, to provide for the expansion of the valves ; all ribs must be placed beyond the working surfaces of the valve. The cylinder expands in length more or less than the steam chest, causing thereby deformation of the latter, which must be carefully considered in design. It is best to work the
STEAM IN WHITE AND SERPOLLET CARRIAGES
37
valves in liners fixed in the cylinder and with a small clearance, suf- ficient to allow for the deformation of the steam chest. With this construction it is of course necessary to make steam-tight joints be- tween the several ports, and this is best done by stepping the liners and seats and using narrow asbestos rings for each step. The liner is then forced on to the small seats by set screws in the cover, these asbestos rings making a lasting joint. Long valves cast in one piece become scored, whether, they are cooled from inside with exhaust steam or not ; consequently all valves should be made as short as
Gardner-Serpollet Steam Carriage
possible. Rings and springs in valves cannot be recommended, as the steam comes behind the rings and increases the pressure, causing friction, and therefore increased oil consumption. As it is impossible to rely on tightness of piston valves they must be made as small in diameter as possible. It may be stated here that superheated steam can travel at 30 to 40 per cent, higher speed through steam ports than saturated steam, and this fact has to be considered during con- struction.
38 STEAM IN WHITE AND SERPOLLET CARRIAGES
Two piston valves working one in the other, as the Rider or Meyer valves, are impracticable for superheated steam. If engines of that type are intended to be worked with superheated steam, each valve must work in a separate chamber.
Double-beat valves can also be recommended as being safe, but they require a special arrangement, which is not always obtainable with every gear. Very often it happens when warming up the engines that the valve spindles get hotter than the gland boxes, and on start- ing the engine the friction between spindle and stuffing-box is greater than the power of the spring, and if the valves are not positively driven, they remain open during the full stroke.
An engine constructed in accordance with the principles just explained is as safe with superheated steam as any other engine with saturated steam. From an experience over several years, it is not necessary to be bound to single-acting engines.
Besides the economy, the use of highly superheated steam has some other advantages, which are also important. It makes the steam consumption nearly independent of the size of the engine, as a small engine has about the same steam consumption as a large one, as, for example, an 80-H. P., compound-condensing engine uses 10.45 pounds of steam at 160 pounds pressure, and a 100-H. P. engine uses 9 pounds of steam per indicated horse-power per hour. The use of highly superheated steam does not require high boiler pressures ; 160 pounds is the highest to be recommended, as no advantage can be derived by exceeding this. As the amount of heat transmitted from the steam to cylinder walls, and vice versa, is much lower with super- heated steam than with saturated steam, the whole range of temper- ture from boiler pressure to vacuum can take place in one or two cylinders, so that the use of a triple-expansion engine does not make the slightest improvement in economy. It is not intended to be understood that the author proposes to do away with all triple-expan- sion engines ; for very large plants their use will be necessary for con- structive reasons.
With regard to economy obtained from engines working with superheated steam, the gain is derived from the larger volume of the steam and the doing away with initial condensation.
Generally the steam consumption of modern engines working under good conditions may be taken as follows :
Single-cylinder condensing engines with saturated steam and a pressure of 90 pounds to ico pounds per square inch, use 19 pounds
STEAM IN WHITE AND SERPOLLET CARRIAGES
39
to 25 pounds of steam per indicated horse-power per hour, correspond- ing to 373 to 490 British thermal units per minute. The great differ- ence in temperature between admission and exhaust steam causes much waste by initial condensation, and consequently this type of engine especially favors the use of superheated steam. With super- heated steam the consumption has been lowered to 13^2 pounds to 15 pounds, corresponding to 290 to 335 British thermal units.
Non-condensing single-cylinder engines gave consumptions of 15
Gardner-Serpollet 6 H. P. Touring Car
pounds to 18 pounds of steam per indicated horse-power per hour, which is about the same consumption as an average compound-con- densing engine with saturated steam. The non-condensing compound engine decreases the consumption to 14 pounds to 16 pounds per indicated horse-power per hour. The compound-condensing engine is the most economical, and the economy obtained can hardly be reached by a quadruple-expansion engine working at a pressure of 300 pounds. The steam consumption of such an engine, either compound or tan-
40 STEAM IN WHITE AND SERPOLLET CARRIAGES
dem, at 140 pounds pressure . only, never exceeds 10 pounds per indicated horse-power per hour, and usually remains below, many tests having proved 8.5 pounds to 8.8 pounds consumption per indicated horse-power. To utilize better these temperatures, and to work with various loads with safety and nearly uniform economy, Mr. Schmidt has introduced the receiver heater with automatic valve. The idea is to keep a steady mean temperature of cylinder walls not higher than will make the lubrication unreliable for different rates of expan- sion.
A few words may be said with regard to the cost of a superheated plant. Superheated steam engines use on an average 30 to 40 per. cent, less steam than saturated steam engines of the same type. Con- sequently, boilers can be made 30 per cent, smaller, and the difference in price will nearly cover the cost of the superheater. For the same steam consumption the superheated steam engine is cheaper, as it may 'be worked with a lower boiler pressure, and it is simpler, i. e. , instead of a compound engine with saturated steam, a single-cylinder engine with superheated steam may be used, giving the same or better results than the former.
With regard to oil consumption, it was found not to be more than that of an ordinary saturated-steam engine. For example : A 120 indicated horse-power engine used in 24 hours 4 pounds of oil. and -a 300 indicated horse-power Corliss compound engine 2.2 pounds in 10 hours for both cylinders.
In view of the great advantages of steam superheating and the great number of engines running at present satisfactorily, it is astonishing that a few failures have caused prejudice among some engineers, who make the general introduction of the use of super- heated steam very difficult. It will be worth mentioning that the results of a great number of trials have always proved a great saving in steam and coal, and even with small plants and simple piston-valve engines, almost the same good economy is obtainable as with large engines with most exact valve gears. It is therefore recommended that superheated steam should be used in connection with all engines; the only question to be settled is the degree of superheat which largely depends on local circumstances and the construction of the engine, and this matter should be left to the judgment of an experienced engineer.
Some Scenery Along the Route of the Paris-Berlin Race.
ON that side of the deep, salt sea where dwell our French brethren no effort is spared among the motorists, — who share that rightful pride of all their countrymen in the advantages and natural beauties of their land, — to facilitate touring by issuing guide-boards, maps, books and endless articles indicating the princi- pal sites, monuments, artistic features and historical landmarks to be viewed en route outside the cities, as well as the courses best adapted and most hospitable to the zealous tourist. Every periodical devoted to automobile interests shares in the general movement to disseminate information of this nature and furnish practical "arrow-heads" of location whereby both sojourner and inhabitant may become easily acquainted with the thoroughfares and historical characteristics, and travel without the discomforts and distractions attendant upon a drift- ing voyage with paths and destinations but dimly outlined in the mind of the auto-wayfarer.
At the beginning of the Paris-Berlin course the Grand-Duchy of Luxembourg was. traversed, — a territory so picturesque and typical of the striking landscape features to be enjoyed by the enviable tourist abroad that we reproduce a few of its salient points as depicted in V Avenir de U Automobile et du Cycle, one of the most enterprising of the publications referred to as furthering the above-mentioned aims.
A glance at the accompanying illustrations will enable the reader to see that these particular views do not represent parts of the great race where the leading contestants made their 60 and 70 miles per hour speed ; but these very parts were traversed by every wheel that was in that race, and it must have been interesting to see the various speeds shown by them at these particular points.
The history of Luxembourg dates back to the most remote ages. even to the Jurassic period, and throughout the country are distrib- uted numberless foot-prints of Time, bespeaking the era of the Roman reign. Its capital, Luxembourg, is built on the very summit of a rocky pile, outlined by the river Alzette ; a city of pleasing aspect. filled with noble buildings and generously endowed with tine parks
41
42
PARIS-BERLIN SCENERY
m
%
1
u
X
xf
<
PARIS-BERLIN SCENERY
43
and boulevards, from whence one may gain an admirable outlook owing to its elevated situation. Formerly an old fortification, de- stroyed in 1867, showed many most interesting traces of its ancient origin that are still evident, — notably a well-preserved, square tower, dating from 1398, and two other towers which once formed the city gates ; and a neighboring plateau, say the historians, served for a Roman encampment long years ago.
The grand-duchy is very hilly throughout, presenting altitudes
The Sfire valley region
varying from 200 to 550 meters, offering: difficulties to the tourist that stimulate ambition and offset all danger of monotony, but its valleys afford most favorable situations for excursions and all de- sirable resources are extended to the motorist. Old ruins and ram- parts crown the heights along the valley-ways encircling the mountains; among others the famous ruins of the chateau of Vianden wherein Victor Hugo took refuge during the war of 1870.
Many curious legends belong to these old ehateaus situated in
44 PARIS-BERLIN SCENERY
the wildest regions along the course, now winding through narrow passages cut through the precipitous sides by the river-courses (as shown by the illustrations), then on by foaming cascades falling over gigantic rocks worn into the most grotesque shapes and overshadowed by dense forests, the whole forming a landscape of marvellous grandeur and beauty.
Victor Joly, in his work on the Ardennes, aptly describes this incomparable scenery : ' ' The valley seems the bottom of an immense crater whose huge sides, jagged and broken, are profiled against the sky in sharp, stone needles. Over a rocky bed, in the depths, flows the Sure which issues from a dark gorge formed by one of the moun- tain recesses .... Solitude and silence reign over all and recall the sinister landscapes of the Appenines where Anne Radcliffe locates her chateaus, peopled with mysteries and spectres and feudal bandits defy- ing human laws and braving those of God. ' '
All tourists are assured of receiving the utmost courtesy and aid from the Luxembourg Touring Club, which is well organized and equipped with maps and information for traveling through the grand- duchy, where the people are by nature endowed with a liberal and kindly spirit.
Boston Clubs Consolidate
THE^consolidation of the Massachusetts Automobile Club and the Automobile Club of New England, under the former title, has been effected. Following are the officers : Presi- dent, Colonel James T. Soutter, Massachusetts ; first vice-president, Eliot C. Lee, New England ; second vice-president, Dr. Joseph C. Stedman, member of both clubs ; secretary, Dr. F. L. D. Rust, Massachusetts; treasurer, Royal R. Sheldon, New England; directors, A. W. Stedman, Chas. J. Glidden, Geo. E. McQuesten and Henry Howard (New England); and J. R. Bridge, Newton Crane, E. L. Reuter and Dr. W. A. Rolfe (Massachusetts). The new club has about 150 members. It will occupy the Massachusetts Club's house on Boyleston Street. The dues will be $50 a year.
