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diff --git a/41891-8.txt b/41891-8.txt deleted file mode 100644 index 4b0ed0f..0000000 --- a/41891-8.txt +++ /dev/null @@ -1,5354 +0,0 @@ -The Project Gutenberg eBook, Automobile Biographies, by Lyman Horace Weeks - - -This eBook is for the use of anyone anywhere at no cost and with -almost no restrictions whatsoever. You may copy it, give it away or -re-use it under the terms of the Project Gutenberg License included -with this eBook or online at www.gutenberg.org - - - - - -Title: Automobile Biographies - An Account of the Lives and the Work of Those Who Have Been Identified with the Invention and Development of Self-Propelled Vehicles on the Common Roads - - -Author: Lyman Horace Weeks - - - -Release Date: January 21, 2013 [eBook #41891] - -Language: English - -Character set encoding: ISO-8859-1 - - -***START OF THE PROJECT GUTENBERG EBOOK AUTOMOBILE BIOGRAPHIES*** - - -E-text prepared by Chris Curnow and the Online Distributed Proofreading -Team (http://www.pgdp.net) from page images generously made available by -Internet Archive (http://archive.org) - - - -Note: Project Gutenberg also has an HTML version of this - file which includes the original illustrations. - See 41891-h.htm or 41891-h.zip: - (http://www.gutenberg.org/files/41891/41891-h/41891-h.htm) - or - (http://www.gutenberg.org/files/41891/41891-h.zip) - - - Images of the original pages are available through - Internet Archive. See - http://archive.org/details/automobilebiogra00weekrich - - - - - -AUTOMOBILE BIOGRAPHIES - -An Account of the Lives and the Work of Those Who Have Been -Identified with the Invention and Development of Self-Propelled -Vehicles on the Common Roads - -Illustrated - - - - - - - -New York -The Monograph Press - -Copyright, 1904 -by the Monograph Press -All Rights Reserved - - - - -FOREWORD - - -In a large sense the history of the rise of the automobile has been a -history of some of the foremost inventors, mechanical engineers, -manufacturers and active business men of more than a full century. The -subject of self-propelled vehicles on the common roads has enlisted the -faculties of many men whose minds have been engrossed with the study and -the solution of mechanical and engineering problems, purely from an -absorbing love of science; it has had the financial support of those whose -energies are constantly and forcefully exerted in the industrial and -commercial activities of the age; it has received the merited -consideration of those who regard as of paramount importance any addition -to the sum of successful human endeavor and any influence that contributes -to the further advance of modern civilization. - -Along these lines of thought this book of AUTOMOBILE BIOGRAPHIES has been -prepared. On its pages are sketches of the lives and the work of those who -have been most active in planning, inventing and perfecting the modern -horseless highway vehicle, in adapting it to the public needs for pleasure -or business and in promoting its usefulness and broadening the field of -its utility. - -Included herein are accounts of the pioneer inventors, the noted -investigators and the contemporaneous workers who have helped to make the -automobile in its many forms the most remarkable mechanical success of -to-day and the most valuable and epoch-making addition to the -conveniences of modern social, industrial and commercial life. These -sketches have been carefully prepared from the best sources of -information, works of reference, personal papers and so on, and are -believed to be thoroughly accurate and reliable. Much of the information -contained in them has been derived from exceedingly rare old volumes and -papers that are not generally accessible, and it comes with a full flavor -of newness. Much also has been acquired from original sources and has -never before been given to the public. - -The investigator into this subject will find, doubtless, to his very great -surprise, that the story of the pioneer inventors, who, in the early part -of the nineteenth century, experimented with the problems of the steam -road carriage, has been recorded voluminously and with much detail. It was -a notable movement, that absorbed the abundant attention of inventors, -manufacturers and the public at large at that time. - -Writers of that day recorded with a great deal of particularity the -experimenting with boilers, engines, machinery and carriages, and the -promoting of companies for the transportation of passengers and the -hauling of goods. Modern students and historians of this subject find -themselves greatly indebted to the writers of that epoch, like Gordon, -Herbert and others, who preserved, with such painstaking care, for future -generations, as well as for their own time, the account of the lives and -labors of such men as Watt, Trevithick, Maceroni, Hancock and others. -Every modern work upon this subject draws generously from those sources. - -Concerning the later period from the middle of the century that has just -ended, down to the present time, there is less concrete information, -readily available. With the cessation of public interest in the matter and -its general relegation into the background, by inventors, engineers and -those who had previously been financial backers of the experimenting, -writers ceased to give the subject the enthusiastic attention that they -had before bestowed upon it. Records of that period are scant, partly -because there was so little to record and partly because no one cared to -record even that little. - -Until comparatively recent times the historian of the self-propelled -vehicle, who was so much in evidence seventy-five years ago, had not -reappeared. Even now his work is generally of a desultory character, -voluminous, but largely ephemeral. It is widely scattered, not easily -accessible and already considerably forgotten from day to day. Especially -of the men of the last half century, who have made the present-day -automobile possible and are now contributing to its greater future, the -following pages present much that has never been brought together in this -form. It is both history and the material for history. - -It is believed that these sketches will be found peculiarly interesting -and permanently valuable. Individually they are clear presentations of the -achievements of some of the most distinguished engineers and inventors of -the last hundred years. Collectively they present a complete story of the -inception and gradual development of the automobile from the first clumsy -steam wagons of Cugnot, Trevithick, Evans and others to the perfected -carriage of to-day. - -The chapter on The Origin and Development of the Automobile is a careful -study and review of the conditions that attended the attempts to install -the first common road steam carriages, the tentative experimenting with -bicycles, tricycles and other vehicles in the middle of the last century -and the renaissance of the last two decades. Several of the illustrations -are from old and rare prints, and others are from photographs. - -It is not possible to set down here all the authorities that have been -consulted in the preparation of this work. Special acknowledgment, -however, must be made to The Engineering Magazine for permission to use -text and photographs, and to J. G. Pangborn for permission to use a great -deal of interesting information regarding the early steam inventors -contained in his work, The World's Railway, and to reproduce portrait -sketches of Trevithick, Murdoch, and Read, from the same valuable volume. - -LYMAN HORACE WEEKS. - -NEW YORK, January, 1905. - - - - -ORIGIN AND DEVELOPMENT OF THE AUTOMOBILE - - -STRANGE EARLY VEHICLES - -He who would fully acquaint himself with the history of the inception and -growth of the idea of travel by self-propelled vehicles on the public -highways must go further back in the annals of the past than he is likely -first to anticipate. Nearly three centuries ago men of mechanical and -scientific turns of mind were giving attention to the subject, although -their thoughts at that time were mostly confined to the realms of -imaginative speculation. Even before that philosophers occasionally -dreamed of what might be in some far off time. Roger Bacon, in the -thirteenth century, looking into the distant future, made this prediction: -"It will be possible to construct chariots so that without animals they -may be moved with incalculable speed." It was several hundred years before -men were ready to give practical attention to this idea, and about 1740 -good Bishop Berkeley could only make this as a prediction and not a -realization: "Mark me, ere long we shall see a pan of coals brought to use -in place of a feed of oats." - -But the ancients, in a way, anticipated even Roger Bacon and Bishop -Berkeley, for Heliodorus refers to a triumphal chariot at Athens that was -moved by slaves who worked the machinery, and Pancirollus also alludes to -such chariots. - - -HORSELESS WAGONS IN CHINA - -Approaching the seventeenth century the investigator finds that definite -examples are becoming more numerous, even if as yet not very practical. -China, which, like Egypt, seems to have known and buried many ideas -centuries before the rest of the world achieved them, had horseless -vehicles before 1600. These merit, at least, passing attention even though -they were not propelled by an engine, for the present automobile is the -outgrowth of that old idea to eliminate the horse as the means of travel. - -Matthieu Ricci, 1552-1610, a Jesuit missionary in China, told how in that -country a wagon not drawn by horses or other animals was in common use. In -an early collection of travels this vehicle was described as follows: -"This river is so cloyed with ships because it is not frozen in winter -that the way is stopped with multitude; which made Ricius exchange his way -by water into another (more strange to us) by waggon, if we may so call -it, which had but one wheel, so built that one might sit in the middle as -'twere on horseback, and on each side another, the waggoner putting 't -swiftly and safely forwards with levers or barres of wood (those waggons -driven by wind and gayle he mentions not.)" It was somewhat later than -this that China was indebted to that other famous Jesuit missionary, -Verbiest, for his steam carriage, which, however, was not much more than a -toy. - - -MANUALLY PROPELLED VEHICLES - -But in the seventeenth century most attention seems to have been given to -devising carriages that should be moved by the hand or foot power of man. -The auto car that was run in the streets of Nuremberg, Germany, by Johann -Hautsch, in 1649, was of this description, and that of Elié Richard, the -physician, of La Rochelle, France, about the same time, was of the same -class. - -Not long after this Potter, of England, came along in 1663 with a -mechanical cart designed to travel on legs, and in the same year the -celebrated Hooke presented to the Royal Society of England a plan for some -sort of a machine by which one could "walk upon the land or water with -swiftness, after the manner of a crane." It does not quite appear what -that cart and that machine were. One authority thinks that the Hooke -patent was for a one-wheel vehicle supposed to be propelled by a person -inside the wheel. Then, also, there was Beza, another French physician, -with a mechanical vehicle in 1710. - - -OTHER FRENCH AND ENGLISH EXPERIMENTS - -In fact, the interest in carriages worked by man power extended from the -seventeenth well into the nineteenth century. Soon after the time of Beza, -mechanical chariots, modeled after the Richard coach, were advertised to -be run in London, but it does not appear that they met with public favor. -Scientists and others gave much thought to the subject, both in England -and in France. John Vevers, master of the boarding-school at Ryegate, -Surrey, came out with a carriage that was evidently copied from that of -Richard. Other forms of carriages worked by hand or foot power of -man were described in the periodicals of the time. George Black, of -Berwick-on-the-Tweed, built a wagon to be run by hand power in 1768. In -England, John Ladd, of Trowbridge, Wilts, in 1757; John Beaumont, of -Ayrshire, in 1788, and in France, Thomas in 1703, Gerard in 1711, Ferry in -1770, and Maillard, Blanchard and Meurice, in 1779, and others, were most -active during this period. - -It was well into the nineteenth century before this idea was wholly -abandoned. Edmund Cartwright, inventor of the hand loom, contributed to -the experimenting, and the 1831 patent to Sir James C. Anderson was for a -very imposing vehicle rowed by twenty-four men. - - -COMPRESSED AIR POWER - -At the same time that the steam engineers in England were bringing out -their vehicles, 1800-35, others were at work on the problem of compressed -air carriages. Among these was W. Mann, of Brixton, who, in 1830, -published in London a pamphlet, entitled A Description of a New Method of -Propelling Locomotive Machines, and of Communicating Power and Motion to -All Other Kinds of Machinery, and it contained a lithograph of the -proposed carriage. Sir George Medhurst, of England, about 1800, with his -proposed regular line of coaches run by compressed air was, perhaps, the -most conspicuous experimenter into this method of propulsion. - - -SAILING CARRIAGES ON LAND - -Many men long speculated upon the possibility of wind propulsion on land -as well as upon the sea. The most ambitious attempt in that line was the -sailing chariot of Simon Stevin, of The Hague, in 1600. Vehicles of this -kind were built by others, and in 1695 Sir Humphrey Mackworth applied -sails to wagons on the tramways at his colliery at Neath, South Wales. The -Frenchman, Du Quet, in 1714, and the Swiss clergyman, Genevois, proposed -to get power from windmills mounted on their wagons. More curious even -than these was the carriage drawn by kites, the invention of George -Pocock, in 1826. - - -THE STEAM CARRIAGE PREDICTED - -But all these and other fantastic devices never got beyond the -experimental stage, and nothing of a substantial, practical character was -ever evolved from them. It remained for the latter part of the eighteenth -century to see the subject taken up seriously and considered in a way that -promised definite results. And it was steam that then brought the matter -strongly to the front. - -It is true that Sir Isaac Newton tentatively suggested the possibility of -carriage propulsion by steam about 1680, but his suggestion lay dormant -for nearly a century. Then the growing knowledge of the power of steam and -the possibilities in the new element turned men's thoughts again very -forcibly to this theme. The stationary engine had shown its usefulness, -and the consideration of making this stationary machine movable, and -therefore available for transportation, naturally followed. - -Dr. Erasmus Darwin is said to have urged James Watt and Matthew Boulton to -build a fiery chariot as early as 1765. In his poem, The Botanic Garden, -famous in that day, Dr. Darwin, like a prophet crying in the wilderness, -sang of the future of steam in these lines: - - "Soon shall thy arm, unconquered steam, afar - Drag the slow barge, or drive the rapid car; - On, on wide waving wings, expanded bear - The flying chariot through the field of air; - Fair crews triumphant, leaning from above, - Shall wave their fluttering 'kerchiefs as they move, - Or warrior bands alarm the gaping crowds, - And armies shrink beneath the shadowy clouds." - -These lines may indeed be fairly interpreted as anticipating in prophetic -prediction the modern motor airship, as well as the motor car. - - -THE FIRST STEAM VEHICLES - -It was considerably later than this that the dream of Dr. Darwin -approached to realization at the hands of the steam engine inventors and -builders. Aside from Nicholas Joseph Cugnot, the French army officer who, -about 1769, constructed an artillery wagon propelled by a high-pressure -engine, those who first built successful self-propelled vehicles for -highway travel were the famous engineers of England and Scotland, who -harnessed steam and developed the high-pressure engine in the last half of -the eighteenth century and the first half of the nineteenth. James Watt -patented, in 1782, a double-acting engine, which he planned might be -"applied to give motion to wheel carriages," the engine to be portable; -but he never put the patent to trial. He was followed by George -Stephenson, Richard Trevithick, Walter Hancock, Goldsworthy Gurney, David -Gordon, William Brunton and others in England, and Oliver Evans, Nathan -Read and Thomas Blanchard in the United States, with two score or more -contemporaries. For more than half a century steam vehicles of various -types were invented by these engineers and many of them were brought into -practical use. - -Soon after the end of the first quarter of the nineteenth century the -interest in steam carriages had assumed large proportions in England. In -1833 there were no less than twenty such vehicles, either completed or in -hand, around London, and a dozen corporations had been organized to build -and run them over stated routes. - -Alexander Gordon, the eminent engineer, wrote a book, entitled Treatise -Upon Elemental Locomotion, that went into three editions inside of four -years. He also brought out two special journals covering this field of -mechanics. The Mechanic's Magazine, and other publications, also gave much -attention to the subject, and the steam-carriage literature of the period -became very voluminous. - - -POPULAR PREJUDICE AROUSED - -For a time it looked as though the new vehicle was destined to a -permanency and to accomplish a revolution in the methods of travel on the -high-roads. But several things arose to determine otherwise. There sprang -up an unreasoning senseless hostility to any substitute for the horse as -the agent of vehicular traffic. The stage-coach drivers were afraid that -they would be thrown out of work. Breeders of horses foresaw the -destruction of their business, when horses should no longer be in demand. -Farmers were sure that with horses superseded by steam, they would never -be able to sell any more oats. This public animosity manifested itself -wherever the steam carriages went. The coaches were hooted at and stoned -amid cries of "down with machinery." Stones and other obstacles were -placed in the roads, trenches were dug to trap the unsuspicious driver and -stretches of roadway were dug up and made into quagmires to stall the -machines. Parliament was called upon and enacted excessive highway tolls, -especially directed at steam carriages. Another law that stood on the -statute books of Great Britain until within comparatively recent times -compelled every self-propelled vehicle moving on the highway to be -preceded by a man walking and carrying a red flag. - - -THE BEGINNING OF RAILROADS - -All this was undoubtedly due, in a large measure, if not wholly, to what -was then known as the Turn Pike Trusts, which, in conjunction with the -stage-line companies, in many cases, were owners of a thousand and more -horses. The latter, quite naturally, objected to the introduction of the -mechanical vehicle, while the former had such relations to them that both -their interests were identical. - -But above all things, the great art of railroading had already grown from -infant existence to a condition of great possibilities, which were now to -be finally determined by a success, not alone mechanical and in the eyes -of the inventor, but measured by the balance sheets of the companies of -individuals who had made possible the construction of the various -experimental locomotives or experimental lines then being operated in -England and elsewhere. Just at this time, in the thirties of the -nineteenth century, seems to have been the crucial point. The arguments of -the engineers on the question of sufficient traction of the iron-shod -wheels on iron or other hard railways, while given due consideration, were -not wholly convincing, at least to the people investing their money in the -enterprises; the profits were to tell in the final conclusion, and it -would seem that the great era of railroading might be considered to have -had its actual birth at this time, because: - -The first dividend was paid on one of the great railroad enterprises. - - -INFLUENCE OF THE FIRST DIVIDEND - -For the time being that seemed to sound the death knell of the common road -steam-propelled vehicle. The engineers so strongly advocating the railroad -had proven their various propositions in the eyes of those who had the -financial powers to engage in the extensive introduction and development -of the new means of transportation. Further demonstration, extensively -exploited, was also made to the satisfaction of those investors, that -vehicles could be pulled with less power on a hard roadbed such as a -railway, than on an uneven and sometimes soft path such as common roads. -It seems clear that these and various other arguments, heartily urged at -that time, and, in some cases, unquestionable from a technical standpoint, -were really decided by that first dividend. And the common road vehicle -with the support and enthusiasm of its backers largely withdrawn from it -dropped to a position greatly subordinate to the other branch of -transportation. - - -THE STEAM ROAD VEHICLE AGAIN - -On the other hand, the development which came in the next few decades in -the railroad department brought also a renewed demand for common road -vehicles for certain classes of work or for certain localities. The steam -vehicle for stationary purposes, and also for the locomotive, were being -rapidly developed and refined. The railroad settled down to the idea of a -power unit drawing numerous wagons. That has been consistently adhered to -to the present day, and only in the past decade have we gone back to the -old and first principles of embodying the mechanical propelling means in -the same vehicle that transports the passengers or goods. So, while -Hancock and his worthy contemporaries passed into history, other common -road steam advocates continued their isolated attempts up to and past the -middle of the nineteenth century, although without any such general -enthusiasm as prevailed in the twenties and early thirties. - - -NEW GENERATION OF INVENTORS - -Many attempts in America, such as those of Fisher, Dudgeon, and others, -and the work in England by numerous inventors and machine manufacturers, -such as Tangye, Hilditch, Snowden, F. Hill, Jr., aided by the engineers, -Macadam, Telford and M'Neil, who were improving the common roads so that -they might approach the advantageous conditions of the railroad, assume -prominence in connection with that period of the history. Rickett's -carriage, in 1858; Carrett's, in 1862; Boulton's, in 1867; Catley's, in -1869, and others, were among the finger-posts of that time, pointing to -more notable achievements of the future. - -But in England the Act of Parliament, passed in 1836 and in force almost -to to-day, known as the Locomotive Act, was the deterrent to progress in -common road steam locomotion. This condition even continued after the -select committee of Parliament, in 1873, endeavored to remove some of the -restrictions, but succeeded only in producing the Act of 1878, which in no -way improved the position of the common road vehicle. - -In France and on the Continent political conditions doubtless mitigated -against any general advance, and though this period included the great -development of machinery and construction which paved the way for the -future, it is not of prominence in this history. - - -A PERIOD OF EXPERIMENTING - -A new era may be said to have commenced in the early part of the seventies -when we find Amédče Bollče exhibiting a steam machine at the Vienna -Exposition. In the seventies were also experiments on modified forms of -power on vehicle propelling motors other than steam, but it still seemed -to be the steam vehicle that characterized the new period of activity -which blossomed out in the early eighties with many ardent advocates, and -exhibited a type of light vehicle with efficient strong boiler and light -engine. America should not be overlooked, however, when we consider the -one small vehicle of Austin, which was constructed in Massachusetts, and -attracted great attention at the shows of the Ocean Circus, in the early -seventies, or thereabout. Bouton, of France, came to the fore in the -early eighties, and the light steam vehicle seemed on the high road to a -great development and a monopoly of the common roads vehicle industry, -until its competitor appeared in what is now popularly known as the -gasoline vehicle in the middle eighties. - - -THE SELDEN PATENT - -From this time on the great industry of to-day advanced in strides and -jumps, but while the future had been anticipated in some suggestions and -experiments in Europe, at last one great mind had delved into the problem -and anticipated the great future of the new type of vehicle in America. -Selden, after a decade or more of study and work, and well-directed -experiments, had made his own deductions, and with clear discerning had -concluded what, to his mind, would be _the_ vehicle in the future. The -result of his labors and the subsequent filing, in 1879, of a patent -application, when considered in connection with his persistent work from -that time on, even to the present day, would seem to justly mark him as -the pioneer in this type of vehicle; in