►
An "End to End" Journey Over the Long
Course
By JOHN STIRLING
ON Friday, July 17, I decided to run over what I believe to be the most trying course for a vehicle of any description — namely, John O' Groat's House to Land's End — in order to put to the test a light motor car which my company is placing on the market, and which will be known as the " Stirling Parisian " phaeton. Next day a stock car was oiled up and dispatched by train to Wicke, where I followed it on Monday morning, after telephoning Messrs. Peter Lee & Sons, High Street, Glasgow, to have a supply of petrol for me at Perth and Carlisle.
After an early breakfast on Tuesday morning, July 30, John O' Groat's was left behind in a driving mist. The roads had a thick coating of dust, for rain had not fallen there as it had done the pre- vious day in the South. The surface was far from good, being covered in many places with loose stones ; especially was this the case on the dangerous hills at Dunbeith and Berriedale (the latter with a gradient of 1 in 9). At Mound Station we took a wrong turn which sent us round by Lairg Hotel on the way to Bonar Bridge, adding ten or a dozen miles to the journey to Tain, but this was reached in time for lunch at the Royal Hotel. Thereafter we drove on through Ding- wall and Beauly to Inverness, which was reached at 6. Passing- through Dingwall rain began to fall heavily and continued until within 10 miles of Inverness. After dinner the weather looking more settled we decided to continue our journey, which we did at 8 o'clock. We had scarcely cleared the city when rain again made its appearance, and the roads were in the worst possible condition. For the next 15 miles we had literally to plough our way through soft spongy clay and mud of a dangerously greasy sort. The low gear was inevitable if the car was to be kept parallel with the road. The high gear was slipped in only occasionally when the road surface became harder. Darkness coming on and neither the roads nor the weather improving, we stopped for the night at Freeburn Inn, having covered 180 miles for the day.
45
46 "END TO END" JOURNEY
Leaving Freeburn at 7.30 a. m. over roads still wet and having some stiff gradients, we traveled on through Kingussie and over the Grampians, the highest point on the road being 1,500 feet above sea level. A fine run down the other side was obtained in spite of the loose state of the road's surface. The crawling pace of a train, just here on the Highland line, drawn by two powerful engines gave us a reminder of the steepness of the grade. Some time before the sum- mit was reached the sky was clearing, and by and by the sun shone out brilliantly and continued with us as we quickly passed through Blair Athole, Killiecrankie Pitlochrie, Dunkeld and into the fair city of Perth, lunching here at the station hotel. Our petrol store was renewed here, and about 3.30 we left for Edinburgh. Burntisland was reached about 6 and the Granton Ferry crossed at 6.30. We reached the Royal Hotel, Princes Street, Edinburgh, shortly after 7 and in time to keep a business appointment at 7.30. During the last two hours rain had fallen plentifully and Princes Street was almost de- serted when we turned into it, after a long, steep climb up Pitt Street. Distance for the day, 140 miles.
Edinburgh was left next morning at 5. The rain had ceased, but the roads were heavy in places. Conditions, however, improved as we passed through Biggar and on to Abington, soon reaching the fine " Glasgow and Carlisle" road. After passing through Crawford and Elvinfoot we soon began the ascent to Beattock, followed by a flight down the gentle slopes on the south side. The road continued good through Lockerbie, and Carlisle was reached at 10.50, the run of 98% miles having been done on one charge of the petrol tank, which holds 21-5 gallons. After a good meal and replenishing the oil tanks, we left Carlisle about 12.30. A few miles out we met what appeared to be a Wolseley car making its way north. The road over Shap Fell was in fair condition, and it was only necessary to get down to the low gear nearing the summit, the rest being easily surmounted on the second speed. Good running was continued into Kendal, where another meal was taken on board. Weather and roads contin- ued fine through Milnthorpe, Carnforth and Lancaster, but rain and wet greasy roads were again encountered 10 miles out of Preston, our stopping place for the night. This was reached about 6.45. Run for the day, 186^ miles.
Leaving Preston after an early breakfast on Friday, having had our tanks refilled the previous evening, we travelled through Wigan and Warrington, after which the road was somewhat difficult to find
"END TO END" JOURNEY
47
being without the aid of the strip map, by Gall & Inglis, for this por- tion of the route. The road taken, however, was through Norwich, Sandback, Stafford, and as I had an appointment to keep in Birming- ham, I travelled thence through Walsall, instead of the more direct route. After a stay of 45 minutes we passed on to Broomgrove where a late lunch was eaten, and the car oiled up. Good running was made through Worcester on to Gloucester, and thereafter to Bristol, which was reached shortly after nine, putting up at the Royal Hotel. Distance for the day 193 miles.
Making an early start on Saturday morning, we entered the last lap of the journey. We found some trouble in getting on to the right
John Stirling's "End to End" Parisian phaeton
road out of Bristol, going several miles out of our way through a mis- understanding. Leaving Bristol, the roads were not the best, and farther South where traction engine work is common, they were badly cut up. However, they improved considerably as Bridgwater was approached. We stopped to shake hands with Mr. Roberts, coach- builder, who is also an enthusiastic autocarist, and in addition to his own business undertakes the overhaul of motor cars of every descrip- tion. Although it was our intention to spend only a few minutes here. we found an hour and a half had been absorbed in looking over Mr. Roberts' well-equipped works and showrooms.
48 "END TO END" JOURNEY
The roads were excellent to Taunton and fair to Exeter. Leav- ing Exeter we experienced a sharp thunder-storm, and we had to face two hours of heavy rain, as we climbed the Devonshire Hills, some of which are as trying as those in the North of Scotland. The weather thereafter cleared, and although the roads were still heavy, we had no- more rain on the journey. The route now took us through Laun- ceston, Wadebridge to Truro, where we enjoyed an excellent supper. We then continued to Penzance, where most good people were evi- dently asleep, and after leaving the well-lighted streets there we plunged into the blackness and darkness of the road leading to ' ' the End." The good folks of the house had turned in, but very quickly ' ' turned out ' ' on hearing the sound of our motor, and received us with every hospitality, and thus our long journey was ended. Distance for the day 199^2 miles.
During the whole journey of 900 miles not a bolt or nut worked loose. The travelling time of the trip was 59^ hours. The petrol used 28 gallons. The motor worked perfectly throughout. It re- quired attention only once, and that was at Tain. We found it did. not start up so briskly after lunch, and washed out the inlet valve in which we found a little grit. Although the car is fitted with both tube and electric ignition we used the latter entirely. The sparking plug was never cleaned or even taken out for examination until a few miles south 'of Launceston, when a few " misfires" were for the first time observed. This was after we had covered 817 miles. On inspec- tion the plug was found " sooty," but otherwise in perfect condition.. The cooling water used was 4 gallons.
A word should be said of the tires, which were ' ' Dunlops. ' " They went through the entire journey without a puncture, and were- not even re-inflated once by the way.
Messrs. Adams & McMurtry Co. , the well-known agents of the Packard carriage in this city, have decided to move their quarters- from the lower part of Fifth Avenue to 317 and 319 West Fifty-ninth Street, just off the Circle at the southwest corner of Central Park. Their garage will make the fifth important one in this prominent vicinity.
Winton Touring Car
THE new Winton $2,000 touring car has a motor built on the same general lines as the Winton racer, but it is better adapt- ed for touring on account of its being simpler. The motor has two cylinders and is rated at 15 H. P. The car complete, with all tanks filled and tonneau attached will weigh less than 2,000 pounds.
Winton Touring: Car — W. N. Murray at wheel, George A. Ballantine beside him, W. C. Carnegie in tonneau
It will carry two people comfortably on the front seat and two in the tonneau. The seats are 4 inches higher than in other models, but the center of gravity is lower than is the case in any of the previous styles. This new car has a decidedly improved system of gearing but holds absolutely to the Winton first principles. The low gear frictions are of increased size. Plates are made of steel. The gears are of bronze and steel. It has an entirely new type of steering gear, very sensitive, easily manipulated and in direction is absolutely positive. Should the forward wheels meet with a forceful resistance — a stone fence, telegraph pole, or the like — the steering wheel will yield and
49
5o
WINTON TOURING CAR
the gear absorb the pressure instead of remaining rigid and endanger- ing the axle.
All the tanks — gasoline, water and lubricating oil — are forward, back of the radiating coils, within sight and easy of access at all times.
The gasoline tank has a io-gallon capacity, water tank 8j4 and lubricating oil 2. Ten gallons of gasoline will, under almost any ad- verse road conditions, be good for 150 miles of travel. Where road conditions are better than the average the possible mileage on one filling will be nearer 200 miles.
An early Winton Motor Carriage Company production. On May 30, 1897, Mr. Winton sent this car a track mile in 1 minute 47 seconds
This car is equipped with wooden wheels, each wheel having twelve ij4 inch spokes, artillery hubs and steel clincher rims holding clincher tires. The car frame is made of riveted angle steel and is supported by semi-elliptic springs. There is an absence of under reaches and consequently no cause there for the slightest noise or rat- tle. Brakes are the very best ever made. Shoes operate on large inside hub flanges. They will hold the car, forward or back, on any grade. Wheels are run on ball bearings forward and roller bearings rear.
WINTON TOURING CAR 51
Carbureter, gasoline float and inlet valve are in a solid piece. This whole part may be removed by the unturning of four visible nuts. With this part out the exhaust valve is in sight. This valve may be removed without the trouble of taking out piston.
A jump spark is used for ignition. The rear axle has the benefit of a tri-truss support. There is a spur differential — bevel gears in this b>eing omitted.
An automatic air governor controls and insures a minimum motor speed when car is standing still. Having two cylinders the counter- balance and eccentric are no longer necessary. The muffler is the very best ever placed on any gasoline car. It is equipped with a cut- off, useful when fast work is desired.
Mr. Winton's Opinion
ALEXANDER WINTON is not at all alarmed over the fact that so many Americans are driving foreign built automobiles, for, according to his Auto Era, he says there is quite a change of sentiment on' the part of American users on this subject. MV> Winton's words are: "The desire to get hold of foreign machines and the disposition to think they are better than American made hav£ been overcome. The foreigner does not hold one-fifth of the ground that he did a year ago. It has been discovered that the American, machines have been built to meet the needs of Americans and to run upon American roads. The foreigners are beginning to admit this. " Mr. Winton's company has given charge of its New England interests to Harry Fosdick of Boston. Mr. Fosdick is not new at automobiling and there are few agents anywhere who have a larger acquaintance.