fact, he was so called by the -Commissioner of Patents of the United States when publishing his annual -report, immediately after the issue of Selden's patent. - - -ADVENT OF THE HYDRO-CARBON ENGINE - -Then followed the work on carbureters and ignition devices and details of -construction adapting the liquid hydro-carbons of uncertain quality to -more satisfactory use. Details became and still are numerous, and optional -to a great extent, but the liquid hydro-carbon engine of the compression -type distinguished the new epoch. The development of the stationary -engine operated with gas from receivers also proceeded rapidly in those -days, though it was well into the eighties before the gas engine of the -compression type involved a commercially successful industry to any -extent; not for several years did the principal manufacturers take up -commercially the proposition of the liquid hydrocarbon application. The -development of the small engine using liquid hydro-carbons received -attention from Marcus, in Austria, and the persistent attention of Benz -and of Daimler, in Germany. The two latter, furthermore, adapted their -engines to vehicles, and enthusiasm was great when Benz ran his -three-wheeler, with explosive engine, through the streets of his native -town. - - -PROGRESS IN FRANCE AND AMERICA - -England was still shackled; but in France many were inspired to change -from steam to the hydro-carbon engine. About 1890 we find several French -manufacturers procuring engines, or the right to manufacture the small -explosive engines developed by the Germans, and promptly adapting them to -their vehicle construction, already well developed for steam propulsion. -Panhard & Levassor; Bouton, with his backer, DeDion; Bollče, now Leon, the -nephew; Delahaye and Peugeot, were among the earliest Frenchmen to -appreciate the commercial possibilities of the new type. Then the large -manufacturers, already experienced in other lines, and particularly in -cycle manufacture, entered the field in 1893, 1894 and 1895; among them -such old concerns as DeDetrich, manufacturers for one hundred and more -years, grasped the opportunity. America was not idle, and while road -conditions in this country militated largely against the early attempts in -the industry, the efforts of the Duryeas and of Haynes, and various other -experimenters, who have since retired, were heard from. It was difficult, -however, with the obstacles then existing in America, for these early -workers to secure encouragement, and progress was slow, just as the -endeavors of Selden and some of the early steam vehicle people had -received nothing but discouragement at the hands of those whom they -endeavored to lead to the success of large manufacturing undertakings. - -However, the Times-Herald race, in Chicago, near the close of 1895, -brought forth a large number of inventors and several starters, including -electric, steam and gasoline vehicles, and the showing was such as to -practically satisfy the doubting that these were the beginning of the -industry in this country. - - -THE ENGLISH REVIVAL - -Abroad, the leaders in the automobile movement organized the now historic -races from Paris in different directions. With the runs of 1894, 1895 and -1896, and in each successive year thereafter, and with the road and other -conditions improved, the industry rapidly developed. England also was at -last reached. The restraints that had existed there for more than half a -century could no more be endured. The burden was finally thrown off, for -which great credit is due to Sir David Salomon, and the offensive -Locomotive Act was at last repealed in August, 1896. The subsequent -Locomotive Act which came into effect November 14, 1896, marked a -red-letter day in motoring history for England, and was justly celebrated -by a procession of vehicles from London to Brighton. Salomon had -previously organized an exhibition in England, and had imported a French -car, and as a prominent member of scientific and technical societies, in -which he presented many papers on the subject, had done, possibly, more -than any other individual to influence public sentiment and to secure this -new enactment. English manufacturers were not entirely unprepared for the -change, and a great wave of interest and activity swept the country. -Naturally this was followed by a reaction, but since then a -counter-reaction has set in, resulting in the present grand development of -that class of manufacturing in the British Isles. - -The small steam vehicle of Whitney, and his contemporaries, the Stanleys -in the United States, then came to the fore. Under energetic promotion -thousands of small vehicles of that type were manufactured and put into -use. These, in no small measure, became to the public at large the -convincing object lesson of the practicability and possibilities of the -small automobile for every-day use. - - -MODERN CONDITIONS - -The Paris show of 1900 revealed a great forward step in the development of -constructions, and the offer immediately thereafter of the James Gordon -Bennett trophy of international racing gave to the automobile industry -such an impetus as has seldom been the good fortune of any other art to -receive. To-day the automobile has reached that stage of perfection where -the question is no longer whether or not the vehicle will carry you to a -certain place and back. Now it is only a question of the speed, absence of -vibration, and sweetness of running the engine, absence of all noise, and -other details of refinement. Vehicles are now of the Pullman type, -luxurious to the extent of prices ranging into the thirties of thousands -of dollars, while on the other hand, thousands of small vehicles, costing -between five hundred and one thousand dollars, are annually made and sold. - -The steam machine, after being practically succeeded by the gasoline, was -again improved by the flash boiler. The main development of this new power -was carried on by Serpollet, of France, and later, by Rollin T. White, in -the United States, both whom have become most able competitors of -manufacturers of machines of other classes. - - -THE INDUSTRY TO-DAY - -The beginning of 1905 finds us with the annual shows, which have been -consecutive for many years, while the census of vehicles now in use, or -made in the last ten years, will aggregate several hundred thousand. The -annual production is estimated as probably approximating one hundred -thousand in a few of the principal countries. The value of the electrical -vehicle, particularly as the town vehicle for anything except speeding, is -now well established, and reports from Paris as well as New York indicate -the lack of facilities of factories in this line for producing these -carriages as rapidly as demanded. Heavy 'buses and individual vehicles -alike are also popular. - - - - -PIONEER INVENTORS - - - NICHOLAS JOSEPH CUGNOT, - WILLIAM MURDOCK, - OLIVER EVANS, - WILLIAM SYMINGTON, - NATHAN READ, - RICHARD TREVITHICK, - DAVID GORDON, - W. H. JAMES, - GOLDSWORTHY GURNEY, - THOMAS BLANCHARD, - M. JOHNSON, - WALTER HANCOCK, - W. T. JAMES, - FRANCIS MACERONI, - RICHARD ROBERTS, - J. SCOTT RUSSELL, - W. H. CHURCH, - ETIENNE LENOIR, - AMÉDČE BOLLČE, - GEORGE B. SELDEN, - SIEGFRIED MARCUS, - CARL BENZ, - GOTTLIEB DAIMLER, - M. LEVASSOR, - LEON SERPOLLET. - - - - -NICHOLAS JOSEPH CUGNOT - -Born at Void, Lorraine, France, September 25, 1725. Died in Paris, October -2, 1804. - -Concerning the early life of Cugnot, little is known. He was educated for -the engineering service of the French army, and gained distinction as a -military and mechanical engineer. He also served as a military engineer in -Germany. Soon afterward he entered the service of Prince Charles of -Lorraine, and for a time resided at Brussels, where he gave lessons in the -military art. He did not return to his native land until 1763, and then -invented a new gun, with which the cavalry were equipped. - -This brought him to the attention of the Compte de Saxe, and under the -patronage of that nobleman, he constructed in 1765 his first locomotive. -This was a small wagon. On its first run it carried four persons, and -traveled at the rate of two and a quarter miles an hour. The boiler, -however, being too small, the carriage could go only for fifteen or twenty -minutes before the steam was exhausted, and it was necessary to stop the -engine for nearly the same time, to enable the boiler to raise the steam -to the maximum pressure, before it could proceed on its journey. This -machine was a disappointment, in consequence of the inefficiency of the -feed pumps. It has been stated that while in Brussels he had made a -smaller vehicle, which, if so, was soon after 1760. - -Several small accidents happened during the trial, for the machine could -not be completely controlled, but it was considered on the whole to be -fairly successful and worthy of further attention. The suggestion was made -that provided it could be made more powerful, and its mechanism improved, -it might be used to drag cannon into the field instead of using horses for -that purpose. Consequently, Cugnot was ordered by the Duc de Choiseul, -Minister of War, to proceed with the construction of an improved and more -powerful machine. This vehicle, which was finished in 1770, cost twenty -thousand livres. It was in two parts, a wagon and an engine. The wagon was -carried on two wheels and had a seat for the steersman; the engine and -boiler were supported on a single driving-wheel in front of the wagon. The -two parts were united by a movable pin. A toothed quadrant, fixed on the -framing of the fore part, was actuated by spur gearing on the upright -steersman's shaft in close proximity to the seat, by means of which the -conductor could cause the carriage to turn in either direction, at an -angle of from fifteen to twenty degrees. In front was a round copper -boiler, having a furnace inside, two small chimneys, two single-acting -brass cylinders communicating with the boiler by the steam pipe, and other -machinery. On each side of the driving-wheel, ratchet wheels were fixed, -and as one of the pistons descended, the piston-rod drew a crank, the pawl -of which, working into the ratchet-wheel, caused the driving-wheel to make -a quarter of a revolution. By gearing, the same movement placed the piston -on the other side in a position for making a stroke, and turned the -four-way cock, so as to open the second cylinder to the steam and the -first cylinder to the atmosphere. The second piston then descended, -causing the leading wheel to make another quarter of a revolution, and -restoring the first piston to its original position. In order to run the -vehicle backwards, the pawl was made to act on the upper side, changing -the position of the spring which pressed upon it; then, when the engine -was started, the pawl caused the driving-wheel to turn a quarter of a -revolution in the opposite direction with every stroke of the piston. - -This machine was first tried in 1770 in the presence of a distinguished -assembly, that included the Duc de Choiseul; General Gribeauval, First -Inspector-General of Artillery; the Compte de Saxe, and others. -Subsequently, other trials of it were made, with satisfactory results -generally. The heavy over-balancing weight of the engine and boiler in -front rendered it difficult to control. On one of its trips it ran into a -wall in turning a corner and was partly wrecked. Further experiments with -it were abandoned, and in 1800 it was deposited in the Conservatoire des -Arts et Metier, Paris, where it still remains. - -At a later period of his life, having lost his means of support, Cugnot's -public services were considered to entitle him to a reward from the State. -Louis Fifteenth gave him a pension of six hundred livres, but the French -Revolution coming on, he was deprived even of that pittance, and he lived -in abject misery in Brussels. His carriage was then in the arsenal, and a -revolutionary committee, during the reign of terror, tried to take it out -and reduce it to scrap, but was driven off. When Napoleon came to the -throne, he restored the pension and increased it to one thousand livres. -In addition to his inventions, Cugnot wrote several works on military art -and fortification. - - -WILLIAM MURDOCK - -Born in Bellow Mill, near Old Cumnock, Ayrshire, Scotland, August 21, -1754. Died at Sycamore Hill, November 15, 1839. - -Murdock was the son of John Murdoch, a millwright. He was modestly -educated, and brought up to his father's trade, helping to build and put -up mill machinery. A curious production of the father and son, at this -period, was a wooden horse, worked by mechanical power, on which young -Murdock traveled about the country. When he was twenty-three years of age -he entered the employment of the famous engineering firm of Boulton & -Watt, at Soho, and there remained throughout his active life. - -Watt recognized in him a valuable assistant, and his services were -jealously regarded. On his part he devoted himself unreservedly to the -interests of his employers. In 1777 he was sent to Cornwall to look after -the pumps and engines set up by the firm in the mines, and for a long -period he lived at Redruth. For some five years after 1800 he was engineer -and superintendent at the Soho foundry. While living at Redruth, in 1792, -he began a series of experiments on the illuminating properties of the -gases of coal, wood, peat, and other substances, and in 1799 put up a -gas-making apparatus at Soho. In 1803 he fitted the Soho factory with a -gas-lighting system. Other inventions that are credited to him are models -for an oscillating engine and a rotary engine, a method of making steam -pipes, an apparatus for utilizing the force of compressed air, and a steam -gun. - -[Illustration: WILLIAM MURDOCK] - -His early training and all his surroundings naturally and inevitably -interested Murdock in the subject of steam locomotion, and before 1784 he -began to experiment on these lines. That he made definite progress is -shown in a letter that Thomas Wilson, agent in Cornwall of Boulton & Watt, -wrote to his employers in August, 1786, saying, "William Murdock desires -me to inform you that he has made a small engine of three-quarter-inch -diameter and one and one-half inch stroke, that he has applied to a small -carriage, which answers amazingly." He had made and run this model in -1784, and it is still in existence, and in the possession of the Messrs. -Richard and George Tangye, England. - -This model was on the high-pressure principle, and ran on three wheels, -the single front one for steering. The vertical boiler, nearly over the -rear axle, was heated by a spirit-lamp, and the machine stood only a -little more than a foot high. The axle was cranked in the middle and -turned by a rod connected to a beam moved up and down by the piston-rod -projecting from the top of the cylinder. Yet it developed considerable -speed. It is interesting to note that the use of the crank for converting -the reciprocating motion of the steam engine into rotary was patented by -Pickard in 1780, and Murdock's was probably its first application to -self-propelled carriages. - -The first experiment with this little engine was made in Murdock's house -at Redruth, when the locomotive successfully hauled a wagon round the -room, the single wheel, placed in front of the engine, fixed in such a -position as to enable it to run round a circle. - -Dr. Smiles, in his work on inventors, tells an amusing story concerning -this machine. He says: "Another experiment was made out of doors, on -which occasion, small though the engine was, it fairly outran the speed of -its inventor. One night, after returning from his duties at the mine at -Redruth, Murdock went with his model locomotive to the avenue leading to -the church, about a mile from the town. The walk was narrow, straight and -level. Having lit the lamp, the water soon boiled, and off started the -engine with the inventor after it. Shortly after he heard distant shouts -of terror. It was too dark to perceive objects, but he found, on following -up the machine, that the cries had proceeded from the worthy vicar, who, -while going along the walk, had met the hissing and fiery little monster, -which he declared he took to be the Evil One in propria persona!" - -But Murdock was too useful a man to Boulton & Watt to be allowed to have -free rein, and his inclination toward steam locomotion invention was -apparently curbed, though it would appear Watt thought the roads of that -time an insurmountable obstacle to the development of road vehicles, and -wanted Murdock to devote his time to mechanical matters more ripe for -success. Boulton, writing to Watt from Truro, in September, 1796, tells -how he met Murdock on his way to London to get a patent on a new model, -and how he persuaded him to turn back. This model was for a steam carriage -that was afterward shown as able to travel freely around a room with a -light load of shovel, poker and tongs upon it. His was probably the first -high-pressure steam-engine vehicle run in England. Though only a small -model, it did its proportionate work well. - -Watt continued to oppose Murdock's scheme, but on one occasion suggested -that he should be allowed an advance of five hundred dollars to enable him -to prosecute his experiments, and if he succeeded within a year in making -an engine capable of drawing a post chaise, carrying two passengers and -the driver, at four miles an hour, it was suggested that he should be -taken as partner into the locomotive business, for which Boulton and Watt -were to provide the necessary capital. This proposition was never carried -out. Again, in 1786, Watt said: "I wish William could be brought to do as -we do, to mind the business in hand, and let such as Symington and Sadler -throw away their time and money in hunting shadows." Murdock continued to -speculate about steam locomotion on common roads, but never carried his -ideas further. He retired from the employment of Boulton & Watt in 1830, -and practically retired from all work at the same time. - -Murdock seems to have had a very clear idea of the possibilities of steam -propulsion on the common roads. Had circumstances permitted he might well -have been expected to have solved the problem in 1796 quite as completely -as his successors did in 1835. But he was a quarter of a century ahead of -the time. Even the moderate public interest that existed later on had not -manifested itself at all in his day and the condition of the English -highways offered almost insuperable obstacles to steam vehicular travel. -Personally his lack of self-assertiveness and his feeling of dependence -upon Boulton and Watt also held him back. So he remained simply one of the -pioneer investigators pointing the way for others. - - -OLIVER EVANS - -Born in 1755 or 1756, in Newport, Del. Died in Philadelphia, April 21, -1819. - -Little has been preserved respecting the early history of Oliver Evans, -who has been aptly styled "The Watt of America." His parents were farming -people, and he had only an ordinary common-school education. At the age of -fourteen he was apprenticed to a wheelwright or wagonmaker, and continued -his meager education by studying at night time by the light that he made -by burning chips and shavings in the fireplace. - -While yet an apprentice his attention was turned to the subject of -propelling land carriages without animal power. But the lack of definite -knowledge in regard to steam power compelled him to abandon his plans, -although his experiments were continued for a long time. Soon after -attaining his majority he was engaged in making card-teeth by hand, and in -connection therewith developed several labor-saving improvements. He also -invented improvements in the construction of machinery of flour mills that -effected a complete revolution in the manufacture of flour. These -improvements consisted of the elevator, the conveyor, the hopper-boy, the -drill and the descender, which various machines were applied in different -mills so as to perform mechanically every necessary movement of the grain -and meal from one part of the mill to the other, causing a saving of fully -one-half in the labor of mill attendance and manufacturing the flour -better. These improvements were not accepted by the mill owners at the -outset, and Evans spent many discouraging years before he could finally -persuade the manufacturers of the utility of his inventions. In the -end, however, he lived to see his inventions generally introduced, and he -profited largely thereby. - -[Illustration: OLIVER EVANS] - -In the year 1786, Evans petitioned the Legislature of Pennsylvania for the -exclusive right to use his improvements in flour mills and steam carriages -in that State, and in the year following presented a similar petition to -the Legislature of Maryland. In the former instance he was only successful -so far as to obtain the privilege of the mill improvements, his -representations concerning steam carriages being considered as savoring -too much of insanity to deserve notice. He was more fortunate in Maryland, -for, although the steam project was laughed at, yet one of his friends, a -member, very judiciously observed that the grant could injure no one, for -he did not think that any man in the world had thought of such a thing -before, and therefore he wished the encouragement might be afforded, as -there was a prospect that it would produce something useful. This kind of -argument had its effect, and Evans received all that he asked for, and -from that period considered himself bound in honor to the State of -Maryland to produce a steam carriage, as soon as his means would allow -him. - -For several years succeeding the granting of his petition by the -Legislature of Maryland, Evans endeavored to obtain some person of -pecuniary resources to join with him in his plans; and for this purpose -explained his views by drafts, and otherwise, to some of the first -mechanics in the country. Although the persons addressed appeared, in -several instances, to understand them, they declined any assistance from -a fear of the expense and difficulty of their execution. - -In the year 1800, or 1801, Evans, never having found anyone willing to -contribute to the expense, or even to encourage him in his efforts, -determined to construct a steam carriage at his own expense. Previous to -commencing he explained his views to Robert Patterson, Professor of -Mathematics in the University of Pennsylvania, and to an eminent English -engineer. They both declared the principles new to them, and advised the -plan as highly worthy of a fair experiment. They were the only persons who -had any confidence, or afforded encouraging advice. He also communicated -his plans to B. F. Latrobe, the scientist, who publicly pronounced them as -chimerical, and attempted to demonstrate the absurdity of Evans' -principles in his report to the Philosophical Society of Pennsylvania on -steam engines. In this he also endeavored to show the impossibility of -making steamboats useful. - -Evans commenced and had made considerable progress in the construction of -a steam carriage, when the idea occurred to him that as his steam engine -was altogether different in form, as well as in principle, from any other -in use, a patent could be obtained for it, and then applied to mills more -profitably than to carriages. The steam carriage was accordingly laid -aside for a season of more leisure, and the construction of a small engine -was commenced, with a cylinder six inches in diameter and a piston of -eighteen inches stroke, for a mill to grind plaster of paris. The expense -of its construction far exceeded Evans' calculation, and before the -engine was finished he found it cost him all he was worth. He had then to -begin the world anew, at the age of forty-eight, with a large family to -support, and that, too, with a knowledge that if the trial failed his -credit would be entirely ruined, and his prospects for the remainder of -life dark and gloomy. But fortune favored him, and his success was -complete. - -In a brief account, given by himself, of his experiments in steam, he -says: "I could break and grind three hundred bushels of plaster of paris, -or twelve tons, in twenty-four hours; and to show its operations more -fully to the public, I applied it to saw stone, on the side of Market -Street, where the driving of twelve saws in heavy frames, sawing at the -rate of one hundred feet of marble in twelve hours, made a great show and -excited much attention. I thought this was sufficient to convince the -thousands of spectators of the utility of my discovery, but I frequently -heard them inquire if the power could be applied to saw timber as well as -stone, to grind grain, propel boats, etc., and though I answered in the -affirmative, they still doubted. I therefore determined to apply my engine -to all new uses; to introduce it and them to the public. This experiment -completely tested the correctness of my principles. The power of my engine -rises in a geometrical proportion, while the consumption of the fuel has -only an arithmetical ratio; in such proportion that every time I added -one-fourth more to the consumption of the fuel, its powers were doubled; -and that twice the quantity of fuel required to drive one saw, would -drive sixteen saws at least; for when I drove two saws the consumption was -eight bushels of coal in twelve hours, but when twelve saws were driven, -the consumption was not more than ten bushels, so