The Winton Motor Carriage Company has increased its capital stock from $200,000 to $1,000,000, to meet demands occasioned bv the growth of its business. It is the company's intention to open branches in several of the chief cities during the coming year, to prop- erly care for its distributed customers.
Automobile Club of Syracuse
ONE of the most active and prosperous organizations of automo- bilists in this State is the Automobile Club of Syracuse. It is the third largest club in the State, those leading it being the Automobile Club of America and the Long Island Automobile Club. The Syracuse organization was formed about two years ago and is
President T. D. Wilkin
destined to be among the leaders if its rate of increase in membership since its formation is any criterion of the future. The club now has an active resident membership of thirty, which comprises some of the wealthiest and most influential residents of the Salt City.
It is interesting to note in the list of members the names of those who were formerly recognized authorized in the manufacture of bicycles for which Syracuse became known all over the world. The
52
AUTOMOBILE CLUB OF SYRACUSE
53
most prominent individual, no doubt, in this connection is E. C. Stearns, president of E. C. Stearns & Co. , who were the makers of the once famous ' ' Yellow Fellow. ' ' The Barnes Cycle Company is likewise represented by Charles F. Saul, its former president, and William Van Wagoner, who made the Barnes ' ' White Flyer ' ' famous.
All of the above named are very enthusiastic autoists and are fre- quently seen in the make of carriages they are now manufacturing.
Perhaps the best- known member of the club is Lyman C. Smith, president of the Smith Premier Typewriter Company. Mr. Smith is a very keen automobilist and is often seen in his handsome steam surrey. It is generally thought that he will be the possessor of a very handsome and fast gasoline car next year.
Steam carriages are most in evidence as to numbers, there being nineteen owned by club members, while the gasoline machines number but seven. There are four electrics. The handsomest and most costly vehicle in the city is the electric stanhope made by the Buffalo Electric Carriage Company, which is owned by Frederick H. Elliott, secretary and treasurer of the club.
It is expected that the club will double its present membership before another season passes, and there will be a number of large, fast gasoline machines among the club members, orders for several h'aving already been placed for spring delivery.
Secretary Frederick H. Elliott
54
AUTOMOBILE CLUB OF SYRACUSE
The club took much interest in the recent endurance contest. Few of the contestants were aware of the fact that the signs and arrows along the route from Syracuse to Weedsport were placed under the direction of the club. The entertainment of the contestants by Presi- dent T. D. Wilkin and Secretary-Treasurer Frederick H. Elliott is still fresh in the memory of many. It was these officials who met the first arrivals on the run at some distance out of the city and escorted
them to the control at the Yates Hotel.
At a special meet- ing of the club, held Monday evening, December 2, it was unanimously decided to accept the invitation of the Automobile Club of America to affiliate with it, and Secretary Elliott was instructed to advise the A. C. of A. of this action, and was also empowered to sign the agreement in behalf of the club.
At this meeting the subject of holding a race meet next year was informally dis- cussed and the idea met with the approval of all present.
The Lakeside Boulevard would be fine for holding a five or ten mile race, and the new one mile track of the State Fair grounds joins it. This subject will be more thoroughly looked into at the next regular meeting of the club which will be held in January, when officers for the ensuing year will be chosen.
Following is a list of the membership : W. L. Brown, A. T. Brown, C. A. Benjamin, Geo. M. Barnes, G. K. Betts, F. C. Brower, Dr. E. W. Belknap, J. W. Cronin, Dr. Gregory Doyle, Stephen S.
Vice-President Dr. Gregory Doyle
AUTOMOBILE CLUB OF SYRACUSE
55
Dayan, F. H. Elliott, W. J. Fredericks, F. W. Gridley, A. E. Hughes, Dr. H. B. Hawley, Dr. J. M. Veese, F. E. Norton, C. F. Saul, E. C. Stearns, P. F. Stephani, L. C. Smith, H. L. Trebert, T. D. Wilkin, G. E. Warner, Wm. Van Wagoner, John Wilkinson, Dr. W. W. Williamson, Louis Will, F. L. Wrightman, Edward Zahm. Officers — President, T. D. Wilkin; vice-president, Dr. Gregory Doyle; secretary-treasurer, Frederick H. Elliott.
Mr. and Mrs. Frederick H. Elliott in electric stanhope
Here is a Far-away Customer
I SEE by your magazine that one can make his wants known to you, and you in turn, will help him to get what he wants. I want an automobile suitable for this country, strong and durable and not stylish. Can you put me on to the way of getting one ? I don't know whether gasoline or steam is best. I don't want to go high in price. F. W. Hart.
Greenwood, British Columbia.
An Eligible
(saved by an automobile)
BLESSED be Saint Auto ! I am still eligible (though fractured), still a clubman, and may still linger in the train of the latest debutantes or flirt in the conservatory with the latest widow. For five years I have hovered on the brink of matrimony, hesi- tatingly, as one peers into a deep gulf too dark to fathom, and each successive retreat only brings me to a new pitfall digged for the un- wary— as bear witness my most recent exploit and escape :
Now, among other venerable personages interested in my con- jugal welfare, I have an aunt who has sworn she will make a'brilliant match for me no matter what trouble it may cost her. Never devi- ating from her resolution, she constitutes herself my shadow at all the social functions which I favor with my eligible presence in the winter season, or at the summer resorts which we cultivate. Dear, attentive auntie ! at intervals of ten minutes or less she plods to my side and, bending over me till all her armored corpulence creaks with the strain, whispers: " Oh, look, dear nephew, over there — that charming bru- nette. Good family, very rich ; an old uncle almost on his last legs, who is sure to leave her a fortune — what more can you look for ? I know them — you must be introduced ; that's understood, so say no more about it. ' '
The "charming brunette," on nearer inspection, proves to be an over-ripe female on the thither side of thirty, with eyes like gimlet holes, an imperceptible nose, thin hair and sharp shoulders.
But, undaunted, auntie enthuses again :
' ' See that beautiful girl passing on the arm of the general ? Now there's your chance ; a military family. They are looking our way — the general must make your acquaintance. ' '
But the "beautiful girl" has the figure of a horse-guard and over-tops me by a head ; her nose like a pruning hook, peremptory manner and loud voice, indicate all too plainly her origin from a ' ' military family. ' ' And as I have always thought that in a well- regulated household the wife should be unable to eat her soup on her husband's cranium by reason of her excessive height, I obstinately refused to be presented to the general.
56
AN ELIGIBLE
57
I might thus go on indefinitely relating the fifteen or twenty simi- lar, futile attempts of my excellent aunt, even recalling the instance of a marriageable doctress who tenderly held my hand between the dances — to feel my pulse and assure herself of my state of health, as I afterwards discovered. But I prefer to ignore these embarrassing souvenirs and lead up to my story of the automobile as a bachelor- having institution.
It was still my aunt who acted as intermediary agent in this affair
|
i^Bfl |
PF^HBHH |
|
Mr mm |
|
|
pi i ^irtW5_. |
|
|
--TTMirii AUTOMOBILE MAGAZINE . |
^^^fll^^BI |
An Eligible De-Dion
— at the big society ball where she again decided my fate, announcing that this time the inevitable had arrived : "Handsome girl, accom- plished, enthusiastic sportswoman and a millionaire — an orphan as well. You must call on her to-morrow at her residence — your future residence if you follow my instructions. You have only to accept her invitation and press your suit with ardor ; she is already favorably inclined towards you."
'' Handsome girl " — well, not a bad beginning, and perhaps for
58 AN ELIGIBLE
once there might be some truth in the old lady's glowing statements ! "A sportswoman" — um-m-m — that had never been exactly the woman of my wildest imaginings ; but then, in these days, all women with good physical training are called sportswomen, and, at least, such, a term is indicative of robust health in the person to whom it is- applied ; " and a millionaire ! " — a fact not to be trifled with, either, any more than the palatial residence accompanying it. And, finish- ing touch to this delectable train of thought, ' ' an orphan ! ' ' What luck ! No step-mother, or other encumbrances in the line of relatives- whose opinions must be jealously respected and stupid superstitions avoided. The dear little " orphan !" — my heart warmed towards her already.
At the appointed time I sounded the electric bell of my ' ' future- residence," according to my respected relative's prediction.
On my way through the hall I encountered something which I was unable to relegate to any precise sex region ; it was done up in an ulster and might have been either man, woman or chauffeur. My side glance discerned an enormous visored head-gear beneath which were two black glass discs in the place of eyes and the mere sharp tip of a nose, all barely visible through a thick veil, which, alone, revealed the possible sex of the wearer.
I was just disappearing through a doorway when an imperious,, sharp voice pierced through the impenetrable veil, demanding: " Are you the chauffeur? " I was transfixed with astonishment. The voice- continued, "It's high time you were here ! You want to get another speed-gear on you if you' re going to chauffe for me ! " I recovered sufficiently to attempt extricating myself from this case of mistaken identity, but before I had cleared my throat, it, of the shaggy ulster,, had approached abruptly and, seizing my shoulder with a masculine grip, twirled me about for inspection, ejaculating with military pre- cision : "Turn 'round! A little too short, shoulders rather too* sloping, but good torso and fine muscle! — not bad! You'll do." Recovering my correct attitude at this point, I said, presenting my
card: "Pardon me, but I have come from Madam A , my
aunt. ' '
At my aunt's name the ulster seized my right hand with a vig- orous clasp and, shaking it with a mechanical, emphasized motion,, exclaimed :
" Madam A , my dear friend? and you are the nephew? Oh,.
I say ! but you're not offended, I hope, because I took you for the
AN ELIGIBLE
59
chauffeur ? To think that I have waited for that stupid chauffeur since noon to fix my electric runabout which I broke yesterday ! But never mind, we'll take my racing car, 40 H. P., no less, and we'll whoop her up ! Come on ! I'll show you howl can manage her."
The ulstered figure helped me to a seat with its strong, right arm ; the long, white, mechanical monster, with its rakish air, seemed intent on machinations of its own as it waited its owner's touch of command.
Then my gentle intended — for I had at last recognized in the
Autocar Stanhope
shaggy ulster bundle the pretty little "orphan" with six figures to her bank account, started the motor, climbed to my side, pushed one lever, pulled another, and we were in motion.
Along the straight route, bordered by endless elms, we moved as in a dream, the speed being unrealized, save for the trees on either side that seemed to file past at a dizzy rate.
Five minutes of silence while I was trying to -control my breath sufficiently to venture a remark — something about the weather, or any weak compliment, merely as a start, but the force of the air choked
<6o AN ELIGIBLE
the madrigal in my throat, and I remained stupidly blinking with set muscles and an auto-matic grin.
On her side, my companion seemed perfectly at ease. " Charm- ing isn't it," she said, "this unconventional manner of becoming acquainted ? I always was a Tom-boy. This freedom from restraint — this fascinating sport and comradeship is so pleasant. You see how delightful this will be for both of us, if we understand each other: There's the automobile, the air-ship, football and golf. I'm sure you indulge in all of these, and then I've always wanted to shoot Niagara Falls in a barrel — but I didn't like to go alone. Now, if we are mar- ried, we will try it together in the same barrel — you see what an amusing experience that will be."
I was still gasping and endeavoring in vain to say something, but the wind cut my face like a cat-of-nine-tails. We must be covering ioo miles an hour — not an inch less. My hands were becoming cramped with the strain of holding on to the sides.
But the pretty ' ' orphan ' ' continued, nonchalantly : ' ' Do you like wrestling ? I'd rather box and fence than sit by the fire and read novels any time."
Then, for the first time, the gentle creature bent towards me for an answer in the affirmative, and for two seconds her attention was distracted !
What happened, I know not, but in less time than it takes to relate it, I felt the white monster, whose opportunity had come at last, rear to its full height, and give one prodigious leap over some obstacle, which must have been an embankment ; I described an immense parabola through the air — like a projectile, as I dimly remember, and then nothing — night — oblivion !
Twelve hours later I revived consciousness, only to find myself in bed, in one of the profusely decorated chambers of the "orphan's" mansion — it was filled with the odor of antiseptics, and I was bandaged like a mummy. It appeared that I had sustained a light (?) fracture of the skull and dislocated my left hip.
I could gain no information from the hospital nurse who was in attendance upon me, as to the past, present or future state of the parentless ulster, which was driving that racing-machine at the time of the accident, and since I have been taken to the hospital an impene- trable silence meets all my inquiries. I have no real interest in the subject any way, and I am not savage by nature — far from it — but I am just waiting for my aunt to approach me with one of her brilliant
AN AUTOMOBILE SPEEDWAY 6r
propositions, when I have become convalescent ! I can see by the glitter of her eyes, that she has some new scheme in tow, which only the presence of the attendants prevents her from broaching.
A. L.
An Automobile Speedway
THROUGH one of the most picturesque parts of New York cityr Bronx Park, a new automobile road is being constructed. Within probably two months it will be ready for dedication to public uses, according to the present plan of the construction company that has the contract for building the course.
The road begins with a loop near the Pelham Avenue bridge across the Bronx River, running southwest toward the Kingsbridge road, passing through a most attractive portion of the Bronx Park and the Zoological Gardens. The termination of the course will probably be some point still further on, connecting the whole upper park system by the first automobile course in the world.
The scheme of improvement, according to the authorities in charge of the enterprise, is in keeping with the entire series of public improve- ments which have taken place here within the last few years. It is designed to make one more feature for this fast growing district that has occupied the minds of the best engineers and a competent army of men for some time.
While the new automobile road will not be open to the public as a speedway for automobiles, like the Speedway on the west side, for horses for instance, where racing may be indulged in — the devious windings of the road, as well as its narrowness making this dangerous — it will offer an automobile spin to any who are so inclined for a nom- inal fee.
At the entrance there will be automobiles for hire. These vehicles will probably belong to the park, just as the road, built at the expense of the city, will remain a part of the park system.
The road, upon which a great many workmen are employed, is already about half done. The blasting through the more stubborn
62
AN AUTOMOBILE SPEEDWAY
portions is about completed, the cracked stone laid over the fragments of dynamited bowlder and the whole surmounted with concrete. It will be as perfect a piece of work for the purpose designed as ingenui- ty can render it, and will be highly picturesque. The park at this point is particularly sightly, grand trees lining the way, and on the other hand the various zoological features of the park invite inspection. The large aviary and pools are near at hand, and on the opposite
Scarcely a Speedway
side is being built the great lion house, which will be the finest struc- ture for that purpose in the world.
No other vehicles of any nature whatsoever will be allowed on this course, giving entire play to the automobilists. The success of this enterprise will determine how far the Park Commissioners will extend the system. It is possible that with the improvements in progress on the west side of town a complete automobile course, beginning at
MONARCHS WHO MOTOR 63
Central Park and running through the entire series of parks, will be established and maintained for the exclusive use of automobiles.
At the Bronx bridge entrance to the park there is proposed a grand entrance of such proportions and artistic beauty as shall be in keeping with that of the parks farther south. The position at the water's edge makes this possible, and the approach from Morris Park- way will be especially sightly. The surroundings lend themselves especially to horticultural development, and without doubt, within three years at most, this part of the city will be greatly beautified and rendered highly desirable as a place of residence.
Monarchs Who Motor
SOVEREIGNS and state officials who have become enthusiasts devoted to the sport of automobiling are numerous, in compari- son with their numbers be it understood, for Kings, like masta- dons, are nearly an extinct species, or likely to become so.
Foremost in the ranks comes the Pope who, in 1899, ordered and still uses, an electric auto-cab.
Next, the Shah of Persia, who, during the exposition of 1900, took lessons from Monsieur Serpollet of steam automobile fame. The Shah is now devoted to mechanical locomotion.
The King of Belgium travels constantly from Brussels to Paris in his automobile, and prefers this method of travelling to any other — it is expected he will arrive in Nice this Winter in a new 40 H. P. car.
The King of Italy, being a practical monarch, has gradually reduced his stables, replacing horses with motors. King Humbert kept 380 horses — his son has now but 150. The young King owns 10 motor vehicles, two of which are for his personal use, one for the Queen and the rest for his suite.
The Comte de Turin owns an automobile of well-known make, and the Due d' Aoste has four.
The Czar owns a 30 H. P. Dietricht.
The Emperor of Germany frequently uses an automobile and is
6\ MONARCHS WHO MOTOR
said to attain so high a rate of speed in the streets of Berlin that the detectives detailed to watch over his Imperial person are unable to follow him.
Her Majesty Queen Wilhelmina of Holland must be included in the list — most gracious Queen that she is !
The King and Queen of England are becoming more and more devoted disciples to the art, and by their example are gaining numer- ous converts from among the ranks of aristocracy. It is currently reported in France that Edward VII recently narrowly escaped arrest for speeding in Hyde Park.
The Sultan of Anjouan has also essayed automobiling. While visiting France recently he declared himself as enchanted as an oriental may be, with the experiment, and the motor that conveyed him.
And still another Sultan, Abdul-Hamid, but by proxy this time: — Yachting has formerly been his favorite pastime, but wearying of this and hearing of the fascinations of motoring, he ordered a car and, the carriage being delivered, demanded a detailed description of its mechanism, to which he listened with all earnestness and then com- manded his first chamberlain, Faik-bey, to ride in the carriage while he watched the manipulation of the affair. He has never consented to ride in it himself. And now the only sport in which he engages is revolver practice, and in this he has acquired such address that at 25 feet range he signs his name on the target. But in time it is expected that the Commander of the Faithful will succumb to the seductive charms of the motor vehicle.
And here the steps of automobile achievement in royal circles end.
Automobilist — "Say, I want this mask changed. It doesn't cover my face enough. ' '
Clerk — " But it's the regular thing."
" Can't help that. I find that the people I run over are apt to recognize me." — Life.
Long Island Automobile Club Election
THE annual meeting of this organization was held at the club rooms, 1 190 Fulton Street, Brooklyn, Wednesday evening, December 11. After the election of officers and the transac- tion of some routine business, an adjournment was made to the club house of the Union League Club, where the annual dinner was served.
The election resulted as follows : President, W. Wallace Grant; Vice-President, Edward Pidgeon ; Treasurer, Frank G. Webb ; Sec- retary, Louis A. Hopkins; Board of Governors — Nathaniel Robinson, M. D. , Cornelius J. Field, Edward Pidgeon, Louis R. Adams, J. W. Newberry and A. R. Pardington; Committee of Admissions — Charles Rockliff, A. M. White and H. R. Perkins.
Those present, besides the above-mentioned officers, were : W. Hoppins, Charles W. Spurr, Jr., R. E. Jarrige, F. S. Ray, J. Peck, Edward C. Seed, C. A. Hendrix, A. D. Bancker, F. T. Craven, H. L. Towle, S. E. Ranny, A. N. White, Charles Rockliff, F. B. Stephenson, B. E. Cornwall, John D. H. Schurtz, Alden L. Mc- Murtry, George B. Adams, and the editor of this magazine.
The menu was especially characteristic of an automobile dinner, the different courses being labelled in burlesque after some of the club's foremost members. The following gastronomic monstrosities were successively brought on in the usual order :
Long Island Automobile flexible bi-valves
Celery Nuts Olives
Jump Spark Attachment
Bisque of Clams, a la Chauffeur
Chicken Halibut
Pommes without tires
Grant Steer
Fresh Mushrooms, Gasoline Sauce
Greencoats
Radiators Frappe Firing Torch Centers
Bob White, stuffed
De Dion Grasses
from Church Lane Farm
Low-geared Interchangeable Cream Pardington Tuffs
/Edams' Cheese
with Hopkins' Lactometers
Webb's Nerve Cure, demi tasse
65
66 LONG ISLAND A. C. ELECTION
Mr. Newberry acted as toast master and his being familiar with the various speakers enabled him to introduce them appropriately in his characteristic way. Mr. Grant spoke of his acceptation of the club presidency, and gave the retiring officer unbounded credit'for the good work he had done for the organization during the past year. Mr. Adams replied and emphasized the point that there were a number of other good workers in the club besides himself, who had done equal service in bringing the organization's name before the public so credit- ably during the first year of the club's life. Cornelius J. Field gave an account of the recent endurance test, and A. N. White spoke of the several experiences he was familiar with in running a gasoline machine. Mr. Pardington described in burlesque form a wondrous automobile, statistics having just been furnished him from the patent office. George B. Adams related a trip he made from New York to Boston on an automobile that was neither chain-driven nor by beveled gear. He made the astounding statement that he covered the distance in somewhat less than six hours, but followed this asser- tion quickly, by telling his surprised and skeptical looking listeners that anyone could take the same automobile, it leaving daily from the Grand Central Depot. The toast, ' ' Technical Press in Automobiling, ' ' was responded to by the editor of this magazine.