that the more we resist -the steam, the greater is the effect of the engine. On these principles -very light but powerful engines can be made suitable for propelling boats -and land carriages without the great encumbrance of their weight as -mentioned in Latrobe's demonstration." - -In the year 1840, Evans, by order of the Board of Health of Philadelphia, -constructed at his works, situated a mile and a half from the water, a -machine for cleaning docks. It consisted of a large flat or scow, with a -steam engine of five horse-power on board, to work the machinery to raise -the mud into the scows. This was considered a fine opportunity to show the -public that his engine could propel both land and water conveyances. When -the machine was finished, he fixed, in a rough and temporary manner, -wheels with wooden axletrees, and, of course, under the influence of great -friction. Although the whole weight was equal to two hundred barrels of -flour, yet his small engine propelled it up Market Street and round the -circle to the waterworks, where it was launched into the Schuylkill River. -A paddle-wheel was then applied to its stern, and it thus moved down that -river to the Delaware, a distance of sixteen miles, leaving behind all -vessels that were under sail. - -This demonstration was in the presence of thousands of spectators, which -he supposed would have convinced them of the practicability of steamboats -and steam carriages. But no allowance was made by the public for the -disproportion of the engine to its load, nor for the rough manner in which -the machinery was fixed, or the great friction and ill form of the boat, -and it was supposed that this was the utmost it could perform. Some -individuals undertook to ridicule the experiment of driving so great a -weight on land, because the motion was too slow to be useful. The inventor -silenced them by answering that he would make a carriage propelled by -steam, for a wager of three thousand dollars, to run upon a level road, -against the swiftest horse that could be produced. This machine Evans -named the Oructor Amphibolis. - -On the 25th of September, 1804, Evans submitted to the consideration of -the Lancaster Turnpike Company a statement of the costs and profits of a -steam carriage to carry one hundred barrels of flour, fifty miles in -twenty-four hours; tending to show that one such steam carriage would make -more net profits than ten wagons, drawn by five horses each, on a good -turnpike road, and offering to build one at a very low price. His address -closed as follows: "It is too much for an individual to put in operation -every improvement which he may invent. I have no doubt but that my engines -will propel boats against the current of the Mississippi, and wagons on -turnpike roads, with great profit. I now call upon those whose interest it -is to carry this invention into effect. All of which is respectfully -submitted to your consideration." Little or no attention was paid to this -offer, for it was difficult at that day to interest anyone in steam -locomotion. - -Evans' interest in the steam carriage forthwith ceased, but in his -writings, published about that time, he remarked: "The time will come when -people will travel in stages moved by steam engines from one city to -another, almost as fast as birds fly, fifteen or twenty miles an hour. -Passing through the air with such velocity, changing the scene in such -rapid succession, will be the most rapid exhilarating exercise. A carriage -(steam) will set out from Washington in the morning, the passengers will -breakfast at Baltimore, dine at Philadelphia, and sup at New York in the -same day." To accomplish this he suggested railways of wood or iron, or -smooth paths of broken stone or gravel, and predicted that engines would -soon drive boats ten or twelve miles an hour. In the latter years of his -life, Evans established a large iron foundry in Philadelphia. - -Although Evans' distinct contribution to the problem of steam locomotion -on the common roads was not particularly practical it was at least -important as being the first suggestion of anything of the kind in the -United States. Road conditions in this country at that time were worse -than they were in England and yet under more discouraging circumstances he -was as far advanced in ideas and plans as his great contemporaries, -Trevithick and others across the water. To Evans must be given the credit -of perfecting the high-pressure, non-condensing engine, and even -Trevithick, "the father of the locomotive," was largely indebted to him -for his progress in the lines he was working on in England, his plans and -specifications having been sent abroad for the English engineers to -inspect in 1784. - - -WILLIAM SYMINGTON - -Born at Leadhills, Scotland, October, 1783. Died in London, March 22, -1831. - -More fortunate than most of the English inventors of the seventeenth and -eighteenth centuries, with whom he was associated, William Symington came -of a family that was able to give him a good education. His father was a -mechanic who had charge of the engines and machinery at the Warlockhead -lead mines, and the son gained his first knowledge of mechanics and -engineering in the shops with his father. Intended for the ministry, he -was sent to the University of Glasgow and the University of Dublin to -pursue his studies. But the ministry had slight attractions for him, and -when the time came for him to choose a profession, he adopted that of -civil engineering. - -In 1786 he worked out a model for a steam road-car. This was regarded very -highly by all who saw it. It is said that Mr. Meason, manager of the lead -mines at Warlockhead, was so pleased with the model, the merit of which -principally belonged to young Symington, that he sent him into Edinburgh -for the purpose of exhibiting it before the professors of the University, -and other scientific gentlemen of the city, in the hope that it might lead -in some way to his future advancement in life. Mr. Meason became the -patron and friend of Symington, allowed the model to be exhibited at his -own house, and invited many persons of distinction to inspect it. The -carriage supported on four wheels had a locomotive behind, the front -wheels being arranged with steering-gear. A cylindrical boiler was used -for generating steam, which communicated by a steam-pipe with the two -horizontal cylinders, one on each side of the firebox of the boiler. When -steam was turned into the cylinder, the piston made an outward stroke; a -vacuum was then formed, the steam being condensed in a cold water tank -placed beneath the cylinders, and the piston was forced back by the -pressure of the atmosphere. The piston rods communicated their motion to -the driving-axle and wheels through rack rods, which worked toothed wheels -placed on the hind axle on both sides of the engine, and the alternate -action of the rack rods upon the tooth and ratchet wheels, with which the -drums were provided, produced the rotary motion. The boiler was fitted -with a lever and weight safety valve. Symington's locomotive was -abandoned, the inventor considering that the scheme of steam travel on the -common roads was impracticable. - -Henceforth, Symington gave his attention to the study of boat propulsion -by steam. In 1787 he got out a patent for an improved form of steam -engine, in which he obtained rotary action by chains and ratchet-wheels. -This engine, with a four-inch cylinder, was used to work the paddles of a -pleasure boat on Dalswinton Loch, in 1788, the boat steaming at the rate -of five miles an hour. This boat is now in the South Kensington Museum, -and it has been termed "the parent engine of steam navigation." The -experiment with this method of boat propulsion was so successful that a -year later larger engines, with eighteen-inch cylinders, were fitted to -another boat, which attained a speed of seven miles an hour. In 1801, -Symington took out a patent for an engine with a piston rod guided by -rollers in a straight path and connected by a rod with a crank attached -directly to the paddle-wheel shaft--the system that has been in use ever -since. Although the perfect practicability of this method of boat -propulsion was fully demonstrated by a trial on the tugboat Charlotte -Dundas, in March, 1802, the plan for steam power on canals and lakes was -not carried further. The Forth and Clyde Company, and the Duke of -Bridgewater, who were backing Symington, gave up the project and he could -get help from no other sources. His inventions and experiments are -generally regarded as marking the beginning of steam navigation. It is -interesting to note that among those who were guests on the Charlotte -Dundas, on the occasion of this trial trip, was Robert Fulton, who wrote a -treatise on steam navigation in 1793, tried a small steamboat on the river -Seine, in France, in 1803, and in 1807 launched his famous steamship, the -Clermont, on the Hudson River. - -Symington, disappointed and discouraged, gave up his work and went to -London. The rest of his life was for the most part thrown away, and he -became one of the waifs and strays of London. In 1825 he received a grant -of one hundred pounds from the privy purse, and later on fifty pounds -more, in recognition of his services for steam navigation. He died in -obscurity and although he was unquestionably the pioneer in his country of -the successful application of steam to navigation on inland waters his -name is only a bare memory. - - -NATHAN READ - -Born in Warren, Mass., July 2, 1759. Died near Belfast, Me., January 20, -1849. - -Graduated from Harvard College in 1781, Read was a tutor at Harvard for -four years. In 1788 he began experimenting to discover some way of -utilizing the steam engine for propelling boats and carriages. His efforts -were mainly directed toward devising lighter, more compact machinery than -then generally in use. His greatest invention at that time was a -substitute for the large working-beam. This was a cross-head beam which -ran in guides and had a connecting-rod with which motion was communicated. -The new cylinder that he invented to attach to this working-frame was -double-acting. In order to make the boiler more portable he invented a -multi-tubular form, and this he patented, together with the cylinder, -chain-wheel, and other appliances. - -The boiler was cylindrical and was placed upright or horizontal, and the -furnace was carried within it. A double cylinder formed a water-jacket, -connected with a water and steam chamber above, and a water-chamber below. -Numerous small straight tubes connected these two chambers. Read also -invented another boiler in which the fire went through small spiral tubes, -very much as it does in the present-day locomotives, and this was a -smoke-consuming engine. For the purpose of acquiring motion he first used -paddle-wheels, but afterward adopted a chain-wheel of his own invention. - -[Illustration: NATHAN READ] - -Read planned a steam-car to be run with his tubular boiler, and it is said -that this vehicle, when laden with fifty tons weight, could make five -miles per hour. The model which was completed in 1790 had four wheels, -the front pair being pivoted at the center and controlled by a horizontal -sheave and rope. The sheave was located back near the boiler, and in -guiding the machine it was operated by a hand-wheel placed above the -platform, within easy reach of the engineer. A square boiler with Read's -multi-tubular system, overhung at the rear of the carriage. Two -driving-wheels were forward of the boiler, and in front of these were two -horizontal cylinders on each side of the engine. On the inside of each -wheel were ratched teeth that fitted into corresponding teeth on -horizontal racks above and below the hub. The piston, moving back and -forth from the cylinder, engaged these teeth and caused a revolution of -the wheel. There were two steam valves and two exhaust valves to each -cylinder, the exhaust being into the atmosphere. Although this was the -first conception of propulsion by steam on land in America, Read went no -further in creating this model, inasmuch as he received no encouragement -from financial sources. - -In 1796, Read established at Salem, Mass., the Salem Iron Foundry, where -he manufactured anchors, chain cables, and other machinery. In January, -1798, he invented a machine to cut and head nails at one operation. He -also invented a method of equalizing the action of windmills by -accumulating the force of the wind through winding up a weight; and a plan -for harnessing the force of the tides by means of reservoirs which, by -being alternately filled up and emptied, created a constant stream of -water. Among his other inventions were a pumping engine and a threshing -machine. - - -RICHARD TREVITHICK - -Born in Illogan, in the west of Cornwall, England, April 13, 1771. Died in -Dartford, Kent, April 22, 1833. - -Richard Trevithick had meager educational advantages. His father was -manager of the Dolcoath and other mines, and shortly after the birth of -his son moved to Penponds, near Camborne, where the boy was sent to school -to learn reading, writing and arithmetic, which were the limits of his -attainments. Early in life he showed the dawning of remarkable inventive -genius, was quick at figures and clever in drawing. He developed into a -young man of notable physique, being six feet two inches high, and having -the frame and the strength of an athlete. He was one of the most powerful -wrestlers in the west country, and it is related of him that he could -easily lift a thousand-weight mandril. - -At the age of eighteen young Trevithick began to assist his father as mine -manager, and at once proceeded to put his inventive faculty to practical -test. His initial success, in 1795, was an improvement upon an engine at -the Wheal Treasury mine, which accomplished a great saving in fuel and in -power, and won for him his first royalty. Before his father died, in 1797, -he had attained to the position of engineer at the Ding Dong mine, near -Penzance, and had already set up at the Herland mine the engine built by -William Bull, with improvements of his own. His earliest invention of -importance was in 1797, when he made an improved plunger pump, which, in -the following year, he developed into a double-acting water-pressure -engine. One of these engines, set up in 1804, at the Alport mine, in -Derbyshire, was run until 1850. - -[Illustration: RICHARD TREVITHICK] - -In 1780 he built a double-acting high-pressure engine with a crank, for -Cook's Kitchen mine. This was known as the Puffer, from the noise that it -made, and it soon came into general use in Cornwall and South Wales, a -successful rival of the low-pressure steam vacuum engine of Watt. - -As early as 1796 Trevithick began to give attention to the subject of -steam locomotion, and a model constructed by him before 1800 is now in the -South Kensington Museum. He busied himself in designing and building a -steam vehicle to travel upon the common highways. The work was done in a -workshop at Camborne, and some of it in the shop of Captain Andrew Vivian. -It was Christmas Eve of 1801 when this steam locomotive was completed and -was brought out for trial. - -The following account of the first trial was made by one who was present: -"I knew Captain Dick Trevithick very well. I was a cooper by trade, and -when Trevithick was making his steam carriage I used to go every day into -John Tyack's shop at the Weith, close by here, where they put her -together. In the year 1801, upon Christmas Eve, towards night, Trevithick -got up steam, out on the high road, just outside the shop. When we saw -that Trevithick was going to turn on steam, we jumped up, as many as -could, maybe seven or eight of us. 'Twas a stiffish hill going up to -Camborne Beacon, but she went off like a little bird. When she had gone -about a quarter of a mile there was a rough piece of road covered with -loose stones. She didn't go quite so fast, and as it was a flood of rain, -and we were very much squeezed together, I jumped off. She was going -faster than I could walk, and went up the hill about half a mile further, -when they turned her and came back again to the shop." The next day the -engine steamed to Captain Vivian's house, and a few days subsequently, -Trevithick and Vivian started off for Tehidy House, where Lord -Dedunstanville lived, some two or three miles from Camborne. On this -journey they met with an accident, the engine being overturned in going -around a curve; but they got back safely. - -This carriage presented the appearance of an ordinary stage coach on four -wheels. The engine had one horizontal cylinder which, together with the -boiler and the furnace-box, was placed in the rear of the hind axle. -The-motion of the piston was transmitted to a separate crank-axle, from -which, through the medium of spur-gear, the axle of the driving-wheel, -which was mounted with a fly-wheel, derived its motion. The steam cocks -and the force-pump, as also the bellows used for the purpose of quickening -combustion in the furnace, were worked off the same crank axle. This was -one of the first successful high-pressure engines constructed on the -principle of moving a piston by the elasticity of steam against the -pressure only of the outside atmosphere. - -In the following year Trevithick went to London with his cousin, Andrew -Vivian, and secured a patent. Early in 1803 he made his second steam -carriage. This was built at Camborne and taken to London, via Plymouth, -for exhibition. Its journey along the highways thoroughly alarmed the -country people. Coleridge relates that a toll-gate keeper was so -frightened at the appearance of the sputtering, smoke-spitting thing of -fearsome mien that, trembling in every limb and with teeth chattering, he -threw aside the toll-gate with the scared exclamation, "No--noth--nothing -to pay. My de--dear Mr. Devil, do drive on as fast as you can. Nothing to -pay!" - -The engine in this carriage had a cylinder five and one-half inches in -diameter, with a stroke of two and one-half feet, and with thirty pounds -of steam it worked five strokes per minute. In every way it was superior -to its predecessor. It was not so heavy; and the horizontal cylinder, -instead of the vertical, added very much to its steadiness of motion; -while wheels of a larger diameter enabled it the more easily to pass over -rough roads which had brought the Camborne one to a standstill. The boiler -was made entirely of wrought iron, and the cylinder was inserted -horizontally, close behind the driving axle. A forked piston-rod was used, -the ends working in guides, so that the crank axle might be brought near -to the cylinder. Spur gearing and couplings were used on each side of the -carriage for communicating motion from the crank shaft to the main driving -axle. The driving-wheels were about ten feet diameter, and made of wood. -The framing was of wrought iron. The coach was intended to seat eight or -ten persons, and the greater part of the weight came on the driving axle. -The coach was suspended upon springs. - -The London steam carriage was put together at Felton's carriage shop, in -Leather Lane, and after its completion, Vivian one day ran the locomotive -from Leather Lane, Gray's Inn Lane, on to Lords' Cricket Ground, to -Paddington, and home again by way of Islington, a journey of ten miles -through the streets of London. Several trips were made in Tottenham Court -Road and Euston Square, and only once did they meet with accident. -Finally, however, the frame of the carriage got twisted, and the engine -was detached and set to driving a mill. - -Trevithick's next experiment was made in 1803-4, while he was engineer of -the Pen-y-darran iron works, near Merthyr Tydvil, where he built and ran -on a railway a locomotive that was fairly successful. In 1808 he built a -locomotive for a circular railway or steam circus that he and Andrew -Vivian set up in London, near Euston Square. This ran for several weeks, -carrying passengers at the rate of twelve or fifteen miles an hour around -curves of fifty or one hundred feet radius. One day a rail broke and the -engine was overturned, which ended the exhibition. - -Subsequently, Trevithick applied his high-pressure engine to rock-boring -and breaking, and dredging. He laid out a system of dredging the Thames -River, planned a tunnel under the Thames, invented a high-pressure steam -threshing engine in 1812, constructed iron tanks and buoys, and modeled an -iron ship. He was one of the first to conceive the practical use of steam -in agriculture, declaring that the use of the steam engine for this -purpose would "double the population of the kingdom and make our markets -the cheapest in the world." - -In 1814, Trevithick became interested in a plan to work the silver mines -of Peru by Cornish methods, and nine of his high-pressure engines were -sent to South America in charge of Henry Vivian and other engineers. He -himself followed in 1816, and remained in that country ten years, making -and losing several fortunes during that time. Finally, in a revolution, -the mining plants were destroyed, and he was forced to leave the country, -penniless. For a time he was prospecting in Costa Rica, where he planned a -railroad across the Isthmus from the Atlantic to the Pacific. In 1827 he -returned to England, still a poor man, and settling in Dartford, Kent, -devoted himself to new inventions, unsuccessfully endeavoring to secure -the help of the government in his work. His later years were spent in -poverty, and when he died, the expense of his burial was borne by his -fellow-workmen of Dartford. - -Undoubtedly, Trevithick was one of the foremost English engineers of his -day, a period that was rich with strong men of distinction in his -profession. By many he has been considered as having contributed more even -than James Watt to the development of the steam engine and its broader -adaptation to practical uses. In his early years he was restrained in -putting his ideas and experiments to practical test by the restrictions of -Watt's patents. Finally when that difficulty was removed he at once took a -leading position in his profession. Especially in the development of the -high pressure engine he is entitled to at least as much credit as any man -of his day. His genius was fully recognized in his generation and his -impoverished old age was the result of financial reverses in business -operations and not from the lack of substantial rewards for his inventive -achievements. - - -DAVID GORDON - -The first experiments of David Gordon, who in 1819 was working with -William Murdock, in Soho, were for the purpose of using compressed air for -common road locomotives. He also invented a portable gas apparatus, and -originated a society of gentlemen, with the intention of forming a company -for the purpose of running a mail coach and other carriages by means of a -high-pressure engine, or of a gas vacuum or pneumatic engine, supplied -with portable gas. Alexander Gordon, his son, states that "the committee -of the society had only a limited sum at their disposal, nor were there to -be more funds until a carriage had been propelled for a considerable -distance at the rate of ten miles an hour." David Gordon then tried to -prevail upon the committee to make use of a steam engine, but evidently -without success. - -In 1821 he took out a patent for improvements in wheel carriages, and his -locomotive is fully described in the interesting Treatise on Elemental -Locomotion, by Mr. Alexander Gordon. The machine consisted of a large -hollow cylinder about nine feet in diameter and five long, having its -internal circumference provided with a continuous series of cogged teeth, -into which were made to work the cogged running wheels of a locomotive -steam engine, similar to that of Trevithick. The steam power being -communicated to the wheels of the carriage, caused them to revolve, and to -climb up the internal rack of the large cylinder. The center of gravity of -the engine being thus constantly made to change its position, and to throw -its chief weight on the forward side of the axis of the cylinder, the -latter was compelled to roll forward, propelling the vehicle before it, -and whatever train might be added. - -Gordon's next attempt to construct locomotive carriages for the common -road was in 1824. The means proposed was a modification of the method -invented by William Brunton. But instead of the propellers being operated -upon by the alternating motion of the piston-rod, as in Brunton's vehicle, -Gordon contrived to give them a continuous rotatory action and to apply -the force of the engines in a more direct manner. The carriage ran upon -three wheels, one in the front to steer by, and two behind to bear the -chief weight. Each of the wheels had a separate axle, the ends of which -had their bearings upon parallel bars, the wheels rolling in a -perpendicular position. This arrangement, by avoiding the usual -cross-axle, afforded an increased uninterrupted space in the body of the -vehicle. - -In the fore part of the carriage were placed the steam engines, consisting -of two brass cylinders, in a horizontal position, but vibrating upon -trunnions. The piston-rods of these engines gave motion to an eight-throw -crank, two in the middle for the cylinders, and three on each side, to -which were attached the propellers; by the revolution of the crank, these -propellers or legs were successively forced outwards, with the feet of -each against the