The formal speaking being over a discussion followed concerning the proposed affiliation plan as sent out by the Automobile Club of America, the subject being started by Mr. Webb, who outlined what there was in the plan and spoke of the merits and demerits of it. He was followed by Mr. White, Mr. McMurtry, Mr. Schurtz, Mr. New- berry and Mr. Ray, there hardly being a dissenting idea — that the proposition of the parent club offered nothing that would be attractive to any independent automobile organization. It was shown that the A. C. of A. simply was asking all clubs to do homage and give com- plete allegiance to it. Clubs were asked to always recognize the rules of the A. C. of A. without being given any voice or representa- tion in framing such rules. Mr. Pardington spoke of two very aggravating cases the L. I. A. C. had recently experienced in agreeing to abide by the rules of the A. C. of A. He said that after all arrange- ments had been made for holding the recent speed trials on Ocean Parkway, the A. C. of A. notified them that certain new rules had been framed, and that a change would have to be made from the L. I. A. C. announced conditions. This was done, and after having the amendment printed and sent around, then the A. C. of A. notified
LONG ISLAND A. C. ELECTION
67
the L. I. A. C. that they had made more changes in the rules, which would have to be observed. Mr. Pardington said that it gave his co-workers a great deal of trouble, and brought about a waste of time and money to amend the originally announced conditions twice, and that he did not see, since the L. I. A. C. was perfectly able to hold any kind of a run, tour, long or short speed trial or road race, why the club should agree to accept rules from an organization that
J. Peck in 8 H. P. De Dion
paid so little attention to details as to be the sponsors of racing rules which were defective.
The sentiment was almost entirely with Mr. Pardington, and the discussion ended by its being unanimously expressed that a National Association of American Automobilists should be formed and that the L. I. A. C. would gladly co-operate in organizing such a body, but that the plan as proposed by the A. C. of A. should not be accepted under any consideration. On the editorial page of this issue some points are mentioned regarding the forming of a national body to control the sport side of the automobile industry.
Glasgow Trials Awards
By ALEXANDER F. SINCLAIR
THE judges' committee of the Automobile Club of Great Britain and Ireland has issued its report on the automobile trials held during the first week of September. It may be remembered that the club advertised the word " Reliability" as the motto of the trials, but the judges in arriving at a conclusion have not allowed that quality to wholly decide the question. Indeed, they have pretty well used up the alphabet in distinguishing between the various other factors introduced, and as no difficulty would have been experienced in still further ringing the changes on these terms it seems almost a pity that they did not make the whole journey and exhaust the twenty-six letters. The considerations which influenced the judges, in addition to the numerical results from reliability and hill climbing, were: (a) Price, (b) weight, (c) horse-power shown by performance^ (d) persons carried or load, (e) price in proportion to seating ca- pacity occupied, (f) price in proportion to power of motor, (g) power in proportion to seats occupied, (h) power in proportion to weight, (i) mechanical efficiency as shown by hill-climbing trials, (k) sim- plicity of transmission, (1) accessibility of mechanism, (m) quality and sufficiency of speed gear, (n) easiness of adjustment, (o) steering gear, (p) brakes and brake gear, (q) ignition arrangements and apparatus, (r) general design, mechanically ; (s) general design, appearance ; (t) workmanship, especially of machinery ; (u) condi- tion of cars at end of trial, (v) breakages and defects not previously mentioned. How far these several factors were allowed to operate in favor of or against the various cars is ' ' wrapt in the womb of mystery," for they have not been made public, which is unfortunate. In a preliminary note to the awards the judges confess their inability to place petrol and steam-driven cars on a fair basis for comparison, and with all the considerations and conditions specified above hum- ming in their heads, it is little wonder. The quandary in which these able men found themselves, however, only sufficed to demonstrate their stupendous resources. They award gold medals to both types of motors ! Magnificently simple ! Reminds one of the foot race be- tween two runners for which both got first prize — one, because he ran faster, the other, because he had better style.
68
GLASGOW TRIALS AWARDS 69
The awards are as follows :
Section I (Cars entered by manufacturers or their agents;. (Steam motors only competed in Class A.) Class A — Price not exceeding ^250.
Gold Medal— Petrol, No. 9 ; 5 H. P. Wolseley. Gold Medal — Steam, No. 20 ; Locomobile. Silver Medal— Petrol, No. 16 ; 7 H. P. New Orleans. Class B — Price not exceeding ^350.
Gold Medal — Petrol, No„ 2 ; 6 H. P. Motor Manufacturing Com- pany's light carriage. No silver medal. Class C — Price not exceeding ^"500.
Gold Medal— No. 10 ; 10 H. P. Wolseley.
Silver Medal — No. 3 ; Motor Manufacturing Company's six- seated car. Class D — Price exceeding ^500.
Gold Medal— No. 14 ; 16 H. P. Milnes C. P. C. Silver Medal — No. 13 ; 10 H. P. Mors. Class F — Delivery vans.
Gold Medal — No. 4 ; Motor Manufacturing Company's 6 H. P. one-ton van. Section II was for privately owned vehicles and in their case no
awards were made. Section III (Parts). Class B — Pneumatic tires.
Diploma of Performance — P 1, Dunlop tires. Class G — Ignition apparatus.
Gold Medal — P 4, Simms-Bosch magneto-electric ignition, and interrupter timing gear.
Some quite interesting questions might be propounded as to these awards, and, in the absence of the marks secured by the cars for the "alphabet," it is justifiable, even though one does not cavil at the decisions, to set one or two of them down. In Class A the Wolseley vehicle, which was given the gold medal, had three deductions for mechanical defects, and failed to do more than surmount Whistleneld without any passenger ; while the silver medalist also lost marks for reliability, and, although on the first two hills it showed much above the average, yet it only succeeded in taking its driver over Whistlefield. When these performances are compared with those of the Argyll and
7o GLASCOW TRIALS AWARDS
De Dion voiturettes, one is constrained to exclaim, "great is the virtue of the alphabet !" The Argyll lost no marks for reliability, and took good marks for hill-climbing, surmounting Whistleneld with four passengers, while the De Dion only lost two marks for reliability, and also did better than the gold medalist in hill-climbing. One might also inquire why no silver medal was awarded in Class B. In this class the Arrol-Johnston dog- cart made as good a record as the car awarded the gold medal — both for reliability and hill-climbing, if all three hills be included in the test — yet it was not deemed worthy of second place. Why ? Was its shape, which is that of former days, against it, or did its weight — nearly 2,600 pounds — prove the barrier to success ? It must be admitted that a vehicle to carry four passen- gers, weighing say, 680 pounds as a total load, but which has a dead weight of 2,600 pounds is somewhat too heavy.
Of the eleven prize winners four were of foreign and seven of British manufacture. The proportion of foreign to British motors entered by manufacturers for the coveted medals, was sixteen to twenty-seven, so that the British makers have more than held their own. The foreign built medal winners were the Locomobile (America) t and the De Dion voiturette (France), in Class A ; the Milnes (Ger- many), and the Mors (France) in Class D.
There has been considerable acrimonious criticism in the technical press of this country about the awards. It is observable, however, that none of the aggrieved individuals has a word to say against the impartiality of the judges, although their capabilities and competence have been freely called in question. The position is a difficult one» The best judges without doubt are the men who have themselves built cars, but the best of them are of course engaged in the industry, and are therefore out of the question. Next best are the men who acted on this occasion — men whose impartiality is above suspicion, although the extent of their knowledge may leave something to be desired.
In the December issue of this magazine a previous article on the Glasgow trials states that the 9 H. P. Napier, No. 23, Class D, had some difficulty in surmounting Whistleneld Hill. Mr. Edge has since explained that the stoppage was caused by an obstacle in front, and not by want of power in the car, this version having been accepted by the A. C. G. B. I.
America's Fastest Steam Carriage
THE accompanying- illustration shows the fastest steam carriage in this country, manned by its originator, who sent this vehicle at the recent Long Island trials, a mile in i minute 15 seconds. Mr. Davis says these figures do not represent the ability of the
Samuel T. Davis Jr. in his Locomobile racer, 1 mile 1 minute 15 seconds
machine over such a short distance, and that several seconds under a minute is not beyond its capabilities. This carriage was planned and built very hastily, and put together in the Locomobile factory at Bridgeport in about ten days. It is Mr. Davis's personal property,
71
72 HENRY FORD'S NEW AUTOMOBILE COMPANY
he being responsible for the idea of building a steam car which could give creditable representation in actual speed against those propelled by gasoline.
The wheel base is 5 feet 9 inches, and the weight loaded, but without passenger, is 1,200 pounds. The boiler is 20 inches in diameter and 16 inches high, it being of the regular Locomobile pat- tern. The steam pressure, when the vehicle made its record, was 250 pounds, and it readily maintained it during the many trials Mr. Davis made up and down the course that day. The engine has two cylin- ders, three inches in diameter, and four inches stroke, with cranks at right angles. The gear from crank axle to driving axle is 1 to 1. The range in mileage without replenishing, is about 30 miles, there being capacity for 40 gallons of water and 8 gallons of gasoline.
The occasion of Long Island trials was only the second time its owner had tried the vehicle, and its parts still show signs of not being properly worn to each other. These facts make it likely that the car- riage will fully equal Mr. Davis's anticipations when he again tests it purposely to accomplish some speed.
Henry Ford's New Automobile Company
HENRY Ford's design of the 26 H. P. gasoline automobile racer was shown in our November issue. He has another under way, which he says will outclass the first one he manu- factured at every point in the game. Since the races at the Grosse Pointe track he has changed the design of the machine entirely, and now has a model which he thinks will perfect all the defects in the old machine. The Henry Ford Company was recently incorporated, and Mr. Ford will be mechanical engineer. The new company will begin to manufacture machines at once in the plant of the old Detroit Automobile Company, which went out of existence a year ago. The plant is located at 1,343 Cass Avenue.
William H. Murphy, the treasurer, is responsible for the new company— having furnished the funds for Mr. Ford to continue his experiments.
The new machines will have greater power with less weight. The capita] stock of the company has been fixed at $60,000.
Proportion of Automobile Club of America Automobile Owners to Members
AT a gathering of members at the Automobile Club of America rooms Tuesday evening, December 10, President Albert R. Shattuck just before introducing the lecturer on that occasion, Hart O. Berg, said that he had gathered a few statistics to refute a statement that had been made and found its way into print, viz. : that only 25 per cent, of club members owned automobiles. Mr. Shattuck' s figures were as follows : Total membership, 351 ; number of automo- bile owners, 254 ; number of automobiles owned by members, 358 ; number of automobiles owned and ordered by members, 431.
This shows that over 66 per cent, of the members possess machines and that there are owned in the club more automobiles than there are members, some of the latter .being credited with three, four and even five. The fact that over 66 per cent, of the members are owners was the part that surprised Mr. Shattuck' s listeners, most members better informed than the average on the subject thinking the proportion would be not over 50 per cent.
Stewart's Double-Action Brake
The brake band is held by strap 2 on axle 1, connecting at 4 and forming a pivot or fulcrum for the lever and its connections 5 and 6. The brake band 3 encircles the differential or other braking pulley and holds positively in either di- rection. This is a feature which should commend it to any automo- bilist who wishes to prevent acci- dents due to brakes that will no! hold every time.
73
The Motor Phoenix
LIKE the fabled Phoenix, from the old there is evolved the new even in so young a trade as the automobile industry, and he who is not the possessor of a 1902 model will soon feel himself a back number in motor circles. But the fertile mind of the French manufacturer rises to the emergency of the edicts of Fashion, even in the case where the finances of the autoist are unequal to the caprices of style : — so an enterprising firm remodels vehicles to suit the most
Old Panhard
fastidious, retaining the motor and Other vital parts which may have proved entirely satisfactory through weal and woe, but giving to the exterior the lines, proportions and attachments required by the latest designs.
Compared with the first expense of an automobile these modifica- tions are inexpensive and permit many a hesitating purchaser to indulge:
74
THE MOTOR PHCENIX
75
in the sport, feeling that they will not be obliged to renew the sum total within two years to avoid becoming antiquated.
These illustrations, as given in La Locomotion, so clearly voice the transformatron scene, from an old Panhard to a new, that very little description is necessary. Besides the changes of proportion, height, etc. , the weight has been considerably diminished while the rate of speed has been increased.
This should stimulate the expectant investor in an automobile to renewed care in his first choice of a machine, since, like a silk hat, it may but need to be reblocked the following years.
Remodelled Panhard
But remodelling automobiles is a feature that by no means is mon- opolized by French firms, for, in America, some of the well-known manufacturers are proceeding on similar lines. The Haynes-Apperson Company, of Kokomo, 111., is remodelling the celebrated surrey owned by Henry S. Chapin, which was driven to victory last spring in the L. I. A. C. ioo-mile endurance test and won the blue ribbon. One of the accompanying illustrations shows the original form ; the other, with its four occupants, represents the machine as it will be remodelled.
The wheel-base has been lengthened a foot, and is now 8 feet. An old-style transmission gear which was not very reliable ate up con- siderable power, and has been removed in favor of a direct chain from countershaft to axle, permitting the change of gear almost
76
THE MOTOR PHCENIX
instantly, so the machine can be used in a hilly country as well as on level roads without difficulty from lack of power. The body has been dropped close to the axle, partly to facilitate the use of the chain
;.- - ..-■■' ., .-• '..r- -
Henry S. Chapin's old surrey
trf«#
and partly to give greater stability ; it has also been lengthened, giving baggage room and space for radiators under the front hood,
the radiators and pump taking the place of the large tanks formerly placed on the sides of the body. More space has been provided between seats, and minor details in the arrangement of batteries, coils, etc., have been changed to afford more room, of which there is now plenty — something lacking in Mr. Chapin's remodelled surrey most vehicles. The chain
ANOTHER CONVERT 77
drive necessitates reversing the direction of the engine, which is done by giving a half turn to the reducing mechanism controlling the exhaust cams and sparker rods. Improved vaporizers have been fitted of the same type, the changes of the whole making a much handsomer and easier riding vehicle and giving an increased efficiency of 15 per cent, to the available power from the same engine.
Another Convert
AN example of the trend of the times was well shown recently by an answer which the Brooklyn Automobile Company received from an advertisement regarding the sale of an automobile. The company advertised as follows : " For Sale — Locomobile in per- fect shape, an excellent steamer, a bargain at $350.00. Address H. R. P., 477 Halsey Street, Brooklyn."
One answer received, read : " Would you entertain an exchange of a very nice team of horses, harness, and Brewster trap, for your Locomobile? I have such to offer, and if you care to make the exchange kindly write me. ' '
f8
Book Reviews
One of the most elaborately devised publications of the season is that issued by J. F. Taylor & Co., under the title of "The Book of Sport," the edition being limited. It contains over three hundred illustrations and twenty-three articles by sepa- rate contributors, supposedly authorities in the special line of sport which they treat. The whole is edited by William Patten and forms a very attractive volume from a view-point of its \ illustrations and general appearance. It would hfef' seem, however, that its generalized title is
somewhat inappropriate, as only the sports on- gaged in by the wealthy, for whom the book is, evidently, chiefly designed, are noted ; and, _y speaking critically, it might be affirmed, as a L>«»? whole, that there is a lack of practical sug-
78
BOOK REVIEWS
gestion or serious consideration in the text offered, which seems to consist mainly of jocular personalities from the writers, leaving the reader with a fund of reminiscences, rather than any applicable
knowledge of the sport in hand.
Albert C. Bostwick's article on "Automobiles and Automobiling" is distinctly good reading and must interest the automobile public, though he, too, handles his subject lightly.
Mr. Bostwick is not the only celebrated automobilist who has writ- ten a treatise for this fine work, Colonel John Jacob Astor, Foxhall P. Keene and Oliver H. P. Belmont having contributed articles on "The Automobile and its Relation to Good Roads," "Polo in England," and "Coaching," respectively, all of which make interesting reading. The book cannot fail to be an acquisition to any library, especially if it be a private one in the city or country, and it is safe to say it will reach the hands of all who are willing to invest in a handsome book at a handsome price.
Stumpy.
How to Build a Three-Horse-power Launch Engine, by E. W. Rob- erts, M. E. Published by the Gas Engine Publishing Company, Cincinnati, O. Price, $2.50.
Mr. Roberts' book will help amateurs obtain the knowledge, by experimenting, that he has thoroughly within his own grasp. His treatise contains working drawings, accompanied by explanations, that demonstrate every little detail of an engine, so that the reader cannot help understanding and with a little study and practical experience will be able to build the simple engine that is set forth in such fine detail therein. The book is 12% x 10 inches, therefore allowing plenty of space for plain, legible plates. Mr. Roberts also wrote "The Gas Engine Hand-Book," and the engine which is designed in this other book is taken somewhat from the formulas set forth in the aforementioned. The price of the book is $2.50, and full-sized blue-prints can be obtained at an additional cost of $4, but separate they are $4.50.
Phelps Pumping System for Automobiles
THIS invention introduces several new features never before used in similar appliances. The pump proper is incased within a barrel. The pump piston is a simple plug without stuffing box, and no attempt is made to make it perfectly tight. The barrel inclosing the pump is placed alongside the gasoline tank and is con- nected therewith by an unobstructed passage, so that the gasoline stands in the barrel at the same level as in the tank itself. Any leak by the piston is retained within the barrel and used over again without waste.
The pump itself is peculiar in that the engine simply raises the piston and a spring depresses it. It is therefore plain that when the pressure in the receiver balances the pressure of the spring on the piston, no more gasoline will be pumped until a portion of it has been used and the pressure in the receiver reduced. As the pump piston is large enough to pump many times the quantity required by the burner, it follows that the pump is out of action most of the time, the piston remaining in an elevated position.
Still another new feature is intro- duced in the receiver, where a small quantity of gasoline is retained under pressure, and from which it is fed to the burner. The pumps are shipped complete and may be readily attached
to any steam carriage by the local repair man, or at any machine shop. (Manufactured by the Boston Automobile Exchange, 122-124 Massachusetts Avenue, Boston, Mass.)
Phelps pump
79
L'Envoi
(A Message From The Old Year To The New. )
When Earth's last Equine has vanished, and poor folk in motors
may ride ; When the surface-car is abolished, and the slaves of the lash have
died, May they rest ! for, faith, they need to lie down for a cycle or so ; — And the Master, — their work accomplished, — shall say: "Well
done, ye can go."
And they that were starved shall eat clover ; and they
That were docked shall be there : They shall flourish a caudal fixture, where once
There was no more hair ; They shall draw real saints and angels,
(Founders of S. P. C. A.) For joy of their strength resurrected, mid pastures
Of new-mown hay.
There'll be no more beasts of burden, — their masters
The beasts, save in name : They'll no more be used for traffic, and never
Be spavined or lame, For every one of Earth's travellers, each in
His favorite car,
Shall be borne in a " horseless carriage" — and pray God That time be not far !
The Associate Editor hopes the good cause here championed will frame an acceptable excuse for parodying Kipling' s fanious " Envoi" and prove a prophecy for the coming years.
The Index for Volume III (1901) will be ready January 15. Anyone wishing a copy can procure it on request.
80
Automobile Club Directory
Under this heading we shall keep a record of the motor vehicle clubs both of this and other countries, and we hope to have the co-operation of club officers in making it accurate and complete.
Corresponding clubs of the Automobile Club of America are designated thus *.
Automobile Club of America, S. M. Butler, Secretary, 753 Fifth Ave., New York ;representative on In- ternational Racing Board, Clarence Gray Dinsmore ; Substitute, John H. Flagler.
Automobile Club of Bridgeport, Secretary, Frank W. Bolande. 208 Barnum Avenue, Bridgeport, Conn.
Automobile Club of California, Sec- retary, R. R. PHommedieu, 415 Mont gomery St., San Francisco.
Automobile Club of Cincinnati, O., Secretary, Rutherford H. Cox, 30 West Seventh Street, Cincinnati.
* Automobile Club of Columbus, O., C. M. Chittenden, Secretary, Broad Street.
Automobile Club of Maryland, Sec- retary, C. W. Stork, care Hotel Alta- mont, Eutaw Place.
Automobile Club of New England, Secretary, Geo. E. McQuesten, Brook - line, Mass.
Automobile Club of New Jersey, Secretary, W. J. Stewart, Mont- claii, N. J.
* Automobile Club of Rochester, Frederick Sager, Secretary, 66 East Avenue, Rochester, N. Y.
Automobile Club of Syracuse, Syra- cuse, N. Y. ; Secretary Frederick H. Elliott, 515 S. A. & K. Building, Syra- cuse.
* Buffalo Automobile Club, Secretary, Ellicott Evans, The Lenox, Buffalo, N. Y.