ground in a backward direction, and were immediately -afterwards lifted from the ground by the revolution of another crank, -parallel to the former, and situated at a proper distance from it on the -same frame. The propelling-rods were formed of iron gas-tubes, filled with -wood, to combine lightness with strength. To the lower ends of these -propelling-rods were attached the feet, in the form of segments of -circles, and made on their under side like a short and very stiff brush of -whalebone, supported by intermixed iron teeth, to take effect in case the -whalebone failed. These feet pressed against the ground in regular -succession, by a kind of rolling, circular motion, without digging it up. -The guide had the power of lifting these legs off the ground at pleasure, -so that in going down hill, when the gravity was sufficient for -propulsion, nothing but a brake was put into requisition to retard the -motion, if necessary. If the carriage was proceeding upon a level, the -lifting of the propellers was equivalent to the subtraction of the power, -and soon brought it to a full stop. When making turns in a road the guide -had only to lift the propellers on one side of the carriage and allow the -others to operate alone, until the curve was traversed. - -Gordon got fair results from this locomotive, but the speed was not -satisfactory. In his first trials he found the power insufficient. He -afterwards fitted one of Gurney's light boilers in the hinder part of the -carriage, though even after this improvement had been added the -experiments were disappointing. Gordon was convinced that the application -of the power to the wheels was the proper mode of propulsion, and his -project was abandoned after six or seven years had been spent in -inventing, constructing, and carrying out experiments with four distinct -carriages. - - -WILLIAM HENRY JAMES - -Born at Henley, England, March, 1776. Died at Dulwich College Alms House, -December 16, 1873. - -The father of William Henry James was William James, of Warwickshire, the -great railway projector of his time. He was a solicitor in early life, but -became wealthy, worked a colliery in South Staffordshire, and in 1815 -removed to London, where he had a large land agency business. He became -interested in tramways in 1806, and from that date on devoted most of his -energies and fortune to projecting railways in the United Kingdom. He had -an interest in one of George Stephenson's patents, made numerous railway -surveys, and by many has been considered to have done more than any single -individual in laying the foundations of the English railroad system. - -William Henry James assisted his father in his railway surveys in early -life, and then began business independently as an engineer, in Birmingham. -He made experiments in steam locomotion on common roads, and took out -patents for locomotive steam engines, boilers, driving apparatus, and so -on. His patent for a water-tube boiler for road locomotives was secured in -1823, and his first car was built in 1824. This was a twenty-passenger -steam coach. Each rear wheel had a double-cylinder engine, and the pistons -were worked at a pressure of two hundred pounds per square inch. Separate -engines to each driver gave each wheel an independent motion, so that -power and speed might be varied for turning corners, the outer wheel -travelling over a much greater space than the inner wheel. When the front -wheels were so placed that the carriage proceeded in a straight line an -equal amount of steam was admitted to each pair of cylinders, but when the -front wheel was in the lock the engine driving the outer wheel received a -greater amount of steam and thus developed more power and traveled faster -than the inner wheel. This arrangement was said to be so efficient that -the carriage could be made to describe every variety of curve, repeatedly -making turns of less than ten feet radius. The whole of the machinery was -mounted upon laminated carriage springs. This arrangement caused the -engines and their framework to vibrate altogether upon the crank-shaft as -a center, at the same time connecting these engines to the boiler by means -of hollow axles moving in stuffing boxes. Each engine had two cylinders of -small diameter and long stroke; to these separate engines steam was -supplied from the boiler by means of the main pipe, which moved through -steam-tight stuffing boxes to the slide valve-boxes by small pipes. The -locomotive was entirely distinct from the passenger carriage. - -Sir James C. Anderson became associated with James, and in 1829 they built -another carriage. This weighed nearly three tons, and the first trials -were made round a circle of one hundred and sixty feet in diameter. When -it was finally ready to be brought out it was loaded with fifteen -passengers and driven several miles on a rough gravel road across Epping -Forest, with a speed varying from twelve to fifteen miles an hour. Steam -was supplied by two tubular boilers, each forming a hollow cylinder four -feet six inches long. The tubes of which the boilers were composed were -common gas pipe, one of which split on one of the trips, thus letting the -water out of one of the boilers and extinguishing its fire. Under these -circumstances, with only one boiler in operation, the carriage returned -home at the rate of about seven miles an hour, carrying more than twenty -passengers--at one period, indeed, it is said, a much greater number; -showing that sufficient steam could be generated in such a boiler to be -equal to the propulsion of between five and six tons weight. In -consequence of this demonstration that the most brilliant success was -attainable, the proprietors dismantled the carriage and commenced the -construction of superior tubular boilers with much stronger tubes. - -Shortly after Anderson and James commenced to build another steam -carriage, which was ready for use in November, 1829. This engine was not -intended to carry passengers, but to be employed for drawing carriages -behind. Four tubular boilers were used, the total number of tubes being -nearly two hundred. These boilers were enclosed in a space four feet wide, -three feet long, and two feet deep. The steam from each boiler was -conducted into one main steam pipe one and one-half inches in diameter, -and the communication from any one of the boilers could be cut off in case -of leakage. Four cylinders, each two and one-quarter inch bore and nine -inch stroke, were arranged vertically in the hind part of the locomotive, -and two of them acted upon each crank-shaft as before, giving a separate -motion to each driving wheel. - -The exhaust steam was conducted through two copper tanks for heating the -feed water to a high temperature, and thence passed to the chimney. The -steering-gear consisted of an external pillar containing a vertical shaft, -at the upper end of which small bevel-gearing was used, giving motion to -the vertical shaft, whose bottom end carried a pinion gearing into a -sector attached to the fore axle. The motion of the crank-shafts was -communicated to the separate axles of the driving-wheels by spur-gearing -with two speeds. - -In experiments made with this carriage, the greatest speed obtained upon a -level, on a very indifferent road, was at the rate of fifteen miles an -hour, and it never ran more than three or four miles without breaking some -of the steam joints. The Mechanic's Magazine, reporting one of these -trials, said: "A series of interesting experiments were made throughout -the whole of yesterday with a new steam carriage belonging to Sir James -Anderson, Bart., and W. H. James, Esq., on the Vauxhall, Kensington, and -Clapham roads, with the view of ascertaining the practical advantages of -some perfectly novel apparatus attached to the engines, the results of -which were so satisfactory that the proprietors intend immediately -establishing several stage coaches on the principle. The writer was -favored with a ride during the last experiment, when the machine proceeded -from Vauxhall Bridge to the Swan at Clapham, a distance of two and a half -miles, which was run at the rate of fifteen miles an hour. From what I had -the pleasure of witnessing, I am confident that this carriage is far -superior to every other locomotive carriage hitherto brought before the -public, and that she will easily perform fifteen miles an hour throughout -a long journey. The body of the carriage, if not elegant, is neat, being -the figure of a parallelogram. It is a very small and compact machine, and -runs upon four wheels." - -W. H. James patented another steam carriage in August, 1832. This varied -much from his earlier engines in the working parts, and it was not -generally considered to be as satisfactory as the others. Sir James -Anderson was not able, for pecuniary reasons, to continue to back James in -his experimenting, and it does not appear that these plans of 1832 were -ever consummated in a completed vehicle. - -James was a man of strong mind, an original thinker and thoroughly -well-trained by his apprenticeship with his father. He spent a good part -of his life in experimenting with common-road steam propulsion, but he had -not monetary resources or financial ability commensurate with his -mechanical genius. When the support of Anderson was withdrawn from him he -seems to have been compelled to give up. Little has been recorded -concerning the latter years of his life, and his death in the almshouse -sufficiently indicates the poverty in which his last years were spent. His -father also sacrificed his life to the cause of railroad advancement, -losing his entire fortune and dying a poor man. - - -GOLDSWORTHY GURNEY - -Born at Treator, near Padstow, Cornwall, England, February 14, 1793. Died -at Reeds, near Bade, February 28, 1875. - -The son of John Gurney, Goldsworthy Gurney received a good elementary -education at the Truro Grammar School, and then studied medicine. He -settled at Wadebridge as a surgeon, but although very successful, -gradually turned his attention to scientific and mechanical -investigations. He constructed an organ, studied chemistry and mechanical -science, and removing to London in 1820, delivered a series of lectures on -heat, electricity and gases at the Surrey Institute. His investigations -resulted in the invention of the oxy-hydrogen blowpipe, and the discovery -of the powerful lime-light known as the Drummond light, and he engaged in -other experiments in this field of research. - -In 1804, while on a holiday at Camborne, he saw a Trevithick engine on -wheels. Recalling this in after years he began experimenting on steam -locomotion in 1823, and soon abandoned his surgical and medical practice -for this new pursuit. His first efforts were toward the construction of an -engine to travel on the common roads. The weight of the steam engines that -were then being built seemed to him to offer great objections to their use -for this purpose, but he succeeded, with his first machine, in reducing -weight from four tons to thirty hundredweight. Then he secured a -sufficiency of power by the invention of the high-pressure steam jet. This -invention differed from those of Stephenson and Trevithick, who sent their -waste steam up through the chimney instead of utilizing it. The Gurney -jet was applied to the Stephenson Rocket engine on the Liverpool and -Manchester Railway, in October, 1829, and also to steamboats and steam -carriages. - -In 1823, Gurney made his first experiments with a model steam carriage, on -which propellers or feet were used. Two years later, in 1825, he completed -a full-size carriage on the same plan, and in May of that year he took out -his first patent for this vehicle. The carriage was impelled by these legs -being alternately drawn forwards and pressed backwards by a steam engine -acting upon them through movable oblong blocks, to which they were -attached. As a first experiment this carriage was driven up Windmill Hill, -near Kilburn. Another trip, between London and Edgeware, demonstrated the -inefficiency of these propellers, and led to the discovery that there was -sufficient friction between wheels and the ground to insure propulsion. - -In 1826 he constructed a coach about twenty feet long, which would -accommodate six inside and fifteen outside passengers, besides the -engineer. The driving-wheels were five feet diameter, and the leading -wheels three feet nine inches diameter. Two propellers were used, which -could be put in motion when the carriage was climbing hills. Gurney's -patent boiler was used for supplying steam to the twelve horse-power -engine. The total weight of the carriage was about a ton and a half. In -front of the coach was a capacious boot, while behind, that which had the -appearance of a boot, was the case for the boiler and the furnace, from -which it was calculated that no inconvenience would be experienced by the -outside passenger, although in cold weather a certain degree of heat might -be obtained, if required. In descending a hill, there was a brake fixed on -the hind wheel, to increase the friction; but, independently of this, the -guide had the power of lessening the force of the steam to any extent by -means of the lever at his right hand, which operated upon the throttle -valve, and by which he could stop the action of the steam altogether and -effect a counter vacuum in the cylinders. By this means also he regulated -the rate of progress on the road. There was another lever by which he -could stop the vehicle instantly, and in a moment reverse the motion of -the wheels. - -This carriage traveled up Highgate Hill to Edgeware, and also to Stanmore, -and went up both Stanmore Hill and Brockley Hill. In ascending these hills -the driving-wheels did not slip, so that the legs were not needed. After -these experiments the propellers were removed. - -Gurney obtained another patent in 1827, and under this worked a steam -carriage resembling the common stage coach, with the boiler in the hind -boot. This carriage was run experimentally to Barnet, Edgeware, Finchley, -and other places, and in 1828 it was said that a trip was made from London -to Melksham, thirteen miles from Bath, a distance of nearly two hundred -miles. On the return trip the rate of speed was about twelve miles an -hour. - -Gurney's carriage so fully established its practicability, that in 1830, -Sir Charles Dance contracted for several, and ran them successfully from -London to Holyhead, and from Birmingham to Bristol. In the following year -he ran over the turnpike road between Gloucester and Cheltenham for four -months in succession, four times a day, without an accident or delay of -consequence. The distance of nine miles was regularly covered in from -forty-five to fifty-five minutes. Nearly three thousand persons were -carried, and nearly four thousand miles traveled. - -A strong public sentiment against the use of the common roads by these -vehicles sprang up, and Parliament was prevailed upon to impose upon steam -carriages heavy highway tolls that were in effect prohibitory. Sir Charles -Dance suspended his operations. Gurney petitioned the House of Commons for -relief. Several committees in 1831, 1834 and 1835 investigated the subject -and reported strongly in favor of steam carriages, but no legislation -could be secured, and Gurney was forced to give up further introduction of -steam carriages. - -He continued his experimenting in other directions, invented the stove -that bore his name, introduced new methods of lighting and ventilating the -Houses of Parliament, and was otherwise active in scientific pursuits. He -was a magistrate for Cornwall and Devonshire, and in 1863 was knighted in -recognition of his discoveries and inventions. - -By writers of that period Gurney received a great deal of credit and an -abundance of advertising for his work. He was especially conspicuous in -the Parliamentary investigations regarding steam carriages. On the whole, -however, it is generally considered that he was proclaimed far beyond his -merits, especially in comparison with such rivals as Hancock, Maceroni and -others. - - -THOMAS BLANCHARD - -Born in Sutton, Mass., June 24, 1788. Died, April 16, 1864. - -Blanchard received a common school education, and before he had entered -his teens his mechanical genius began to show itself. At thirteen years of -age he invented a machine for paring apples, and shortly after, a machine -for making tacks. His great work was the invention of a machine for -turning out articles of irregular form from wood and metals. His lathes -for this purpose were put in operation by the United States Government in -the armories at Harper's Ferry, Va., and Springfield, Mass. - -Becoming interested in the subject of steam propulsion he made, in 1826, a -steamboat that was successfully tried on the Connecticut River, running -from Hartford, Conn., to Springfield, Mass. Afterward, he built a boat of -larger size, that drew eighteen inches of water, and ran this up the -Connecticut River, from Springfield, Mass., to Vermont. He also built -other boats for use on the Alleghany River. - -The subjects of railroads and locomotive power on land interested him for -a short time, and in 1825, after he had completed his engagement with the -United States armories, he built, at Springfield, Mass., a carriage driven -by steam for use on the common road. This was the first real steam -carriage constructed in this country, the Philadelphia machine of Evans -being but a rude affair, although it involved the essential principles of -steam propulsion. The Blanchard carriage was perfectly manageable, -could turn corners and go backwards and forwards with all the readiness of -a well-trained horse, and on ascending a hill the power could be -increased. Its performance on the highway was altogether satisfactory, and -a patent was issued to its inventor. - -[Illustration: THOMAS BLANCHARD] - -Blanchard endeavored to secure support to build a railroad in -Massachusetts, and the joint committee on roads and canals of the -Massachusetts Legislature, in January, 1826, endorsed the model of his -railway and steam carriage, and recommended them "to all the friends of -internal improvements." Notwithstanding this report, capitalists viewed -the project as visionary, and Blanchard met with no greater success when -he subsequently applied to the Legislature of New York. Giving up his -plans he thenceforward devoted his attention to the subject of steam -navigation. - -Blanchard was a prolific inventor, having taken out no less than thirty or -forty patents for as many different inventions. He did not reap great -benefit from his labors, for many of his inventions scarcely paid the cost -of getting them up, while others were appropriated without payment to him, -or even giving him credit. His machine for turning irregular forms was his -most notable work, and even of that, others sought to defraud him. To -defend himself he was forced to go to the courts and even to Congress, -before he succeeded in establishing his rights. After the success of this -machine he made other improvements in the manufacture of arms, -constructing thirteen different machines that were operated in the -government armories. - - -JOHNSON - -Two brothers Johnson had a small engineering establishment in -Philadelphia, in 1828. They put upon the streets in that year a vehicle -that J. G. Pangborn, in his The World's Rail Way, says was "the first -steam wagon built, and actually operated as such, in the United States." -The same writer, describing this wagon, says that it had a single cylinder -set horizontally, with a connecting-rod attachment with a single crank at -the middle of the driving-axle. Its two driving-wheels were eight feet in -diameter and made of wood, the same as those on an ordinary road wagon. -The two forward or guiding wheels were much smaller than the others, and -were arranged in the usual manner of a common wagon. It had an upright -boiler hung up behind, shaped like a huge bottle, the smoke-stack coming -out through the center of the top. The safety-valve was held down by a -weight and lever, and the horses in the neighborhood did not take at all -kindly to the puffing of the machine as it jolted over the rough streets. -Generally it ran well, and could take without difficulty reasonable grades -in the streets and roadways. During its existence, however, it knocked -down a number of awning-posts, ran into and broke several window fronts, -and sometimes was altogether unmanageable. Like all others of their day, -however, the Johnsons were ahead of their time. There was no demand for -their steam wagon, road conditions made it unavailable and the machine -itself was, despite much merit, really not much more than a suggestion of -better things three-quarters of a century later. - - -WALTER HANCOCK - -Born in Marlborough, Wiltshire, England, June 16, 1799. Died May 14, 1852. - -The father of Walter Hancock was James Hancock, a timber merchant and -cabinet maker. Walter received a common school education, and then was -apprenticed to a watchmaker and jeweler in London. The bent of his -inclination, however, was toward engineering, and he turned his attention -to experimenting along the lines that were at that time absorbing the -thoughts and efforts of those men of England interested in mechanical and -scientific subjects. - -He was foremost among those who in the early part of the nineteenth -century were engaged in trying to solve the problem of steam carriage -locomotion on the common highways. The story of his work in this direction -is fully told by himself in his Narrative of Twelve Years' Experiments, -1824-36, Demonstrative of the Practicability and Advantage of Employing -Steam Carriages on Common Roads, a book published in London, in 1838. This -volume contains a full account of his labors, and descriptions of all the -carriages that he built and ran. The following extract from the -introduction of the book shows in what esteem Hancock regarded himself and -what estimate he placed upon the value of his work: - -"The author of these pages believes he should offend alike against truth -and genuine modesty were he to yield to any of the steam carriage -inventors who have appeared in his day, in a single particular of desert; -he began earlier (with one abortive exception) and has persevered longer -and more unceasingly than any of them. He was the first to run a steam -carriage for hire on a common road, and is still the only person who has -ventured in a steam vehicle to traverse the most crowded streets of the -metropolis at the busiest periods of the day; he has built a greater -number of steam carriages (if not better) than anyone else, and has been -thus enabled to try a greater variety of forms of construction, out of -which to choose the best." - -In 1824, Hancock invented a steam engine in which the ordinary cylinder -and piston were replaced by two flexible steam receivers, composed of -several layers of canvas firmly united together by coatings of dissolved -caoutchouc, or india-rubber, and thus enabled to resist a pressure of -steam of sixty pounds upon the square inch. This engine he tried to adapt -to steam carriages, but found that he could not get the requisite degree -of power for locomotion, although it worked very well as a stationary -engine of four horse-power at his factory in Stratford. Next he invented a -tubular boiler with sixteen horizontal tubes, each connected with each -other by lesser tubes, so that the water or steam might circulate through -the entire series. This boiler was subsequently changed by arranging the -tubes vertically, and a patent was taken out in 1825. - -After further experiments and improvements, Hancock finally made a vehicle -to travel on three wheels, getting power from a pair of vibrating or -trunnion engines fixed upon the crank-axle of the fore wheels. -Experimental trips of this carriage were made from the Stratford shop to -Epping Forest, Paddington, Hounslow, Croydon, Fulham, and elsewhere. Some -changes were made in the vehicle, and finally the trunnion engines were -put aside and fixed ones substituted. - -This improved carriage, the first in a long series built by Hancock, was -named the Infant. The body was in the form of a double-body coach, or -omnibus, with seats for passengers inside and out. The bulk of the -machinery was placed in the rear of the carriage, a boiler and a fire -being beneath it. Between the boiler and the passengers' seats was the -engine and a place for the engineer. A pair of inverted fixed engines -working vertically on a crank-shaft furnished the power. The steering -apparatus was in front. The whole carriage was on one frame supported by -four springs on the axle of each wheel. The carriage was capable of -carrying sixteen passengers besides the engineer and guide. Its total -weight, including coke and water, but exclusive of attendants and -passengers, was about three and one-half tons. The wheel tires were three -and one-half inches wide, and the diameter of the hind wheels four feet. - -In February, 1831, the Infant began to run on regular trips between -Stratford and London. In 1832 a second carriage, similar to the Infant, -was built, and called the Era. It was constructed for the London and -Brighton Steam Carriage Company, to ply between London and Greenwich. The -following year a third carriage, the Enterprise, was completed, for the -London and Paddington Steam Car Company, and was run between London and -Paddington. - -Hancock took the Infant on a long trip from Stratford