Chicago Automobile Club, Secre- tary, H. M. Brinkerhoff, Monadnock Block, Chicago.
*Cleveland Automobile Club, L. H. Rogers, 357 Amesbury Avenue, Sec- retary, Cleveland, O.
Columbia College Automobile Club,
Lewis Iselin, Secretary, Columbia Col- lege, New York, N..Y.
Indiana Automobile Club, Indianap- olis, Ind. Secretary, August Kabich. Long Island Automobile Club, Secretary, L. A. Hopkins, 1190 Fulton Street, Brooklyn.
Massachusetts Automobile Club, President, J. Ransome Bridge ; Treas- urer, Conrad J. Rueter ; Secretary, L. E. Knott, 16 Ashburton Place, Bos- ton, Mass.
*North Jersey Automobile Club, E. T. Bell. Jr., Secretary, Paterson, N. J.
Pennsylvania Automobile Club, Sec- retary, Henry J. Johnson, 138 No. Broad Street, Philadelphia.
^Philadelphia Automobile Club, Frank C. Lewin, Secretary, 250 No. Broad Street, Philadelphia, Pa.
Princeton University Automobile Club, Princeton, N. J. President, P. Adamson ; Secretary, Charles H. Dugro .
Rhode Island Automobile Club, Sec- retary, Frederick C. Fletcher, P. O. Box 1314, Providence, R. I,
San Francisco Automobile Club, B. L. Ryder, Secretary, San Fran- cisco, Cal.
Worcester Automobile Club, Wor- cester, Mass., President, J. W. Bige- low ; Vice-President, Edwin Brown ; Marshal, W. J. H. Nourse; Treasurer, B. A. Robinson ; Secretary, H. E. Shi- land.
AUSTRIA.
Budapest — Magyar Automobil Club, 31 Musem KoruT
Innesbruck — Tiroles A u t 0 m 0 b i 1 Club, Rudolph-Strasse 3.
Prague — Prager Automobil Club.
BELGIUM. Antwerp— Automobile Club Anver- sois, 34 r. Longue de I'HopitaJ ; Presi- dent, Baron de Bieberstein.
8i
82
AUTOMOBILE CLUB DIRECTORY
^Brussels — Automobile Club de Bel- gique, 14 PI. Royale ; Moto-Club de Belgique, 152 Boul. du Nord ; Touring Club de Belgique, 11 r. des Vauniers.
Charleroi — Automobile Club de Charleroi, 18 Quai de Brabant, Charleroi.
Ghent — Automobile Club de Flan- dres, 7 Place d'Armes, Gand.
Liege — Automobile Club, Liegeois, 2 r.# Hamal.
FRANCE.
Amiens — Automobile Club de Picar- die, 36 r. de La Hotoie.
Avignon — Automobile Club d' Avignon.
Bordeaux — L' Automobile Bordelais.
Dijon — Automobile Club, Bourguig- nons Cafe Americaine.
Lyon — Bicycle et Automobile Club de Lyon ; Motor Club de Lyon, 3 pi. de la Bouise.
Marseilles— Automobile Club de Marseilles, 61 r. St. Fereol.
Nance— Automobile Club, Lorrain, Thiers pi.
Nice— Automobile Velo, Club de Nice, 16 r. Chauvain.
*Paris— Automobile Club of France, 6 pi. de la Concorde ; Motr-Club de France ; Touring Club de France, 5 r. Coq-Heron.
Pau — Automobile Club, Bearnais Ave. de la Pau, President, M. W. K. Thorn.
Perigueux — V61oce Club, Perigour- din, Hotel de Commerce.
Toulouse — Automobile Club, Tou- lousain Cafe Riche, pi. St. Etienne Society des Chauffeurs du Midi, 25 r. Roquelaine. President, M. Gay.
GERMANY.
Aachen (Aix la Chapelle)— West- deutscher Automobile Club, Hotel Grand Monarque.
Berlin — Mitteleuropaischer Motor Wagen Verein, I. Universitatstrasse, Herr A. Klose.
*Deutscher Automobil Club, Luis- enstrasse, 43"44- President, S. D. Herzog, Victor von Ratilin.
Dresden — Radfahrer-und Automobi- listen Vereinigung; Dresdener Touren Club.
Eisenach — Mitteldeutscher Automo- bil Club ; Motorfahrer Club, Eisenach.
Frankfort am Main — Frankforter Automobil Club, Restaurant Kaiserhof .
Munich — Bayer. Automobil Club, 33 Findling Strasse.
Stettin — Erster Stettiner Bicycle und Automobil Club.
Strassburg — Strassburger Automo- bil Club.
Stuttgart — Suddeutscher Automobil Club ; Wurtembergischer Motor Wag- en Verein.
GREAT BRITAIN.
Birmingham — Motor and Cycle Trades Club, Corporation street.
Edinburgh — Scottish Automobile Club.
Liverpool — Liverpool Self-propelled Traffic Association, Colquitt street. Secretary, E. Shrapnel 1 Smith.
^London — Automobile Club of Great Britain and Ireland, 4 Whitehall Court, S. W. Hon. Secretary, C. Harrington Moore.
Nottingham Automobile Club, Sec- retary, A. R. Atkey, Nottingham, England.
HOLLAND.
Nimegue — Nederlandsche Automo- bile Club. President, M. J. -P. Baekx.
ITALY.
Milan — Club Automobilisti Italiani, 14, Villa Vivaio.
*Turin — Automobile Club dTtalie Via Vittorio Amedeo II, 26.
RUSSIA.
Moscow — Moskauer Automobile Club, Petrowka, Hauschnow.
St. Petersburg — Automobile Club de Russe, President, M. Delorme.
SPAIN. Madrid— Automobile Club de Mad-
rid.
SWITZERLAND.
^Geneva — Automobile Club de Suisse, Rue de Hesse, 2, Geneva.
The Automobile magazine
A Live Journal for all interested in Motor Vehicles Vol. IV No. i NEW YORK, JANUARY, 1902 Price 25 Cents
Published Monthly by
THE AUTOMOBILE PRESS,
174 Broadway, Corner Maiden Lane, New York.
Telephone: 984 Cortlandt. Cable Address: "Loceng," N. Y.
Angus Sinclair, President. Malcolm W. Ford, Editor.
Fred H. Colvin, Vice-Prest. and Gen'l Mgr. A. Lenalie, Associate
Jas. R. Paterson, Secretary. W.J. Morgan, Special Representative
Boston Office, 170 Summer Street. Philadelphia, The Bourse.
British Representative, Alexander F. Sinclair, 7 Walmer Terrace, Ibrox, Glasgow.
Subscription Price, $3.00 a year to any Country in the Postal Union. Advertising Rates on application.
Copyrighted, 1902. Enteied at New York Post Office as second-class matter.
For Sale by Newsdealers everywhere.
Affiliation Without Representation
ON account of there seeming to be a tendency to not take kindly to the plan of affiliation sent out by the Automobile Club of America to other clubs, the Automobile Magazine lays be- fore its readers the combined ideas of some of its correspondents. The parent club has submitted to the various other automobile organi- zations the following plan :
1. To have all contests and races under the rules of the Automo- bile Club of America.
2. To agree to report for general disqualification any person found guilty of unsportsmanlike conduct, so that such person should not be allowed to compete elsewhere.
3. To co-operate in efforts to obtain liberal laws for the users of automobiles on the highways.
83
84 AFFILIATION WITHOUT REPRESENTATION
4. To seek protection for the legal rights of users of automobiles.
5. For improvement of highways.
6. Toward furthering the use of automobiles.
7. Toward the exchange of ideas for the betterment of the sport. Whenever a proposition is made to one organization to become
affiliated with some other, the question is generally asked, ' ' What is gained by it ? " The automobile clubs of Long Island, Rochester, Chicago or California, without doubt will ask what they gain by be- coming affiliated with the Automobile Club of America, for the above clauses contain only two specific propositions. The first is to have all races run under the rules of the A. C. of A. ; the second, to agree to report to the A. C. of A. for disqualification any person found guilty of unsportsmanlike conduct.
The other five clauses are merely general statements which clubs should follow naturally and without having any so-called formal affiliation.
It is difficult to see just where affiliation will be attractive to clubs other than the parent organization, for nothing is offered them. No representation in making rules for racing will be allowed them, for one of the distinct propositions is that contests shall be held under rules which are framed and will be altered in the future only by the A. C. of A.
The glittering generalities of clauses 3, 4, 5, 6 and 7 sound well, but when one really examines them it will be seen that no other con- dition is proposed for the future apart from the one that is now in force. All clubs are now co-operating in efforts to obtain liberal laws and to seek protection for the legal rights of automobile users and for the improvement of highways. All clubs are now endeavoring to further the use of automobiles and the exchange of ideas for the betterment of the sport. These are conditions that have existed in a perfectly natural way from the moment any club was organized, for its members would individually and collectively support any plan which would be for the good of all. Therefore, the major portion of the seven clauses are superfluous and need no formal action to carry out. The only propositions specifically put forward so that an answer ' ' yes or no " can be given are the two first, and it is yet to be seen whether various clubs in this country will agree to them without getting in return something that gives them a voice in the rules which they bind them- selves to abide by.
There is no question that some kind of affiliation or amalgama-
AFFILIATION WITHOUT REPRESENTATION 85
tion will be necessary for the control of racing, just as has been the case in every sport where there was sufficient general interest to cause the formation of clubs for fostering it. It has been so in yachting, rowing, polo, lawn tennis, golf, athletics, etc. Affiliation for the control of these various sports has always been accomplished by the various individual clubs sending delegates to a national convention and form- ing a national body, this organization taking full charge and electing its own officers and executive committee. This has always happened where there were a lot of clubs, all self-sustaining and anxious to co-operate in a plan for the proper regulating of all. It may be that automobiling has not advanced sufficiently as a sport to develop enough interest in clubs apart from the A. C. of A. to really desire co-operation. In lawn tennis in this country the game was played some years before the various clubs in the country co-operated, sent delegates and formed the National Association of Lawn Tennis Play- ers. Rowing was competed in for some years before the National Association of Amateur Oarsmen of America was formed, this organ- ization being composed of delegates from many clubs. In athletics, races were held under the rules of the New York Athletic Club all over this country and Canada for some years, simply because the many smaller clubs were not important enough to cause them to take any interest in the legislation of the subject. They were content to let the parent organization make all laws because it was the first to be organized and already completely occupied the field of legislation; but after half a dozen years other clubs had become large enough to occasionally question the authority of the New York Athletic Club, and this feeling became so strong and general that in 1879 the National Association of Amateur Athletes of America was formed, and for the last 23 years that and its successor, the A. A. U. , have regu- lated the sport.