to London and -Brighton, in October, 1832. Eleven passengers were carried, and the -carriage kept a speed of nine miles an hour on the level, and six to eight -miles an hour up grade. On the return one mile up hill was made at the -rate of seventeen miles an hour. Another trip to Brighton was made in -September of the next year at an average speed of twelve miles an hour -actual traveling. At Brighton the new carriage attracted much attention, -and was exhibited for several days on trips in and around the town. After -the Enterprise, the Autopsy came from the Hancock shops, in September, -1833. This carriage was run on trial about Brighton and in London streets, -and for about a month was run for hire between Finsbury Square and -Pentonville. - -A small steam drag or tug to draw an attached coach or omnibus was the -next production of the Hancock establishment, which had already attained -more than local fame. This was built for a Herr Voigtlander, of Vienna, -and on one of its trial trips it carried ten persons and an attached -four-wheeled carriage with six persons in it. With this load a speed of -fourteen miles an hour on the level was attained, and eight to nine miles -an hour on up grades. - -Beginning in August, 1834, the Era and the Autopsy were run daily in -London between the City, Moorgate and Paddington. During the ensuing four -months over four thousand passengers were carried. Each coach carried from -ten to twelve passengers, and the trip from Moorgate to Paddington, five -miles, was made in a half hour, including stops. On the trial trip a speed -of twelve miles an hour, exclusive of stops, was maintained. - -Later in the same year the Era, with its name changed to the Erin, was -sent to Dublin, Ireland, where it was exhibited and run in and about the -city, by Hancock, for eight days, before it was reshipped to Stratford. -Next in turn came a drag of larger size than any before built, with an -engine of greater capacity. On the trial trip this drew, on a level road, -at a speed of ten miles an hour, three omnibuses and one stage coach with -fifty passengers. In July, 1835, the trip to Reading, a distance of -thirty-eight miles, was made in three hours forty minutes twenty-five -seconds; actual running time, exclusive of stops, three hours eight -minutes ten seconds, at a moving rate of over twelve miles an hour. -Subsequently, this drag was made over into a carriage, like the others of -the Hancock type, fitted for eighteen passengers, and named the Automaton. - -In August, 1835, the Erin ran from London to Marlborough, a distance of -seventy-eight miles, in seven hours forty-nine minutes, exclusive of -stops, averaging nine and six-tenths miles an hour. The return from -Marlborough to London was accomplished in seven hours thirty-six minutes, -exclusive of stops, an average of nine and eight-tenths miles an hour. In -the same month the Erin made the run from London to Birmingham at the rate -of ten miles an hour. - -In 1836, Hancock ran all his carriages on a regular route on the Stratford -and Islington roads for a period of twenty weeks, making in that time -seven hundred and twelve trips, covering four thousand two hundred miles, -and carrying twelve thousand seven hundred and sixty-one passengers. - -After running his carriages for several years dissensions in the companies -that were promoting the new means of travel, and the increasing efficiency -of railways, led to the discontinuance of Hancock's energy in this -direction. Thereafter he built only a steam phaeton for his personal use; -this had seats for three, and was used about the City, Hyde Park and the -London suburbs. Hancock's steam vehicles were ten in number--the -experimental three-wheeler, the trunnion-engine Infant, the fixed engine -Infant, the Era, afterward the Erin, the Enterprise, the Autopsy, the -Austrian drag, the Irish drag, the Automaton, and the phaeton. - -Hancock turned his attention in the later years of his life to developing -the use of india-rubber, in connection with his brother, Thomas Hancock, -who was one of the foremost rubber manufacturers of England. He secured -several patents for improvements in manufacturing rubber. - -At the time when Hancock was at work upon his steam carriages, Gurney was -also in the front and there was considerable jealousy between the two. Dr. -Lardner and others were active in exploiting Gurney, while Hancock was -supported in controversies by Alexander Gordon, Luke Hebert and others. -That Hancock achieved most in the way of definite results and that his -experimenting and accomplishments were more markedly along thoroughly -intelligent and conservatively practical mechanical lines than any of his -rivals is now generally conceded. His carriages were admirable productions -as road vehicles, well-built, attractive and comfortable. - - -WILLIAM T. JAMES - -An engineer of New York, who was engaged in experimenting about 1829 James -made, in his shop in Eldridge Court, several small models of vehicles that -proved sufficiently satisfactory. His first engine had two-inch cylinders -and four-inch stroke. This ran around a track on the floor of his shop, -and drew a train of four cars, carrying an apprentice boy on each car. -James' second locomotive was mounted on three wheels, two drivers in the -rear and a steering wheel, and it ran on the floor or sidewalk. - -In 1829, James, satisfied with his experimenting, built a steam carriage -capable of carrying passengers, and with this he made very good time over -the streets and roadways in and about the metropolis. He then adopted the -rotary cylinders instead of the reciprocating, in his engine, which had -two six-inch cylinders, and was supported on three wheels. On each -cylinder were two fixed eccentrics, one for the forward and one for the -backing motion. The slide valve of one cylinder had a half-inch lap at -each end, and exhausted its steam into the other. - -In 1830, James made his fourth full-size steam carriage. This was a -three-wheeled vehicle, the rear wheels being drivers three feet in -diameter, and the third the front or steering wheel. In 1831, in a -competition for the best locomotive engine adapted to the Baltimore and -Ohio Railroad Company, James built his fifth locomotive, and the first one -to run on rails. His engine did not secure the prize, but the company, -thinking his machine contained valuable ideas, entered into an arrangement -with him for further experimenting. - - -FRANCIS MACERONI - -Born in Manchester, England, in 1788. Died in London, July 25, 1846. - -The father of Francis Maceroni was Peter Augustus Maceroni who, with two -brothers, served in a French regiment in the American Revolution. After -that conflict was ended he went to England and settled in Manchester, -where he was Italian agent for British manufacturers. - -Francis Maceroni was educated in the Roman Catholic school, in Hampshire; -at the Dominican Academy, in Surrey, and at the college at Old Hall Green, -near Puckerbridge, Hertfordshire. During a period of ten years, from 1803 -to 1813, he lived in Rome and Naples as a young gentleman of elegant -leisure. In 1813 he began the study of anatomy and medicine, but had not -gone far in those pursuits before his vagrom disposition took him in -another direction. He became aide-de-camp to Murat, King of Naples, with -the rank of Colonel of Cavalry. His service with Murat took him on -missions to England and France, and for a time he was a prisoner of the -French authorities. - -After two years of this military service, he returned to England, and -retained his residence there for the rest of his life. He did not remain -at home long, however, for he was with Sir George MacGregor at Porto -Bello, in 1819; became a brigadier-general of the new republic of -Colombia, and in 1821 saw service in Spain with General Pepe. - -Returning again to England, he came before the public as an advocate of a -ship canal across the Isthmus, between the Atlantic and Pacific oceans, -and also promoted a company, called The Atlantic and Pacific Junction and -South American Mining and Trading Company, with a capital of one million -pounds sterling. The company collapsed in the commercial panic of 1825, -and this soldier of fortune in 1829 went to Constantinople to assist the -Turks against the Russians. In London again in 1831, Maceroni was engaged -for the rest of his life in the cause of highway steam locomotion, in -which he accomplished a great deal. - -Maceroni was second only to Walter Hancock as an inventor and builder of -steam road carriages and as a promoter of travel by those vehicles. From -1825 to 1828 he was with Goldsworthy Gurney in London, but his real -activity did not begin until 1831, when he became associated with John -Squire. In 1833, Maceroni and Squire took out a patent for a multi-tubular -boiler, which they applied to a steam carriage that one writer of that day -described as "a fine specimen of indomitable perseverance." It often -traveled at the rate of from eighteen to twenty miles an hour. The engines -were placed horizontally underneath the carriage body, the boiler was -arranged at the back, and a fan was used to urge the combustion of the -fuel, the supply of which was regulated by the engineman, who had a seat -behind. The passengers were placed in the open carriage body, and their -seats were upon the tops of the water tanks. There were two cylinders -seven and one-half inches in diameter, the stroke being fifteen and -three-quarter inches. The diameter of the steam pipe was two and -one-quarter inches, and that of the exhaust pipe was two and three-quarter -inches. - -The carriage attracted a great deal of attention, and much was written -about it in the newspapers of the time. Once the trip was taken to -Harrow-on-the-Hill, a distance of nine miles, in fifty-eight minutes, -without the full power of steam being on at any time. For several weeks in -the early part of 1834 the carriage was running daily from Oxford Street -to Edgeware. Several trips were made to Uxbridge, when the roads were in -very bad condition, but the journey from the Regent's Circus, Oxford -Street, a distance of sixteen miles, was often performed in a little over -an hour. A trip to Watford was made, and one of the passengers thus -described the experience from Bushby Heath into the village of Watford: - -"We set off from the starting place amid the cheers of the villagers. The -motion was so steady that we could have read with ease, and the noise was -no worse than that produced by a common vehicle. On arriving at the summit -of Clay Hill, the local and inexperienced attendant neglected to clog the -wheel until it became impossible. We went thundering down the hill at the -rate of thirty miles an hour. Mr. Squire was steersman, and never lost his -presence of mind. It may be conceived what amazement a thing of this kind, -flashing through the village of Bushy, occasioned among the inhabitants. -The people seemed petrified on seeing a carriage without horses. In the -busy and populous town of Watford the sensation was similar--the men gazed -in speechless wonder; the women clapped their hands. We turned round at -the end of the street in magnificent style, and ascended Clay Hill at the -same rate as the stage coaches drawn by five horses." - -Maceroni made two steam carriages, but in 1834 he separated from Squire, -and becoming short of funds fell into the clutches of Asda, an Italian -Jew, who persuaded him to let the two carriages go to the Continent. One -was sent to Brussels, where it ran successfully, and the other went to -Paris. The performance of the latter was thus described in the columns of -a Paris journal: "The steam carriage brought to perfection in England by -Colonel Maceroni, ran along the Boulevards as far as the Rue Faubourg du -Temple. It turned with the greatest facility, ran the whole length of the -Boulevards back again, and along the Rue Royale, to the Place Louis XV. -This carriage is very elegant, much lighter, and by no means so noisy as -the one we saw here some months ago, and it excited along its way the -surprise and applause of the astonished spectators. All the hills on the -paved Boulevard were ascended with astonishing rapidity. One of our -colleagues was in this carriage the whole of its running above described, -and he declares that there is not the least heat felt inside from the -fire, and that conversation can be kept up so as to be heard at a much -lower tone than in most ordinary carriages." - -Asda sold the carriage and the patent for a large sum of money, and -swindled Maceroni out of all his share. For years the inventor was in the -direst extremes of poverty. In 1841 he succeeded in securing the support -of The General Steam Carriage Company to construct and run carriages under -his patent. Disagreement between the directors and the manufacturing -engineer again brought to Maceroni disaster, from which he was never able -to recover. - - -RICHARD ROBERTS - -Born in 1789. Died in March, 1864. - -Roberts was best known as a Manchester, England, engineer, of the firm of -Sharp, Roberts & Co. He built a steam road locomotive that was first tried -in December, 1833. Three months later the machine was subjected to a -second trial. The carriage went out under the guidance of Mr. Roberts, -with forty passengers. It proceeded about a mile and a half, made a -difficult turn where the road was narrow, and returned to the works -without accident. The maximum speed on the level was nearly twenty miles -an hour. Hills were mounted easily. No doubt existed of the engine being -speedily put in complete and effective condition for actual service. -During another experimental trip in April of the same year, the locomotive -met with an accident caused by some of the boiler tubes giving way, -allowing the steam to escape and the fuel to be scattered about. No one -was seriously injured, and none of the passengers was hurt. - -Roberts invented the compensating gear that he first used on his steam -carriage. This gear superseded claw clutches, friction bands, -ratchet-wheels, and other arrangements for obtaining the full power of -both the driving-wheels, and at the same time allowing for the engine to -turn the sharpest corner. In 1839, Roberts invented an arrangement for -communicating power to both driving-wheels at all times, whether turning -to the right or left. During the latter years of his life this famous -engineer lived in exceedingly straitened circumstances, and he died in -poverty. - - -JOHN SCOTT RUSSELL - -Born at Parkhead, near Glasgow, Scotland, May 8, 1808. Died June 8, 1882, -at Ventnor. - -The father of John Scott Russell was David Russell, a Scottish clergyman, -and the son was originally intended for the church. His mind was more -inclined toward mechanics than theology, and he entered a workshop in -order to learn the trade of engineering. Studying at the Universities of -Edinburgh, St. Andrews and Glasgow, he was graduated from Glasgow when he -was sixteen years of age. In 1832, upon the death of Sir John Leslie, -Professor of Natural Philosophy at Edinburgh University, Russell was -elected to fill the vacancy temporarily. Shortly after that he began his -celebrated investigations into the nature of the sea waves, as a -preliminary study to improving the forms of ships. As a result of these -researches he developed the wave-line system for the construction of -vessels. In 1837 he received a gold medal of the Royal Society of -Engineers, and was elected a member of the Council of that Society for a -paper that he read "on the laws by which water opposes resistance to the -motion of floating bodies." At that time he was manager of the -shipbuilding words at Greenock, and under his supervision and according to -his designs several ships were built with lines based on his wave system. -Among these were four of the new fleet of the West India Mail Company. - -Russell removed to London in 1844, and became a Fellow of the Royal -Society in 1847. He was vice-president of the Institute of Civil Engineers -and secretary of the Society of Arts. For many years he was a shipbuilder -on the Thames, and supervised the construction of the celebrated steamship -Great Eastern. He was one of the promoters and vice-president of the -Institute of Naval Architects, and a pioneer in advocating the -construction of iron-clad men-of-war. He published many papers, -principally upon naval architecture. - -It was while he was residing in Edinburgh that he took out a patent for a -steam locomotive to be used on the common roads. The boiler that he -invented was multi-tubular, with the furnace and the return tubes on the -same level, and similar to a marine boiler. The boiler everywhere -consisted of opposite and parallel surfaces, and these surfaces were -connected by stays of small diameter. The copper plates of the boiler were -only one-tenth of an inch thick. When put to actual test the weakness of -the boiler thus constructed was fully demonstrated. - -The engine had two vertical cylinders, twelve inches in diameter and with -twelve inches stroke. The engine was mounted upon laminated springs, -arranged so that each spring in its flexure described, at a particular -point, such a circle as was also described by the main axle in its motion -round the crank shaft. This arrangement was intended to correct any -irregularities in the road so that they would not interfere with the -proper working of the spur gearing. Exhaust steam was turned into the -chimney to create a blast. Water and coke were carried on a separate -tender on two wheels, coupled to the rear of the engine. Spare tenders, -filled, were kept in readiness at different stations on the road. These -tenders, mounted upon springs, had seats back and front for passengers. To -work the locomotive three persons were required, a steersman on the front -seat, an engineer on the back seat outside above the engines, and a -fireman stationed on the footplate in front of the boiler. - -On the order of the Steam Carriage Company, of Scotland, six of these -coaches were built by the Grove House Engine Works, of Edinburgh. They -were substantially constructed and very elaborately fitted up. As was said -at the time, they were "in the style and with all the comfort and elegance -of the most costly gentleman's carriage." They ran very successfully for -some time, during 1834, between St. George's Square, Glasgow, and Paisley. -There was a service of six coaches once an hour. Each carriage -accommodated six passengers inside and twenty outside, and sometimes drew, -in addition, a dogcart laden with six passengers, and the necessary fuel -and water. These dogcarts were used as relays on the road, being kept -ready constantly. Public opposition to these coaches developed here as it -had done in London about the same period. Road trustees objected to them -on the ground that they wore out the roads too rapidly. Obstructions of -stones, logs of wood, and other things were placed in their way, but the -coaches generally went on in spite of these. Ordinary horse-drawn road -carriages were more damaged and hindered than the Russell coaches, and -even heavy carts were compelled to abandon travel on the obstructed roads -and take roundabout courses, greatly to the discomfiture of the drivers. - -One day, however, a heavy strain, unusually severe, caused by jolting over -the rough road, broke a wheel, and the weight of the coach falling on the -boiler caused an explosion. Five persons were killed, and as a result of -this accident the Court of Session interdicted the further travel of these -carriages in Scotland. The Steam Carriage Company brought an action for -damages against the trustees of the turnpike road for having compelled -them to withdraw the carriages from the Glasgow and Paisley road by -"wantonly, wrongfully and maliciously accumulating masses of metal, stones -and rubbish on the said road, in order to create such annoyance and -obstruction as might impede, overturn, or destroy the steam coaches -belonging to the plaintiffs," but nothing seems to have come of this -action. - -No longer used in Scotland, two of Russell's coaches were sent to London. -There they were engaged in running with passengers between London and -Greenwich, or Kew Bridge. Several trips were made to Windsor. After about -a year they were offered for sale, and, on exhibition preparatory to sale, -they started every day from Hyde Park Corner to make a journey to -Hammersmith. But they remained unsold, and were shortly forgotten. - -Had conditions been more encouraging Russell might have achieved as great -success in his land as in his water vehicles. He was a man of rare -scientific attainments, and his work in ship designing and building put -him in the front rank of naval architects and builders of his day. In -addition to his work, already mentioned, he built a big steamer to -transport railway trains across Lake Constance. - - -W. H. CHURCH - -A physician of Birmingham, England, Dr. W. H. Church gave many years to -the study of steam locomotion. Several patents were secured by him between -1832 and 1835, and in the latter year a common road carriage, built -according to his plans, was brought out. - -The Church vehicle had a framework of united iron plates or bars, bolted -on each side of the woodwork to obtain strength. Well trussed and braced, -this framework enclosed a space between a hind and fore body of the -carriage, and of the same height as the latter, and contained the engine, -boiler, and other machinery. The boiler consisted of a series of vertical -tubes, placed side by side, through each of which a pipe passed, and was -secured at the bottom of the boiler tube; the interior pipe constituted -the flue, which first passed in through a boiler tube, and was then bent -like a syphon, and passed down another until it reached as low or lower -than the bottom of the fireplace, whence it passed off into a general flue -in communication with an exhausting apparatus. Two fans were employed, one -to blow in air, and the other to draw it out; they were worked by straps -from the crank shaft. The wheels of the carriage were constructed with the -view to rendering them elastic, to a certain degree, in two different -ways: First, the felloes were made of several successive layers of broad -wooden hoops, covered with a thin iron tire, having lateral straps to bind -the hoops together; second, these binding straps were connected by hinge -joints to a kind of flat steel springs, somewhat curved, which formed the -spokes of the wheels. These spring spokes were intended to obviate the -necessity, in a great measure, of the ordinary springs, and the elasticity -of the periphery was designed so that the yielding of the circle should -prevent the wheel from turning without propelling. - -Church also proposed, in addition to spring felloes, spring spokes, and -the ordinary springs, to employ air springs, and for that purpose provided -two or more cylinders, made fast to the body of the carriage, in a -vertical position, closed at top, and furnished with a piston, with -packing similar to the cap-leather packing of the hydraulic press. This -piston was kept covered with oil, to preserve it in good order, and a -piston rod connected it with the supporting frame of the carriage. Motion -was communicated by two oscillating steam cylinders suspended on the steam -and exhaust pipes over the crank shaft. The crank shaft and driving-wheel -axle were connected by means of chains passing about pitched pulleys. - -To introduce the Church coach, the London and Birmingham Steam Carriage -Company was organized. The first carriage built for the company was an -imposing vehicle, something like a big circus van, elaborately ornamented -and with a large spheroidal wheel in front. It carried about forty -passengers on top, in omnibus fashion, and the driver sat on a raised seat -near the roof. A fair rate of speed was maintained, fifteen miles on the -level, but the boiler was damaged, and horses hauled the engine back to -the factory. Other carriages were subsequently brought out, but they all -failed to meet the requirements of travel on the rough roads that existed -at that time in England. - - -JEAN JOSEPH ETIENNE LENOIR - -Born at Mussy-la-Ville, Luxembourg, January 12, 1822. Died, July, 1900, at -La Varnne Chemevieves, near Paris. - -When Lenoir came to Paris in 1838 he had but an ordinary education and was -without resources. For a time he served as a waiter in order to earn money -to become an enameler and decorator. In 1847, he invented a new white -enamel and four years after invented a galvano plastic process for raised -work. Many other inventions were made by him, among them being an electric -motor in 1856, a water meter in 1857, an automatic regulator for dynamos, -the well-known gas motor that bears his name, and a system of autographic -telegraphing. - -It is claimed that in September, 1863, Lenoir put a gas engine of his -non-compressor type, of one and a half horse-power, on wheels and made an -experimental run to Joinville-le-Paris and back. The motor, running at one -hundred revolutions, it is said, took them there in one and a half hours. -He thereupon abandoned such trials, and tried his engines in a boat, and -in 1865 put a six horse-power in one, but the insignificant speed possible -with his engine caused him to abandon that also. - -The Academy of Science of Paris decorated M. Lenoir and the Society of -Encouragement gave him the grand prize of Argenteuil, amounting to twelve -thousand francs. For his patriotic services at the siege of Paris, during -the Franco-Prussian war, he was made a naturalized Frenchman. In 1880, he -published in Paris a work treating of his researches into the tanning of -leather. - - -AMEDČE BOLLČE - -In April, 1873, Amedče Bollče, of Le Mans, France, the noted French -engineer, filed a patent for a steam road vehicle and two years later he -built the steam stage that he named Obeissante. Toward the end of that -year this stage was run in and about Paris, where it created something of -a sensation. It was even chronicled in the songs of the day and was made a -topic of amusement at the variety theatres. This steam omnibus made -twenty-eight kilometers in an hour. It is claimed to have been the first -creation of the man to whose family much credit is due for the modern -French automobile. - -Between 1873 and 1875, Bollče made several carriages. In 1876, he worked -with Dalifol and made a tram-car that would carry fifty passengers. This -vehicle was put into the steam omnibus service in Rouen. Two years later -he made another steam omnibus that he called La Mancelle. This vehicle, in -June of that year, was run from Paris to Vienna and developed a speed on -level roads of twenty-two miles an hour. In Vienna this vehicle was the -subject of much talk and was largely caricatured. - -In 1880, Bollče built another omnibus, La Nouvelle. This vehicle was -entered in the Paris-Bordeaux competition in 1895, and was the only steam -carriage that covered the course in that race. Bollče has been a -conspicuous exponent of the steam carriage in France from the time he -commenced as far back as 1873. The vehicles that he has built were in many -instances pioneers in their class, and have been exceedingly serviceable -and successful. They have made the name of Bollče notable. - - -GEORGE B. SELDEN - -Born in the fifties, George B. Selden came of a family of jurists, whose -ancestors were early Connecticut settlers. Among them were several eminent -scientific men. His father, Henry Rogers Selden, was born in Lyme, Conn., -October 14, 1805, and died in Rochester, N. Y., September 18, 1885; was -Judge of the Supreme Court of the State of New York, and is still -remembered by men of that generation as one of the most accomplished -lawyers and jurists who occupied that bench in the last century. - -George B. Selden attended Yale University, and while equipping himself for -his legal career, following in the footsteps of his father, indulged his -natural predilection for scientific work. While practicing law in -Rochester, N. Y., he devoted much time to the problem of self-propelled -vehicles on common roads, in which, as early as the sixties, he was then -interested. The study of this art led to a very full analysis of the -possibilities of different means of propulsion, with, as a result, the -conclusion that the light, liquid hydro-carbon concussion engine must -eventually fill the exacting requirements of road vehicles. His further -experimenting that was carried on during the seventies, and the actual -constructing, so convinced him in his deductions that the record is found -in the United States Patent Office of his filing an application for patent -in May, 1879, with a Patent Office model of his gasoline vehicle. For more -details, reference must be made to his patent, No. 549160, subsequently -issued in November, 1895. Thereafter in a general report treating of -important and leading inventions in various fields this was referred to -by the Commissioner of Patents as the pioneer patent in its class. - -Of Selden's voluminous and persistent work and his many engines and models -more detailed information cannot be here given. His fundamental patent at -present is involved in extensive litigation, although it is recognized by -manufacturers of gasoline vehicles who, to-day, are producing from eighty -to ninety per cent of the output of the United States. Of his work along -the lines of improvements in details of his main invention, the gasoline -automobile _per se_, and kindred matters all of which have or will have a -great bearing upon automobile construction and operation, it is not at -this time possible to dwell at length. - -Selden is known as an exceedingly able attorney in his specialty, while -his active connection with the extensive reaper and binder litigation, in -all of which he appeared prominently, established for him an enviable -reputation. Those who have had the privilege of a closer personal -acquaintance know of his great fund of scientific knowledge in various -arts, as well as his most interesting accumulations of data as a result of -his personal researches. - -Selden is a patentee in other fields beside that of the gasoline -automobile and his achievements have been numerous and of exceeding -importance. He is also a chemist of more than ordinary ability and has -applied himself as a close student to this line of scientific -investigation. As a result he has made notable discoveries that, although -not yet given to the world, will, it is confidently believed by those -acquainted with them, prove to be of the greatest scientific value. - - -SIEGFRIED MARCUS - -Marcus was an ingenious mechanic. In early life he made dental instruments -and apparatus for a magician in Vienna. For his construction of a -thermopile he received a prize and to his further credit as an inventor -are placed an arc lamp, Rhumkoff coil carbureter, a high candle-power -petroleum lamp, magneto-electro machines, a microphone and various other -things in many branches of science. - -[Illustration: SIEGFRIED MARCUS] - -It is claimed that about the middle seventies of the last century he -carried on experiments with a gas engine that had a spring-connected -piston rod. He mounted this vertically on an ordinary horse vehicle and -connected it directly with a cranked rear axle, carrying two flywheels in -place of the regular road wheels. He is said to have made trials of this -vehicle at night in Vienna. If this was so he was apparently trying to -keep his plan secret and succeeded very well. Aside from general -references nothing of importance revealed itself concerning this vehicle -and Marcus' experiments with it, until very recently when interest in the -historic development of the automobile has stimulated anew investigation -into the endeavors of the early inventors. - -In 1882 the motor work of Marcus was principally preparatory to his new -engine construction. It included experimenting with an Otto engine run -with petroleum and a vaporizer and electric ignition with magneto. In 1883 -he constructed a closed or two-cycled motor and thereafter had engines -made in Budapest and elsewhere. One of these motors he put on wheels, but -this was abandoned for other ideas that came from his fertile mind. - - -CARL BENZ - -Born, November 26, 1844, at Karlsruhe, Baden, Germany. - -The early education of Carl Benz was acquired at the Lyceum until his -seventeenth year and then at the Technical High School of his native city -for four more years. This was followed by three years of practical work in -the shops of the Karlsruhe Machine Works. When he was twenty-eight years -of age, in 1872, after further experience in Mannheim, Pforzheim and -Vienna, he opened workshops of his own in Mannheim. - -In 1880 he began to commercialize a two-cycle stationary engine. In 1883 -he organized his business as Benz & Co., and produced his first vehicle in -1884. In the beginning of 1885 his three-wheeled vehicle ran through the -streets of Mannheim, Germany, attracting much attention with its noisy -exhaust. This was the subject of his patent dated January 29, 1886, -claimed by him to be the first German patent on a light oil motor vehicle. -This embodied a horizontal flywheel belt transmission through a -differential and two chains to the wheels; but it is noteworthy primarily -as having embodied a four-cycle, water jacketed, three-quarter horse-power -engine, with electric ignition. - -In 1888, the Benz Company exhibited their vehicles at the Munich -Exposition, where they attracted wide attention. This was followed by the -exhibition at the Paris show in 1889, by the engineer Roger, of another -vehicle made under license that Roger had acquired from Benz and -constructed by Panhard and Levassor. - -[Illustration: CARL BENZ] - -While in 1899 the firm was converted into a stock company of three million -marks capital, and then employed three hundred men, Carl Benz remained the -leading spirit of the concern, technically, while the commercial work came -under the direction of Julius Ganz. The able co-operation of these two has -established the world-famous automobile enterprise looked upon by many as -the pioneer producing works of its kind in Germany. Of late years motor -boats have also been made by them, but their automobiles and those of -their affiliated companies or licensees in other countries still stand in -the first rank. - - -GOTTLIEB DAIMLER - -Born at Schorndorf, Wurtemburg, March 17, 1834. Died at Cannstadt, near -Stuttgart, March 6, 1899. - -After receiving a technical and scientific training at the Polytechnic -School at Stuttgart, 1852-59, Daimler spent two years, 1861-63, as an -engineer in the Karlsruhe Machine Works, becoming foreman there. In 1872 -he entered the Gas Engine Works at Deutz, near Cologne, and became -director of that establishment. Within ten years that shop, better known -as the Otto Engine Works, grew from a small place into a large, -well-organized and famous establishment. In 1882 he removed to Cannstadt -to give his entire attention to the light-weight internal-combustion auto -motor, with which his career was so completely identified, and the -successful application of which earned for him the title, "the father of -the automobile," in Germany, though that is, in fact, contested by those -familiar with the work of Benz. - -Instead of using the uncertain-acting flame with the inconvenient speed -limitations, Daimler invented and introduced in 1883 the so-called -hot-tube ignition. This consisted of a metal or porcelain tube attached to -the compression space of the cylinder in such a manner that the interior -of the tube was in continual communication with the compression space. A -gas flame, continually burning under the tube, maintained it at a glowing -red heat, so that the mixed charge of air and gas, when compressed into -the tube, became fully and effectively ignited. Experience showed that by -a proper regulation of the temperature of the hot tube the ignition could -be made to take place at any desired point in the compression, and thus -the complicated, slow and uncertain slide flame ignition was replaced by a -simple device, without moving parts, altogether satisfactory and reliable. -The especial feature of the hot-tube ignition, however, was soon found to -be the increased speed which it permitted. By its use the rotative speed -could be increased eight to ten times over the older motor, and hence the -weight could be reduced in nearly the same proportion. - -[Illustration: GOTTLIEB DAIMLER] - -This fact at once showed Daimler that the application of the -internal-combustion motor to mechanically propelled vehicles had become a -possibility, and that, with the use of hydro-carbon vapor as fuel, and the -high-speed hot-tube motor, the petroleum automobile might become a -practical possibility. He therefore severed his connection with the Otto -Engine Works at Deutz, and returning to Cannstadt, near Stuttgart, his -early home, he devoted his entire time and attention to the design of a -light petroleum motor and motor vehicle. The result was the production, in -1885, of a motor-bicycle, in which the motor was placed directly under the -seat, between the legs of the rider. The petroleum was drawn from a tank, -the supply being regulated by the valve. The motor was first set in motion -by lighting a lamp and turning the crank a few times, the discharge -passing through the chamber into an exhaust-pipe. After the motor had been -fully started, the vehicle was set in motion by moving a lever, which drew -a tightening pulley against the belt, and so caused the power to be -transmitted from the shaft pulley to the wheel pulley. Changes of speed -were attained by using pulleys of different sizes, similar to the cone -pulleys on a lathe. This machine was put into successful action at -Cannstadt on November 10, 1885. - -An interesting feature in connection with the Daimler motor is the -arrangement of the cooling-water circulation for the cylinder jacket. The -water is contained in a tank, from which it is circulated in the cylinder -jacket by means of a small rotary pump. From the jacket it passes to the -cooler. This consists of a system of several hundred small tubes over -which a blast of air is driven by a fan operated from the motor shaft. -Since the speed of the fan increases with the speed of the motor, the -cooling is proportional to the production of heat in the cylinder. - -In addition to gas, which is applicable for stationary motors only, the -fuel may be benzine of a specific gravity of sixty-eight or seventy -one-hundredths, or ordinary lamp petroleum. The consumption varies -according to the size of the motor, ranging from thirty-six to forty-five -one-hundredths kilograms per horse-power hour for vehicles, or somewhat -less for boats. He adapted these light motors to vehicles of many styles, -and his persistent work in this connection has made the world-wide -reputation of the Daimler Motoren Gesellschaft, now flourishing at -Cannstadt, Germany. - -In 1888-89 the French interest in the light motors led to their adoption -by Panhard and Levassor. The type then developed and known as Phenix -motors, were soon copied in part at least by many other French makers, -resulting in a modified form there known as the Pygmée. Work at Cannstadt -progressed steadily, however, and many pleasure vehicles were made as well -as small boats. - -The able assistance of William Maybach brought further credit to the -company, particularly in view of the aspirating carbureter which, with -such details as clutch and transmission mechanism, helped to perfect the -Cannstadt automobiles. In the latter nineties the prominence of the -Daimler Works as vehicle makers, distinguished from motor makers, again -began to be noticed and soon their now famous Mercedes cars appeared. In -recent years these machines have made remarkable records in races and all -other branches of the sport. With a magnificent refinement of details in -construction they are to-day looked upon as the pleasure vehicles _par -excellence_. - -They have had a large vogue in all parts of Europe and are accepted there -as among the most satisfactory vehicles in their class that are now made. -Many of them have been brought to the United States, where they have been -and still are in great demand. - - -LEVASSOR - -Born at Marolles, in Hurepoix (Seine and Oise), January 21, 1843. Died, -April 14, 1897. - -Levassor was graduated from the Central School of Arts and Manufactures, -Paris, in 1864. He was employed as an engineer at the Cockerill Works at -Seriang, Belgium, and also with Durenne at Courbevoie, near Paris. In 1872 -he entered the firm of Perrin & Panhard, the name of the concern being -changed to Perrin, Panhard & Co. Upon the death of M. Perrin, he became -the junior partner and the name of Panhard & Levassor was adopted. When -Levassor died in 1897, the corporation of Panhard & Levassor was formed. - -[Illustration: LEVASSOR] - -Levassor made many improvements in the machinery and output of Panhard & -Levassor. Especially he perfected machines for wood-working and made -important changes in the processes used for the cold cutting of hard -metals. On the first appearance of gas motors he undertook their -construction in France. It was in the establishment of Panhard & Levassor -that the first motors were constructed under the system of Otto and Langen -with atmospheric pressure, then the four-cycle engine of Otto and finally -the two-cycle system of Benz and Ravell. - -In 1886, when the Daimler petroleum motor appeared, he recognized the -great part that it would play in practical application to the propulsion -of vehicles and boats. He acquired the right to use it in France, and in -1887 exhibited, in Paris, a boat thus propelled. After several years he -put forth the first automobile vehicle with motor in front. - - -LEON SERPOLLET - -Serpollet is noted in France to-day as the champion of the steam -automobile. In 1887, he appeared in Paris with his three-wheeler, two rear -drive and one front steering wheel. With its light and safe generator his -machine attracted much attention, but its use in the streets of the -capital was temporarily prohibited, until the granting to him in 1891 of -the first unrestricted license for such use resulted from his initiation -of the prefect of police by driving that important personage in the -steamer. - -His generator, known as the "flash boiler," has been developed to a high -state of perfection. The tubes of his boiler were heavy, flattened tubing, -strengthened in that form by being transversally bent or grooved. He was -helped doubtless to no small extent, in his work, by his association, -about 1897, with a wealthy American, F. L. Gardner, who made possible the -development of the large Gardner-Serpollet establishment in the Rue -Stendhal, Paris. - -While Serpollet has achieved a brilliant and well-deserved reputation in -his native land, he is also recognized in other countries as one of the -greatest living promoters of the steam branch of the automobile industry. -His adherence to steam as the motive power in self-propelled road vehicles -has been unremitting and energetic. Few men have done more than he to -improve carriages in this class. - -In 1900, Serpollet was made a Chevalier of the Legion of Honor. His sales -to that date of five machines for the Shah of Persia and landaulets for -the Maharajah of Mysore and other notables had given him much prominence -at that time. - -[Illustration: LEON SERPOLLET] - - -LOUIS AND MARCEL RENAULT - -Born in Boulogne, France, the Renault Brothers, with general technical -education, perseverance and ability, entered the field of automobile -manufacturing only some six years ago, although they earlier gave to the -subject much attention and study. - -Having appreciated through personal experience the shortcomings of the -gasoline tricycle, Louis Renault in October, 1898, manufactured, in his -private shop, a small two-passenger vehicle, with a one and three-quarters -horse-power motor, which eliminated the pedalling for starting, but was -otherwise small and light as a tricycle. In January, 1899, he brought out -a small four-wheeler with one and three-quarters horse-power motor in -front, three speeds and chainless, or as now called propeller drive. The -demand was immediate and large and resulted in the establishment of the -works of Renault Frčres, who began to make the first lot of these small -vehicles in March of the same year. These won prizes in the -Paris-Trouville, the Ostende and the Rambouillet runs, and one completed a -three thousand six hundred kilometer tour through different parts of -Europe and over the Alps. - -The new model of 1900 had a three and one-half horse-power motor and -thermo-syphon cooling system. Many honors were won with these, and notably -that of Louis Renault's most successful use of one in the grand army -maneuvers. But the output of three hundred and fifty showed the necessity -for larger works. With the increased facilities of 1901, the product was -doubled and the model increased to four and one-half horse-power, while -eight and nine horse-power were winners in the Paris-Bordeaux and -Paris-Berlin races. - -In 1902 came another addition to the Billancourt works of Cloise to four -thousand square meters area, and the Renault Brothers then changed their -models to voiture légčre, six to eight horse-power, steel tube frame and -wood wheels--a full-fledged vehicle. They succeeded in the Circuit du -Nord, organized by the Minister of Agriculture, for alcohol-motored -vehicles. Then came the triumph of their twenty horse-power four-cylinder -type in the great Paris-Vienna race, where it was pitted against forty and -even seventy horse-power vehicles. The result was a great impetus -commercially, and new shops accommodating a thousand workmen and covering -thirteen thousand square meters, which produced one thousand four hundred -vehicles in the following year. - -Both brothers, who had always been at the wheel of their own cars in the -years of racing, entered the memorable "race-of-death," Paris-Madrid, in -May, 1903. Louis arrived first at Bordeaux, but his unfortunate brother -Marcel, while close to victory, was killed with the overturning of his -machine only a few kilometers from the goal. In memory of Marcel Renault a -simple monument was unveiled at Billancourt May 26, 1904, on ground -contributed by the municipal council; a bronze plate on one side of this -perpetuates his triumphant entry into Vienna, showing his arrival at the -finish. - -Louis Renault, since continuing the business, has now produced larger -machines, including the sixty to ninety horse-power made for the -Vanderbilt race in America, October, 1904. - -[Illustration: MARCEL RENAULT] - - - - -NOTED INVESTIGATORS - - - SIMON STEVIN, - THOMAS WILDGOSSE, - DAVID RAMSEY, - JOHANN HAUTSCH, - CHRISTIAAN HUYGENS, - STEPHEN FARFLEUR, - FERNANDO VERBIEST, - ISAAC NEWTON, - VEGELIUS, - ELIÉ RICHARD, - GOTTFRIED WILHELM VON LEIBNITZ, - HUMPHREY MACKWORTH, - DENIS PAPIN, - VAUCAUSON, - ROBINSON, - ERASMUS DARWIN, - RICHARD LOVELL EDGEWORTH, - FRANCIS MOORE, - PLANTA, - J. S. KESTLER, - BLANCHARD, - THOMAS CHARLES AUGUSTE DALLERY, - JAMES WATT, - ROBERT FOURNESS, - GEORGE MEDHURST, - ANDREW VIVIAN, - DU QUET, - J. H. GENEVOIS, - JOHN DUMBELL, - WILLIAM BRUNTON, - THOMAS TINDALL, - JOHN BAYNES, - JULIUS GRIFFITHS, - EDMUND CARTWRIGHT, - T. BURTSALL, - T. W. PARKER, - GEORGE POCOCK, - SAMUEL BROWN, - JAMES NEVILLE, - T. S. HOLLAND, - JAMES NASMYTH, - F. ANDREWS, - HARLAND, - PECQUEUR, - JAMES VINEY, - CHEVALIER BORDINO, - CLIVE, - SUMMERS AND OGLE, - GIBBS, - CHARLES DANCE, - JOSHUA FIELD, - DIETZ, - YATES, - G. MILLICHAP, - JAMES CALEB ANDERSON, - ROBERT DAVIDSON, - W. G. HEATON, - F. HILL, - GOODMAN, - NORRGBER, - J. K. FISHER, - R. W. THOMPSON, - ANTHONY BERNHARD, - BATTIN, - RICHARD DUDGEON, - LOUGH AND MESSENGER, - THOMAS RICKETT, - DANIEL ADAMSON, - STIRLING, - W. O. CARRETT, - RICHARD TANGYE, - T. W. COWAN, - CHARLES T. HAYBALL, - ISAAC W. BOULTON, - ARMSTRONG, - PIERRE RAVEL, - L. T. PYOTT, - A. RICHTER, - RAFFARD, - CHARLES JEANTEAUD, - SYLVESTER HAYWOOD ROPER, - COPELAND, - G. BOUTON, - COUNT A. DE DION, - ARMAND PEUGEOT, - RADCLIFFE WARD, - MORS, - MAGNUS VOLK, - BUTLER, - LE BLANT, - EMILE DELAHAYE, - ROGER, - GEORGES RICHARD, - POCHAIN, - LOUIS KRIEGER, - DE DETRICH, - DAVID SALOMONS, - LEON BOLLČE, - JOSEPH GUEDON, - RENE DE KNYFF, - ADOLF CLEMENT, - A. DARRACQ, - JAMES GORDON BENNETT. - - -SIMON STEVIN - -Born in Bruges, Holland, in 1548. Died in 1620. - -Stevin was a noted mathematician, and also experimented in the -construction of wheel vehicles about 1600. He built in his workshop at The -Hague a wheeled vehicle that was propelled by sails. This was simply a -tray or boat of wood, which hung close to the ground. It was borne on four -wooden wheels, each one of which was five feet in diameter, and the -after-axle was pivoted to form a rudder. A tall mast was carried -amidships, and there was a small foremast that was stayed aft. Large -square sails were carried on these masts. A trial trip of this sailing -ship on land was made in 1600, when the journey from Scheveningen to -Petten, a distance of forty-two miles, was made in about two hours. On -this occasion some twenty-two passengers were carried. Prince Maurice of -Holland steered, and among the passengers were Grotius, and the Spanish -Admiral, Mendoza, who was then a prisoner of war in Holland. - -Stevin also built a smaller sail vehicle, similar to the one just -described, that carried from five to eight persons. Both carriages were -used a great deal, running many miles on the Dutch coast. The smaller one -was to be seen at Scheveningen as late as 1802. Grotius wrote a poem on -these carriages. Bishop Wilkens, in England, also wrote about them in -1648, and showed a drawing that was made from a description given to him -by those who had seen the car at work. Howell, a writer of the period, -thus quaintly described the Stevin carriage: "This engine, that hath -wheels and sails, will hold above twenty people, and goes with the wind, -being drawn or moved by nothing else, and will run, the wind being good -and the sails hois'd up, about fifteen miles an hour upon the even hard -sands." - - -THOMAS WILDGOSSE - -In 1618, Thomas Wildgosse got out a patent for "newe, apte, of compendious -formes or kinds of engines or instruments to ploughe grounds without horse -or oxen; and to make boates for the carryage of burthens and passengers -runn upon the water as swifte in calmes, and more safe in stormes, than -boats full sayled in great wynnes." It is agreed by the best authorities -that these vehicles were set in motion by gear worked by the hand of a -driver, although Fletcher thinks that steam engines were intended. -Additional patents were granted to Wildgosse in 1625. - - -DAVID RAMSEY - -Associated with Thomas Wildgosse in his experimenting and patenting, in -1618, was David Ramsey, who at that time was Page of the Bed Chamber to -James I. of England, and afterwards was Groom of the Privy Chamber to the -same monarch. In 1644, Ramsey was again a partner in the grant of a patent -for "a farre more easie and better waye for soweing of corne and grayne, -and alsoe for the carrying of coaches, carts, drayes, and other things -goeing on wheels, than ever yet was used and discovered." This may have -been a manually or a steam propelled vehicle. It is most reasonable to -suppose that it was the former. - - -JOHANN HAUTSCH - -Born in 1595. Died in 1670. - -Hautsch was a noted mathematician, and, experimenting in the construction -of road vehicles, he built a mechanical carriage for use on common roads. -This carriage was successfully run in Nuremberg, Germany, in 1649, and -thereafter attracted a great deal of attention. It was propelled by a -train of gears that turned the axle, being operated by two men who, -secreted in the interior of the body, worked cranks. The finish of the -body of this coach was very elaborate, being heavily carved and having -fashioned in front the figure of a dragon, arranged to roll its eyes and -spout steam and water, in order to terrify the populace and clear the way. -On each side of the body were carved angels holding trumpets, which were -constantly blown, the precursors, perhaps, of the automobile horns of -to-day. The Hautsch coach was said to have gone as rapidly as one thousand -paces an hour. One of the carriages which he built was sold to the Crown -Prince of Sweden, and another to the King of Denmark. Not much more is -known of the Hautsch vehicles, but it is a matter of record that the -inventor was preceded by one whose name is unknown, but who ran a coach, -mechanically propelled somewhat like this car, in January, 1447, near -Nuremberg. - - -CHRISTIAAN HUYGENS - -Born at The Hague, Holland, April 14, 1629. Died at The Hague, June 8, -1695. - -Huygens received a good education, and at early age showed a singular -aptitude for mathematics. Soon after he was sixteen years of age he -prepared papers on mathematical subjects that gave him pre-eminent -distinction. He became noted as a physicist, astronomer and mathematician. -He devoted some time to the consideration of improvements in road -vehicular travel. - - -STEPHEN FARFLUER - -Born in 1663. - -Farfluer was a contemporary of Johann Hautsch, and was a skillful -mechanician of Altderfanar, Nuremberg, Germany. About 1650 he made a -dirigible vehicle propelled by man power, but as distinguished from that -of his rival, Hautsch, this was a small carriage, being calculated only -for one person. Being crippled, Farfluer used the wagon as his only means -of getting about alone. It had hand cranks that drove the single front -wheel by gears. - - -FERNANDO VERBIEST - -Born near Courtrai, Belgium, 1623. Died in China in 1688. - -Verbiest became a Jesuit missionary, and was a man of marked ability. -After going to China he acquired a thorough knowledge of the language of -that country, where he spent the greater part of his life. Under his -Chinese name he wrote scientific and theological works in Chinese. He was -appointed astronomer at the Pekin observatory, undertook the reformation -of the Chinese calendar, superintended the cannon foundries, and was a -great favorite of the Emperor. - -About 1655 he made a small model of a steam carriage. This is described in -the English edition of Huc's Christianity in China, in Muirhead's Life of -James Watt, and in the Astronomia Europia, a work that is attributed to -Verbiest, but was probably compiled from his works by another Jesuit -priest and was published in Europe in 1689. The Verbiest model was for a -four-wheeled carriage, on which an aeolipile was mounted with a pan of -burning coals beneath it. A jet of steam from the aeolipile impinged upon -the vanes of a wheel on a vertical axle, the lower end of the spindle -being geared to the front axle. An additional wheel, larger than the -supporting wheels, was mounted on an adjustable arm in a manner to adapt -the vehicle to moving in a circular path. Another orifice in the aeolipile -was fitted with a reed, so that the steam going through it imitated the -song of a bird. - - -ISAAC NEWTON - -Born at Woolsthorpe, Lincolnshire, England, December 25, 1642. Died at -Kensington, March 20, 1727. - -Isaac Newton, who became one of the greatest mathematicians that the world -ever knew, was the son of a farmer. He was educated at Trinity College, -Cambridge, and in his early youth he mastered the principles of -mathematics, as then known, and began original investigations to discover -new methods. His great achievement was the discovery of the law of -universal gravitation, but his genius was active in other directions, as -the investigation of the nature of light, the construction of improved -telescopes, and so on. He was a Member of Parliament in 1689 and 1701, and -master of the mint, a lucrative position, from 1696 until the time of his -death. In 1671 he was elected a member of the Royal Society, and was -annually chosen to be its president, from 1703 until his death. - -Newton was one of the first Englishmen to conceive the idea of the -propulsion of vehicles by the power of steam. Taking up for consideration -Hero's hollow ball filled with water from which steam was generated by the -outward application of heat, he added these conclusions: "We have a more -sensible effect of the elasticity of vapors if the hole be made bigger and -stopped, and then the ball be laid upon the fire till the water boils -violently; after this, if the ball be set upon little wheels, so as to -move easily upon a horizontal plane, and the hole be opened, the vapors -will rush out violently one way, and the wheels and the ball at the same -time will be carried the contrary way." Beyond this philosophical -suggestion, however, Newton never went. The steam carriage attributed to -him by some writers is merely an imaginative creation, by writer or -artist, based upon the above proposition. - - -VEGELIUS - -A professor at Jena, Saxony, in the seventeenth century, Vegelius -constructed, in 1679, a mechanical horse, which was propelled by springs -and cased in the skin of a real horse. This machine is said to have -traveled four German miles an hour. - - -ELIÉ RICHARD - -Born on the Island of Ré in 1645. - -A physician of La Rochelle, France, Elié Richard was a man of science, and -a considerable celebrity in his day. He had built, in 1690, a dirigible -vehicle that he used to travel about in on his professional work. The -carriage was propelled by mechanism operated by a man-servant by means of -a treadle. The operator was placed on the rear of the carriage, and the -occupant, seated in front, steered by a winch attached to a small wheel. -This construction was frequently referred to by contemporaries of Richard, -and even later on, and was copied by others during the following hundred -years or so. - - -GOTTFRIED WILHELM VON LEIBNITZ - -Born at Leipsic, Germany, July 6, 1646. Died at Hanover, November 14, -1716. - -Leibnitz, in addition to his work as a philosopher and mathematician, was -also interested in mechanics. He gave some attention to the study of the -possibility of making improvements in common road vehicles, and he -endeavored to encourage, though without results, his contemporary, Denis -Papin. - - -HUMPHREY MACKWORTH - -Born in 1647. Died in 1727. - -A celebrated English politician and capitalist, Sir Humphrey Mackworth -matriculated at Magdalene College, Oxford, December 11, 1674. He was -entered at the Middle Temple, in June, 1675, and called to the bar in -1682. In 1695 he was engaged in developing collieries and copper and -smelting works at Melencryddan, near Neath, Wales, and the improvements -introduced by him there were of the greatest value. Among other -improvements he constructed a wagon-way from the mines, and propelled his -coal-carrying cars by sails. - - -DENIS PAPIN - -Born at Bloys, France, August 22, 1647. Died in England, 1712. - -Papin was a son and nephew of a physician. He studied medicine in Paris -and practiced for some time, attaining distinction in his profession. A -passion for the sciences, mathematics and physics drew him away from -medical practice and he became skillful in other lines. He followed -assiduously the footsteps of Huygens and in some respects became a rival -of his master in original thought and experimenting and in professional -attainments. - -Papin invented in 1698 a carriage that was fitted with a steam engine as -such is now understood; that is, a cylinder and a piston. This was -probably the first vehicle of its kind known in Europe. The construction -was a model merely, a toy which ran around the room, but it is said to -have worked well. Concerning this invention, Papin said: "I believe that -one might use this invention for other things besides raising water. I -have made a little model of a carriage that is propelled by this force. I -have in mind what I can do, but I believe that the unevenness and turns of -the highway will make this invention very difficult to perfect for -carriages or road use." Although encouraged to prosecute his work by the -Baron Gottfried Wilhelm von Leibnitz, his doubts could not be overcome in -regard to the practicability of his proposed carriage. He still claimed, -however, that by the aid of such vehicles, infantry could probably be -moved as quickly as cavalry and without the necessity of heavy impedimenta -of food and other supplies. - - -VAUCAUSON - -A celebrated French mechanician, Vaucauson, in April, 1740, built a -vehicle "to go without horses." He was visited at his palace in Rue -Charonne, Paris, by King Louis Fifteenth, and the exhibition of this -vehicle, which, according to reports, was propelled by a "simple watch -spring," was reviewed in a journal of the time as follows: - -"Yesterday, at 3 P.M. His Majesty, accompanied by several officers and -high court functionaries, repaired to the palace of M. Vaucauson and took -his seat on a species of throne specially prepared for his reception on a -raised platform, whence he could clearly discern all the mechanism of the -carriage in its gyrations through the avenues and alleys. The vehicle -would seat two persons, and was painted scarlet, bordered in blue, -ornamented with much gilding; the axle trees of the wheels were provided -with brakes and set in motion by a fifth wheel, likewise well braked and -bound with long ribbons of indented steel. Two chains communicated with a -revolving lever in the hands of the conductor, who could at will start or -stop the carriage without need of horses. His Majesty congratulated the -skillful mechanician, ordering from him for his own use a similar vehicle -to grace the royal stables. The Duke of Montemar, the Baron of Avenac and -the Count of Bauzun, who had witnessed the trial, were unable to credit -their own vision, so marvelous did the invention appear to them. -Nevertheless, several members of the French Academy united in declaring -that such a piece of mechanism could never circulate freely through the -streets of any city." - -Either from royal forgetfulness or thanks to the customary court intrigues -to turn His Majesty from his purpose, or possibly because of the somewhat -crude nature of the invention itself, the fact is that from that time -forth not the slightest mention is to be found in history of the motor -carriage of Vaucauson. - - -ROBINSON - -It is on the authority of James Watt that Dr. Robinson is credited with -having conceived the idea of driving carriages by steam power. Watt wrote -as follows: - -"My attention was first directed to the subject of steam engines by the -late Dr. Robinson, then a student in the University of Glasgow, afterwards -Professor of Natural Philosophy in the University of Edinburgh. He, in -1759, threw out the idea of applying the power of the steam engine to the -moving of wheel carriages, and to other purposes, but the scheme was soon -abandoned on his going abroad." - - -ERASMUS DARWIN - -Born at Elton, Nottinghamshire, England, December 12, 1731. Died at Derby, -April 18, 1802. - -Having studied at St. John's College, Cambridge, and at Edinburgh, Darwin -settled as a physician at Litchfield and gained a large practice. In 1781 -he moved to Derby. He was a man of remarkable scientific attainments and a -voluminous writer of poetry that was pervaded by enthusiasm and love of -nature, but had little poetic quality. - -Darwin, wrote most of his poetry and evolved most of his ideas as he drove -about the country in a doctor's covered sulky that was piled high with -books and writing materials. He was in correspondence with Benjamin -Franklin and Matthew Boulton about 1765 in regard to steam, and writing to -Boulton, said: "As I was riding home yesterday I considered the scheme of -the fiery chariot, and the longer I contemplated this favorite idea, the -more practicable it appeared to me. I shall lay my thoughts before you, -crude and undigested as they appeared to me, and by these hints you may be -led into various trains of thinking upon this subject, and by that means -(if any hints can assist your genius, which, without hints, is above all -others I am acquainted with) be more likely to approve or disapprove. And -as I am quite mad of the scheme, I hope you will not show this paper to -anyone. These things are required: (1) a rotary motion; (2) easily -altering its direction to any other direction; (3) to be accelerated, -retarded, destroyed, revived, instantly and easily; (4) the bulk, the -weight, the expense of the machine to be as small as possible in -proportion to its weight." Darwin gave sketches and suggested that the -steam carriage should have three or four wheels, and be driven by an -engine having two cylinders open at the top, and the steam condensed in -the bottom of the cylinder, on Newcomen's principle. The steam was to be -admitted into the cylinders by cocks worked by the person in charge of the -steering wheel, the injection cock being actuated by the engine. The -"fiery chariot" never went beyond this suggestion, however. - - -RICHARD LOVELL EDGEWORTH - -An English gentleman of fortune, and much interested in mechanics, Richard -Lovell Edgeworth was influenced by Dr. Erasmus Darwin to take up the -subject of steam locomotion. In 1768, Dr. Small, in correspondence with -James Watt, spoke of Edgeworth and his experiments in the problem of -moving land and water carriages by steam. Two years later Edgeworth -patented a portable railway system and then spent nearly forty years on -that one idea. - -When an old man of seventy, Edgeworth wrote to James Watt: "I have always -thought that steam would become the universal lord, and that in time we -should scorn the post horses." Dr. Smiles says: "Four years later he died, -and left the problem which he had nearly all his life been trying -ineffectually to solve, to be worked out by younger men." - - -FRANCIS MOORE - -In 1769, Francis Moore, of London, a linen draper, invented a machine -which he described as made of wood, iron, brass, copper, or other metals, -and constructed upon peculiar principles, and capable of being wrought or -put in motion by fire, water, or air, without being drawn by horses or any -other beast or cattle; and which machines, or engines, upon repeated -trials, he has discovered would be very useful in agriculture, carriage of -persons and goods, either in coaches, chariots, chaises, carts, wagons, or -other conveyances, and likewise in navigation, by causing ships, boats, -barges, and other vessels to move, sail, or proceed, with more swiftness -or despatch. - -It was said that, so confident was the inventor of the success of his -machine, he sold all his own horses, and by his advice many of his friends -did the same, expecting that the price of that animal would be so affected -by the invention, that it would not be again one-fourth of what it was -then. Moore made several trials with his steam carriage, and took out -three patents for it. Like many others of that time, however, Moore's -carriages never got into use. - - -PLANTA - -A Swiss army officer who was contemporary with Cugnot in the seventeenth -century. He was engaged upon the problem of a steam road wagon at about -the same time that Cugnot conceived and executed his vehicle in 1769. -General Gribeauval, to whom Cugnot's plan had been referred, engaged -Planta to pass upon it and to examine the new vehicle. The Swiss officer -found it in all respects so much better than his own that he so reported -to the French Ministry of War and abandoned further endeavors on that -line. - - -J. S. KESTLER - -In 1680 a description was published of a carriage designed by J. S. -Kestler. This was merely a toy, set in motion by mercury in a tube heated -by a candle. - - -BLANCHARD - -In connection with his partner, Masurier, Blanchard brought out in Paris, -in 1779, a vehicle that was somewhat patterned after the man-propelled -carriage of Elié Richard. It was very successful and attracted a great -deal of attention. - - -THOMAS CHARLES AUGUSTE DALLERY - -Born at Amiens, France, September 4, 1754. Died at Jouy, near Versailles, -in June, 1835. - -About 1780, Dallery made a steam vehicle with a multi-tubular boiler which -he claimed was an original invention of his own. This vehicle was run in -Amiens and in 1790 was seen on the streets of Paris. In March, 1803, he -secured a patent on the tubular boiler for use on his steamboat, or on his -steam carriage. This vehicle was a boat-shaped wagon, driven by a steam -engine. - - -JAMES WATT - -Born at Greenock, Scotland, January 19, 1736. Died at Birmingham, -Staffordshire, England, August 25, 1819. - -Watt came of a respectable and industrious family. His grandfather was a -professor of mathematics, while his father was an instrument maker, -councillor and manufacturer. After a limited education young Watt went to -London, in 1755, and became a mathematical and nautical instrument maker. -In that capacity he became connected with Glasgow University, and there -made his discoveries that resulted in the practical improvements in the -steam engine which made him famous. He was associated with Matthew -Boulton, under the firm name of Boulton & Watt, from 1774 to 1800, and the -Watt engines that were built by that concern at Soho revolutionized -England's mining industries. His steam engines represented a great step -beyond the Newcomen engines, though still using low-pressure steam. - -Watt's connection with steam carriages for use on the common roads, a -subject that was of much moment in his day, was limited to a single patent -and generally to discouraging the plans of others in that direction, owing -to his fear that the introduction of high-pressure steam use would harm -the engine business. In the patent granted to him in 1784 he proposed that -the boiler of his carriage should be made of wooden staves, fastened with -iron hoops, like a cask, and the furnace to be of iron, and placed in the -inside of the boiler, surrounded with water. - -Watt, however, never built the steam carriage. He retained the deepest -prejudices against the use of high-pressure steam, saying: "I soon -relinquished the idea of constructing an engine on this principle; from -being sensible it would be liable to some of the objections against -Savery's engine, viz., the danger of bursting the boiler, and also that a -great part of the power of the steam would be lost, because no vacuum was -formed to assist the descent of the piston." - - -ROBERT FOURNESS - -Born in Otley, Yorkshire, England. Died at an early age. - -Fourness became a practical engineer and invented several labor-saving -machines. One of his first inventions was for a machine to split hides, -that was set up and operated in the establishment of his father. Later in -life he established works for himself in Sheffield, and afterwards in -Gainsborough. In 1788, he was a resident of Elland, Halifax, and there -made a steam carriage that was run by a three-cylinder inverted engine. -Spur-gearing transmitted the driving power from the crank shaft to the -axle. His patent was taken out in conjunction with James Ashworth. This -vehicle was mounted on two driving wheels and had a smaller steering wheel -in front. - - -GEORGE MEDHURST - -Born at Shoreham, Kent, England, in February, 1759. Died in September, -1827. - -Medhurst was educated as a clock maker, but in 1789 started as an -engineer. In the same year he secured a patent for a windmill and pumps -for compressing air to obtain motive power. One of the first investigators -in this direction, the idea on which he worked and which continued to -absorb his energy throughout life, was to make use of the wind when it -served in order to compress large bodies of air for use when needed. In -1800, he took out a patent on an aeolian engine and demonstrated how -carriages could be driven upon the common roads by compressed air stored -in reservoirs underneath the body of the vehicle. He also contemplated -applying this engine to other useful purposes and calculated that small -carriages could be worked by a rotary engine and larger ones by -reciprocating engines with special gear for varying power. - -In describing his inventions and explaining his ideas regarding compressed -air, Medhurst said: "The power applied to the machinery is compressed air, -and the power to compress the air I obtain generally by wind, assisted and -improved by machinery described in this specification, and in order to -render my invention universally useful I propose to adapt my machinery -and magazine so that it may be charged by hand, by a fall of water, by a -vacuum obtained by wind and also by explosive and effervescent substances, -for the rapid conveyance of passengers, mails, dispatches, artillery, -military stores, etc., and to establish regular stage coaches and wagons -throughout the kingdom, to convey goods and passengers, for public -accommodation, by erecting windmills, water-mills, etc., at proper -intervals upon the roads, to be employed in charging large magazines at -these stations with compressed air, or in raising large magazines of water -by wind, etc., by the power of which portable magazines may be charged -when required by machinery for that purpose." - -Medhurst contemplated establishing regular lines of coaches, with pumping -stations at regular stopping places. He endeavored to form a company to -work his inventions and develop his plans and published a pamphlet on the -subject of compressed air. About 1800, he established himself as a -machinist and ironmaster in Denmark street, Soho, and about ten years -later was the first to suggest pneumatic tubes for the carriage of parcels -or passengers. Some two years later he brought out the proposition for -what has come to be known as the atmospheric railway, an appliance for -conveying goods and passengers by the power of a piston in a continuous -tube laid between the rails. - - -ANDREW VIVIAN - -A resident of Cornwall, England, Andrew Vivian, a cousin of Richard -Trevithick, became much interested in the engineering experiments of his -famous relative. He worked with his cousin and particularly assisted him -in experiments on steam engines for propelling road carriages. In 1802, he -was a joint patentee with Trevithick, in the early steam vehicle that was -taken to London and was exhibited in that city, where for a short time it -occasioned a great deal of public curiosity. - - -DU QUET - -A Frenchman who, in 1714, designed a small windmill to give motion to the -wheels of his carriages. - - -J. H. GENEVOIS - -A Swiss clergyman, of the early part of the eighteenth century. He -proposed to use windmills or sails on his wagon and by a system of springs -to store the energy thus obtained until such time as it should be needed -for driving purposes. - - -JOHN DUMBELL - -In 1808, John Dumbell secured a patent for an engine that had many -peculiar features. He planned to have the steam act on a series of vanes, -or fliers, within a cylinder, "like the sails of a windmill," causing them -to rotate together with the shaft to which they were fixed. Gearing -transmitted the motion of this shaft to the driving wheels. The inventor -proposed to raise steam by permitting water to drop upon a metal plate, -kept at an intense heat by means of a strong fire, which was stimulated by -a pair of bellows. - - -WILLIAM BRUNTON - -Born at Dalkeith, Scotland, May 26, 1777. Died at Camborne, Cornwall, -England, October 5, 1857. - -The eldest son of Robert Brunton, a watch and clock maker, William Brunton -studied mechanics first in his father's shop and then in England, under -the guidance of his grandfather, who was a colliery viewer. When he was -thirteen years of age, in 1790, he began work in the fitting shops of the -New Lanark cotton mills of David Dale and Richard Arkwright. Remaining in -that establishment for six years he then went to the Boulton & Watt shops, -at Soho, where he was gradually promoted, until he finally became the -foreman and superintendent of engine manufacturing. - -In 1813, he went to the Jessop's Butterley Works, but remained there only -three years, when he became a partner and mechanical manager of the Eagle -Foundry, at Birmingham, a connection that he maintained for ten years. -From 1825 to 1835, he was engaged in the practice of civil engineering in -London. In the last-mentioned year, he became a share owner in the Cwm -Avom tin works in Glamorganshire, Wales, where he superintended the -erection of copper-smelting furnaces and rolling mills. He was also -connected with the Maesteg