These facts are mentioned to show what changes evolution has brought on other sports besides automobiling. The latter is so new, it being only about two years old, that evolution has not had time to show its effects, but it unquestionably will, and it is perfectly safe to say that if there is to be much automobile racing in this country a body will be formed being made up of representatives from various clubs of the country or wherever the sport has foothold enough to justify representation.
This prediction is made with a full understanding of how much p'ood the Automobile Club of America has done since its organization
86 THE AUTOMOBILE INDUSTRY
two years ago. This club has set the lead for others to follow, but the probabilities are, the question of automobile control will outgrow a local organization such as the parent club is, and when that happens other organizations will clamor for a basis of affiliation where they will have some representation. The plan as outlined by the parent club means nothing, it merely asking other clubs to still consider it the parent in law as well as in sentiment.
The Automobile Industry
THE automobile industry finds itself in practically the same con- dition as does every other large business at its beginning, with such exceptions as are due to the modern methods of capital in contrast with those of former days. As with the sewing machine and the bicycle, factories spring up all over the country ; car- riages are built in greater or less numbers and are heard of no more. Not that there is necessarily anything wrong with the machine; but there are business conditions which are difficult to master with small capital.
It often happens that an excellent mechanic builds a carriage with many improvements — possibly a superior machine in every respect and one that from all appearances should be a ready seller. But as a rule the mechanic is not a business man ; in fact, this is a combination too rarely met, and despite the merit of the machine it does not find sale enough to keep afloat. There are many cases of this kind in every business and the automobile industry is no exception.
On the other hand there are times when the financial end is well taken care of and the selling department is always ahead of the fac- tory, but still dividends are not forthcoming, owing to a lack of me- chanical ability in charge of the manufacturing end. There is a wide difference between ' ' building an automobile ' ' and manufacturing one on a commercial basis for profitable selling.
The selling itself is a branch of the business that requires careful management and too many seem to overlook the cost of this depart- ment. The business may be divided into two departments, the man- ufacturing and the selling, unless we add a third in [the shape of
THE AUTOMOBILE INDUSTRY 87
general management of the whole. When these are in harmony and well managed, dividends may be confidently expected.
Owing to the wonderful growth of automobiling, people expect to find the business well established, forgetting that it is scarcely three years since motor carriages became a reality on our roads, if we except the carriages built by a few sturdy pioneers before that time. But the conditions are being adjusted and another three years will see them worked down to a business basis on manufacturing lines, and investors will have realized their expectations. This desirable out- come can be hastened by careful management of concerns already well established. Many investors are afraid of new industries, the wild cat companies which have existed almost entirely on paper with a capital stock that would float a battle-ship not having induced confidence. But all this will give way to a healthy growing business and unless we read the signs through distorted glasses, the tide has already set in this direction. Judging by the past all will not survive, and it behooves every one interested in the business to pay close attention to both mechanical and financial ends.
A New French Weekly
OUR most excellent French confreres, Messrs. Baudry de Saunier and Gaston Sencier, are editing an excellent weekly, published by the Dunod book firm, 49 Quai des Grands-Augustins. In addition to its editors, whose ability is so well recognized, the col- laborators whose names appear in the pages of La Locomotion give sufficient evidence that the publication will establish a worthy footing among its contemporaries and gain the success it merits from its typo- graphical excellence as well as its literary standards. There is no lack of fine illustrations and good, technical matter in connection with all the topics of general interest to the automobile fraternity. We have had previous occasion to mention M. Sencier' s valuable scientific treatise on electric motors, in collaboration with M. A. Delasalle, a noted engineer, but will again, in connection with this new journal, call attention to the fact that there is no better or more advanced authority on electric vehicles than this well illustrated book.
( We desire those interested in both the manufacture and operation of Auto- mobiles to send in for use, in this department, whatever they think may be of interest to us or our readers. — Editors. )
Why is Fournier Faster than Keene?
IT has been a question under considerable debate among some of us here, as to the most probable reason for the superiority of one
contestant over another in a race, judged by the final results, when each contestant possesses an absolutely similar machine. Taking Fournier and Keene for examples of this case, for instance, why should Fournier have gone faster in the L. I. A. C. speed trials, even though the difference was only 2I seconds ?
If you will open your columns to replies on this subject, we shall deem it a favor.
Chicago, III. W- G- Case-
The question proposed by our correspondent is a rather indefin- able one and begets reflections in the realm of psychological possi- bilities, rather than a statement of technical facts : So many reasons, involving individual characteristics, enter into the solution of a prob- lem in human factors! And given two machines "absolutely similar" — the explanation resolves itself into a difference of guiding, manipulating, etc., between the two men, which again, since acts are governed by thoughts, brings the question to the basis of a difference of temperament and mentality, with the added feature that one or the other may have had more, or less, experience. Quick thought pro- duces ready action, when an unexpected difficulty presents itself, and in no case is this more likely to occur than in racing, where coolness ( deliberation, ready judgment, a lightning decision and extreme daring are all necessary, to meet the emergencies of such occasions. Yet who shall say, in such close records, that the most trivial obstacle may
CORRESPONDENCE 89
not have occasioned the difference of record ? And who can ever decide that two machines are exactly " similar? " Every piano man- ufacturer will say that it is impossible to produce two pianos alike and this is true of all complex mechanisms. Therein reside the individual contrasts of two machines, which leads us to say that they possess almost human characteristics. The " cussedness of inanimate ob- jects " is a well recognized fact.
Messrs. Fournier and Keene both possess the requisites for skilled ■contests to such a marked degree that the question of superiority, in either case, is a close one.
Perhaps their last test can best be summed up by saying that Fournier' s car was just in a little better mechanical shape, and the driver had greater ability in getting all there was out of a car in the matter of speed.
Amateurs and Professionals
THE recent Long Island Speed Trials recall to me an article that appeared in the Automobile Magazine last July concerning amateur and professional automobilists. It read : " Mr. Sam- uel T. Davis, Jr., Treasurer of the Locomobile Company, runs j his fast racing machine solely for the amusement and sociability he hinds on club runs, and in no sense is he a professional automobilist insthe way that term is generally applied. Yet he is prominent in the man- agement of a large corporation which makes and sells automobiles, and therefore should the line be strictly drawn he might be classed as a professional."
Continuing the article said in another part: " Mr. Davis's case is difficult to define for his connection with the manufacturing side of autoing might in theory make him a professfonal, but the informal way he engages in the practical running of an automobile will seldom cause him to be classed as such. ' '
What I would like to know is whether there is any line defining the difference between an amateur and a professional autoist. At the Long Island Automobile Club Speed Trials Mr. Davis was competing with such men as Fournier, Charley, Bostwick, and others of that class, and if he is not a professional, what is he?
New York. Charles A. Addison,
9°
CORRESPONDENCE
Our correspondent seems to be well acquainted with names but is mixed as to classes. His reference to Mr. Davis competing with such men as Fournier, Charley, Bostwick, etc., would undoubtedly make Mr. Bostwick smile, he being put in the same class as two cele- brated professionals who derive their livelihood from running, racing, and handling motor cars. Fournier needs no introduction. Charley has been running or keeping Harry Payne Whitney's Mercedes car. Mr. Bostwick has not yet to our knowledge accepted a position to drive a car in touring or racing.
This is a subject that confuses many people whose experience is
A characteristic attitude of Albert C. Bostwick, Bernard M. Baruch having said something amusing
limited only to other sports besides automobiling, and just how it will eventually be defined is impossible to say at present, owing to the newness of automobiling as a sport. There is no precedent in France to go by, supposed-to-be amateurs and so-called professionals there mixing up in racing in a way that leaves no doubt concerning the idea that there is no need yet of drawing a line.
Mr. Davis is really no more of a professional automobilist than any one else who does not make a practice of driving a car for pay. He, as head of one of the largest automobile manufacturing corpora- tions, is allied with the general subject, which of course includes racing
CORRESPONDENCE 9i
as well as manufacturing, but his true standing as an amateur is just as strong as should be the head of a billiard table manufacturing con- cern who is closely allied with the subject but who does not handle the cue, giving exhibitions of billiards, etc., for pay — the way, for instance, that Messrs. Schaefer and Slosson do. Mr. Davis sent his steam racer over the Long Island course at the rate of i mile in i minute 15 seconds, not with the idea of adding any direct monetary value to the services he renders his company, but more to show that a steam carriage could be built in this country which could go very fast. He acted from his own volition and probably never will convert into cash the extra prestige he gained for himself on that occasion. Fournier, on the other hand, without doubt counted on a monetary value to the prestige he himself won on that day. That is simply the difference between a professional and an amateur.
Unless it is considered that a professional autoist is one who is connected with an automobile manufacturing or selling concern in any way such men as the following are absolute amateurs : Mr. Davis, Cornelius J. Field, vice-president of the De Dion-Bouton Company ; Albert T. Otto, treasurer of the Automobile Company of America ; Andrew L. Riker, vice-president of the Electric Vehicle Company ; Percy Owen, manager of the New York branch of the Winton Motor Carriage Company ; H. Ward Leonard, president of the Ward Leon- ard Electric Company ; Rollin H. White, of the White Sewing Machine Company, makers of the celebrated White steam carriage ; J. W. Packard, George L Weiss, George B. Adams, and A. L. McMnrtry, all of whom handle the Packard carriage ; Frank Eveland, who handles the Mobile and the Knox machines, and Lucius T. Gibbs, of the Vehicle Equipment Company. Plenty of others like these could be mentioned.
As will be seen, all of these gentlemen are directly connected with manufacturing or selling automobiles, and they invariably drive car- riages they manufacture in tours and races ; but from a sport point of view no one ever would class them as being professional automobilists, simply because their sole connection with the subject is not confined to running or racing machines, they being representative business men.
Continuing further, other cases of personal interest in the manu- facture of automobiles may be mentioned, such, for instance, as Y. Everit Macy, Victor Sorchan and Sidney Dillon Ripley, stockholders in the Automobile Company of America, makers of the Gasmobile.
92 CORRESPONDENCE
Then, to go further yet, the stockholders of another concern which may yet be heard from, may be mentioned. Albert C. Bost- wick, Bradford B. McGregor, George F. Chamberlin, Winthrop E. Scarritt,