Works in the same county and a brewery at -Neath. Through the failure of these enterprises he lost the savings of his -lifetime and was never again engaged actively in business. He invented -many ingenious modes of reducing and manufacturing metals; made some of -the original engines used on the Humber and the Trent and also some of the -earliest that were seen on the Mersey, including those four vessels first -operated on the Liverpool ferries in 1814. He also invented the calciner -that was put in use in the tin mines at Cornwall and the silver ore works -in Mexico. - -Like nearly all the other engineers of his day, Brunton planned a steam -carriage. This was built when he was at the Butterley Works, in 1813, and -was called "the mechanical traveller." Although a peculiar machine it -worked with some degree of success, at a gradient of one in thirty-six, -all the winter of 1814, at the Newbottle Colliery. The machine was a steam -horse rather than a steam carriage. It consisted of a curious combination -of levers, the action of which nearly resembled that of the legs of a man -in walking, with feet alternately made to press against the ground of the -road or railway, and in such a manner as to adapt themselves to the -various inclinations or inequalities of the surface. The feet were of -various forms, the great object being to prevent them from injuring the -road, and to obtain a firm footing, so that no jerks should take place at -the return of the stroke, when the action of the engine came upon them; -for this purpose they were made broad, with short spikes to lay hold of -the ground. The boiler was a cylinder of wrought iron, five feet six -inches long, three feet in diameter, and of such strength as to be capable -of sustaining a pressure of upwards of four hundred pounds per square -inch. The working cylinder was six inches in diameter, and the piston had -a stroke of twenty-four inches; the step of the feet was twenty-six -inches, and the whole machine, including water, weighed about forty-five -hundredweight. In 1815, the engine of this carriage exploded and killed -thirteen persons. - - -THOMAS TINDALL - -A steam engine was patented, in 1814, by Thomas Tindall, of Scarborough. -The inventor proposed to use this for an infinitude of purposes, such as -driving carriages for the conveyance of passengers, ploughing land, mowing -grass and corn, or working thrashing machines. The carriage had three -wheels--one for steering. The steam engine drove, by spur gearing, four -legs, which, pushing against the ground, moved the carriage. The engine -could also be made to act upon the two hind wheels for ascending hills, or -for drawing heavy loads. A windmill, driven partly by the action of the -wind, and partly by the exhaust steam from the engine, was used as adjunct -power. - - -JOHN BAYNES - -A very ingenious modification of William Brunton's mechanical traveler, -was the subject of a patent granted to John Baynes, a cutler, of -Sheffield, England, in September, 1819. The mechanism was designed to be -attached to carriages for the purpose of giving them motion by means of -manual labor, or by other suitable power, and consisted of a peculiar -combination of levers and rods. The patentee also stated that there might -be several sets of the machinery above described for working each set with -a treadle, or even only one set and treadle. Then he added: "I prefer two -for ordinary purposes, particularly when only a single person is intended -to be conveyed in the carriage, who may work the same by placing one foot -on each treadle, in which the action will be alternate. The lower parts of -the leg should be so formed or shod as not to slip upon the ground. This -machinery may be variously applied to carriages, according to -circumstances, so as that the treadles may be worked either behind or -before the carriage, still producing a forward motion; in some cases it -may be advantageous to joint the front end of the treadles to the carriage -and press the feet on the hind ends." - - -JULIUS GRIFFITHS - -Among those who came to the front with plans for steam carriages for the -public highways, soon after the roads began to be improved, was Julius -Griffiths, of Brompton Crescent. In 1821, he patented a steam carriage -that was built by Joseph Bramhah, a celebrated engineer and manufacturer. -It is said that part of the mechanism was designed by Arzberger, a -foreigner. - -The carriage has been termed by some English authorities "the first steam -coach constructed in this country, expressly for the conveyance of -passengers on common roads." It was repeatedly tested during a period of -three or four years, but failed on account of boiler deficiencies. -Alexander Gordon said of it: "The engines, pumps, and connections were all -in the best style of mechanical execution, and had Mr. Griffiths' boiler -been of such a kind as to generate regularly the required quantity of -steam, a perfect steam carriage must have been the consequence." The -carriage moved easily and answered very readily to guidance. The vehicle -was a double coach and could carry eight passengers. - -This locomotive had two vertical working steam cylinders, which with the -boiler, condenser, and other details were suspended to a wood frame at the -rear of the carriage. The engineer was seated behind and did his own -firing. The boiler was a series of horizontal water tubes, one and -one-half inches in diameter and two feet long; at each end the flanges -were bolted to the vertical tubes forming the sides of the furnace. -Attached to the wood frame in front of the driving wheels, was a small -water tank, and a force pump supplied the boiler with water. The steam, -passing through the cylinder, went into an air condenser. The power of the -engines was communicated from the piston rods to the driving wheels of the -carriage by sweep rods, the lower ends of which were provided with driving -pinions and detents, which operated upon toothed gear fixed to the hind -carriage axle. The object of this mechanism was to keep the driving -pinions always in gear with the toothed wheels, however the engine and -other machinery might vibrate or the wheels be jolted upon uneven ground. -The boiler, engine, and other working parts were suspended to the wood -frame by chain slings, having strong spiral springs so as to reduce the -vibration from rough roads. - - -EDMUND CARTWRIGHT - -Born at Marnham, Nottinghamshire, England, April 24, 1743. Died at -Hastings, October 30, 1823. - -Cartwright was educated at Oxford and secured a living in the English -church. He devoted himself to the ministry and to literature until 1784, -when he became interested in machinery and in the following year invented -the power loom. He took out other patents and also gave some attention to -devising a mechanical carriage propelled by man power. In 1822, he made a -vehicle that was moved by a pair of treadles and cranks worked by the -driver. - -Even the steam engine engaged his attention. Some improvements which he -proposed in it are recorded in works on mechanics. While residing at -Eltham, in Lincolnshire, he used frequently to tell his son that, if he -lived to be a man, he would see both ships and land-carriages impelled by -steam. At that early period he constructed a model of a steam engine -attached to a barge, which he explained, about the year 1793, to Robert -Fulton. It appears that even in his old age, only a year before his death, -he was actively engaged in endeavoring to contrive a plan of propelling -land-carriages by steam. - - -T. BURTSALL - -An engineer, of Edinburgh, Scotland, T. Burtsall, in conjunction with J. -Hill, of London, got out, in 1824, a patent for flash or instantaneous -generation boilers. His aim was to make the metal of the boiler store heat -instead of a mass of water, and he accomplished this by heating the boiler -to anywhere from two hundred and fifty degrees to six hundred degrees -Fahrenheit, keeping the water in a separate vessel and pumping it into the -boiler as steam was required. A coach that he built to run with this -boiler weighed eight tons, and it was a failure, simply because the boiler -could not make steam fast enough. - - -T. W. PARKER - -A working model of a light steam carriage was made by T. W. Parker, of -Illinois, in 1825. Three wheels supported the carriage, the two hind -wheels being eight feet in diameter. The double-cylinder engine was used. - - -GEORGE POCOCK - -One of the most curious of the wind vehicle productions that held the -fancy of scientists to a slight extent in the early part of the nineteenth -century was the charvolant or kite carriage that was devised by George -Pocock in 1826, and built by Pocock and his partner, Colonel Viney. This -was a very light one-seated carriage, drawn by a string of kites harnessed -tandem. With a good wind these kites developed great power and it is said -that the carriage whirled along, even on heavy roads, at the rate of a -mile in three or even two and one-half minutes. Once Viney and Pocock made -the trip from Bristol to London, and they often ran their carriage around -Hyde Park and the suburbs of London. As the wind could not always be -depended upon the charvolant was provided with a rear platform, upon which -a pony was carried for emergencies. - - -SAMUEL BROWN - -In 1826, Samuel Brown applied his gas-vacuum engine to the propulsion of a -carriage, which was effectively worked along the public roads in England. -It even ascended the very steep acclivity of Shooter's Hill, in Kent, to -the astonishment of numerous spectators. The expense of working this -machine was, however, said far to exceed that of steam, and this formed a -barrier to its introduction. Experiments with this engine for the -propulsion of vessels on canals or rivers were also made by the Canal Gas -Engine Company. Brown patented a locomotive for common roads in 1823. - - -JAMES NEVILLE - -In January, 1827, James Neville, an engineer of London, took out a patent -for a "new-invented improved carriage," to be worked by steam, the chief -object of which appears to have been to provide wheels adapted to take a -firm hold of the ground. He proposed to make each of the spokes of the -wheels by means of two rods of iron, coming nearly together at the nave, -but diverging considerably apart to their other ends, where they were -fastened to an iron felly-ring of the breadth of the tire, and this tire -was to be so provided with numerous pointed studs about half an inch long -as to stick into the ground to prevent the wheel from slipping round. A -second method of preventing this effect was to fasten upon the tire a -series of flat springing plates, each of them forming a tangent to the -circumference, so that as the wheels rolled forward each plate should be -bent against the tire and recover its tangential position as it left the -ground in its revolution. It was considered that the increased bearing -surface of the plate, and the resistance of its farthest edge, would -infallibly prevent slipping. For propelling the carriage Neville proposed -to use a horizontal vibrating cylinder to give motion direct to the crank -axis by means of the compound motion of the piston rod, as invented by -Trevithick, the motion to the running wheels to be communicated through -gear of different velocities. - - -T. S. HOLLAND - -Among the singular propositions for producing a locomotive action that -were brought out early in the eighteenth century was that invented by T. -S. Holland, of London, for which he took out a patent in December, 1827. -The invention consisted in the application of an arrangement of levers, -similar to that commonly known by the name of lazy-tongs, for the purpose -of propelling carriages. The objects appeared to be to derive from the -reciprocating motion of a short lever a considerable degree of speed, and -to obtain an abutment against which the propellers should act -horizontally, in the direction of the motion of the carriage, instead of -obliquely to that motion, as is the case when carriages are impelled by -levers striking the earth. - - -JAMES NASMYTH - -Born in Edinburgh, Scotland, August 19, 1808. Died in South Kensington, -England, May 6, 1890. - -While yet in his teens James Nasmyth showed great mechanical ability and -constructed a small steam engine. In 1821, he became a student at the -Edinburgh School of Arts. Six years later he had made a very substantial -advance in his experiments. The story of what he endeavored to accomplish -is best told by himself. In later life he wrote: - -"About the year 1827, when I was nineteen years old, the subject of steam -carriages to run upon common roads occupied considerable attention. -Several engineers and mechanical schemers had tried their hands, but as -yet no substantial results had come of their attempts to solve the -problem. Like others, I tried my hand. Having made a small working model -of a steam carriage, I exhibited it before the members of the Scottish -Society of Arts. The performance of this active little machine was so -gratifying to the Society, that they requested me to construct one of such -power as to enable four or six persons to be conveyed along the ordinary -roads. The members of the Society, in their individual capacity, -subscribed three hundred dollars, which they placed in my hands as the -means for carrying out their project. I accordingly set to work at once, -and completed the carriage in about four months, when it was exhibited -before the members of the Society of Arts. Many successful trials were -made with it on the Queensferry Road, near Edinburgh. The runs were -generally of four or five miles, with a load of eight passengers sitting -on benches about three feet from the ground. The experiments were -continued for nearly three months, to the great satisfaction of the -members. - -"I may mention that in my steam carriage I employed the waste steam to -create a blast or draught, by discharging it into the short chimney of the -boiler at its lowest part; and I found it most effective. I was not at -that time aware that George Stephenson and others had adopted the same -method; but it was afterwards gratifying to me to find that I had been -correct as regards the important uses of the steam blast in the chimney. -In fact, it is to this use of the waste steam that we owe the practical -success of the locomotive engine as a tractive power on railways, -especially at high speeds. - -"The Society of Arts did not attach any commercial value to my road -carriage. It was merely as a matter of experiment that they had invited me -to construct it. When it proved successful they made me a present of the -entire apparatus. As I was anxious to get on with my studies, and to -prepare for the work of practical engineering, I proceeded no further. I -broke up the steam carriage, and sold the two small high-pressure engines, -provided with a strong boiler, for three hundred and thirty-five dollars, -a sum which more than defrayed all the expenses of the construction and -working of the machine." - - -F. ANDREWS - -It is said that F. Andrews, of Stamford Rivers, Essex, England, was the -inventor of the pilot steering wheel which was used by Gurney and has been -often used since then. He also made other improvements in steam carriages -in 1826. One of his patents was for the oscillating cylinders that were -used by James Neville in his steam carriage. Andrews' steam carriage was a -failure, like many others of that period, on account of imperfect working -of the boiler. - - -HARLAND - -Dr. Harland, of Scarborough, in 1827 invented and patented a steam -carriage for running on common roads. A working model of the steam coach -was perfected, embracing a multi-tubular boiler for quickly raising -high-pressure steam, with a revolving surface condenser for reducing the -steam to water again by means of its exposure to the cold draught of the -atmosphere through the interstices of extremely thin laminations of copper -plates. The entire machinery placed under the bottom of the carriage, was -borne on springs; the whole being of an elegant form. - -This model steam carriage ascended with ease the steepest roads. Its -success was so complete that Harland designed a full-sized carriage; but -the demands upon his professional skill were so great that he was -prevented going further than constructing a pair of engines, the wheels, -and a part of the boiler. Harland spent his leisure time in inventions and -in that work was associated with Sir George Cayley. He was Mayor of -Scarborough three times. He died in 1866. - - -PECQUEUR - -Chief of shops at the Conservatoire des Arts et Metier, Paris, Pecqueur -made a steam wagon in 1828. His vehicle had two drive wheels keyed to two -pairs of axles. His planet gearing was the origin of the balance gear. - - -JAMES VINEY - -Colonel James Viney, Royal Engineers, in 1829 patented a boiler intended -for steam carriages. His plan was to have two, three, four, or six -concentric hollow cylinders containing water, between which the fire from -below passed up. An annular space for water, and an annular space or flue -for the ascending fire, were placed alternately, the water being between -two fires. - - -CHEVALIER BORDINO - -An Italian officer of engineers, Bordino devised and constructed a steam -carriage for the diversion of his little daughter. It was a carriage ŕ la -Dumont, and for forty years was used regularly in the carnival festivities -of Turin in the early part of the nineteenth century. It is still -preserved as donated by the widow of Bordino to the Industrial Museum of -Turin. - - -CLIVE - -Best known as a writer of articles on the steam carriage, over the -signature of Saxula, in the Mechanic's Magazine, Clive, of Cecil House, -Staffordshire, England, also engaged in experimenting with steam. In 1830, -he secured patents for two improvements in locomotives, one increasing the -diameter of the wheels and the other increasing the throw of the cranks. -After a time he seems to have lost faith in the steam carriage, for in -1843 he wrote: "I am an old common road steam carriage projector, but gave -it up as impracticable ten years ago, and I am a warm admirer of Colonel -Maceroni's inventions. My opinion for years has been, and often so -expressed, that it is impossible to build an engine sufficiently strong to -run even without a load on a common road, year by year, at the rate of -fifteen to twenty miles an hour. It would break down. Cold iron at that -speed cannot stand the shock of the momentum of a constant fall from -stones and ruts of even an inch high." - - -SUMMERS AND OGLE - -Two steam carriages built by Summers and Ogle, in 1831, were among the -most successful vehicles of their kind in that day. One of these carriages -had two steam cylinders, each seven and one-half inches in diameter and -with eighteen-inch stroke. It was mounted on three wheels and its boiler -would work at a pressure of two hundred and fifty pounds per square inch. -Passengers were carried in the front and the middle of the coach, while -the tank and the boiler were behind. The second carriage had three steam -cylinders, each four inches in diameter, with a twelve-inch stroke. When -the committee of the House of Commons was investigating the subject of -steam locomotion on the common roads Summers and Ogle appeared and gave -interesting particulars concerning their vehicles. The greatest velocity -ever obtained was thirty-two miles an hour. They went from the turnpike -gate at Southampton to the four-mile stone on the London road, a continued -elevation, with one slight descent, at the rate of twenty-four and a half -miles per hour, loaded with people; twenty passengers were often carried. -Their first steam carriage ran from Cable Street, Wellclose Square, to -within two miles and a half of Basingstoke, when the crank shaft broke, -and they were obliged to put the whole machine into a barge on the canal -and send it back to London. This same machine had previously run in -various directions about the streets and outskirts of London. With their -improved carriage they went from Southampton to Birmingham, Liverpool and -London, with the greatest success. - -The Saturday Magazine, of October 6, 1832, gave an account of one of their -trials as follows: "I have just returned from witnessing the triumph of -science in mechanics, by traveling along a hilly and crooked road from -Oxford to Birmingham in a steam carriage. This truly wonderful machine is -the invention of Captain Ogle, of the Royal Navy, and Mr. Summers, his -partner, and is the first and only one that has accomplished so long a -journey over chance roads, and without rails. Its rate of traveling may be -called twelve miles an hour, but twenty or perhaps thirty down hill if not -checked by the brake, a contrivance which places the whole of the -machinery under complete control. Away went the splendid vehicle through -that beauteous city (Oxford) at the rate of ten miles an hour, which, when -clear of the houses, was accelerated to fourteen. Just as the steam -carriage was entering the town of Birmingham, the supply of coke being -exhausted, the steam dropped; and the good people, on learning the cause, -flew to the frame, and dragged it into the inn yard." - - -GIBBS - -An English engineer, Gibbs made a special study of the steam carriage of -Sir Charles Dance in 1831. As a result of his investigations he built a -steam drag in 1832. This was intended to draw passenger carriages and it -had a boiler with spirally descending flue placed behind the driving -wheels. In 1832, in conjunction with his partner, Applegate, he patented a -steam carriage with a tubular boiler and oscillating engine cylinders. -The power from the axle was transmitted to the driving wheels through -friction bands, arranged in the bases of the wheels so that one or both -wheels could be coupled to the axles. - - -CHARLES DANCE - -An enthusiastic motorist, Sir Charles Dance, of London, in the first third -of the ninteenth century did a great deal to encourage the engineers who -were inventing steam road vehicles. He was financially interested in -several of the companies that were organized to run steam coaches over the -common roads. He was the backer of Goldsworthy Gurney, and was also -engaged in building for himself. His most famous car was a coach that ran -every day from the Strand, London, to Brighton. This was an engine mounted -on four wheels with a tall rectangular funnel that narrowed toward the -top. Above the engine were seats for six or seven persons besides the -driver. Behind the engine was a vehicle like a boxcar low hung on wheels. -On the side of this box was emblazoned the coat of arms of its owner. On -the roof seat in front were places for four passengers. On a big -foot-board behind, stood the footman. This carriage was one of the -spectacular sights of London at that time and great crowds gathered in the -Strand every day to witness its departure. - -Dance ran Gurney's coaches on the Cheltenham and Gloucester Road until -public opposition compelled his withdrawal, but after that he was a joint -patentee with Joshua Field, of an improved boiler. This was applied to the -road carriage above mentioned and the first trips were made in September, -1833, with a drag and omnibus attached, a speed of sixteen miles an hour -being attained. On the first trip from London to Brighton, fifteen -passengers were carried and the distance of fifty-two miles was covered in -five and a half hours, the return journey being performed in less than -five hours. About the middle of October the steam drag and omnibus were -put upon the road between Wellington Street, Waterloo Bridge, and -Greenwich, where it continued to run for a fortnight, with a view of -showing the public in London what could be done in this direction. The -proprietor had no intention of making it a permanent mode of conveyance, -and therefore kept the company as select as he could by charging half a -crown for tickets each way. - - -JOSHUA FIELD - -Born in 1786. Died in 1863. - -A member of the well-known firm of Maudsley, Sons & Field, marine -engineers, of London, England, Joshua Field took out a patent for an -improved boiler, in conjunction with Sir Charles Dance. The firm made an -improved vehicle for Dance, and in 1835 Field constructed for himself a -steam carriage that made a trip in July with a party of guests. The -carriage was driven up Denmark Hill, and did the distance, nine miles, in -forty-four minutes. It also ran several times to Reading and back, at the -rate of twelve miles an hour. One of the subscribers towards the building -of this carriage, said that it was a success mechanically, but not -economical. Field was one of the six founders of the Institution of Civil -Engineers. - - -DIETZ - -Previous to the time that the carriage of Francis Maceroni was taken to -France, an engine designed by Dietz was run in the streets of Paris. In -the reports of the Academy of Sciences and Academy of Industry in Paris, -in 1840, this vehicle was described. The carriage had eight wheels, two of -which were large and gave the impulsion. The six smaller wheels rose and -fell according to the irregularity of the road, and at the same time -assisted in bearing the weight of the carriages. The wheels were bound -with wood tires, having cork underneath. The locomotive was a drag, -drawing a carriage for passengers. The engine was of thirty horse-power, -and a speed of ten miles an hour was made. - - -YATES - -A steam carriage was built by Messrs. Yates & Smith, London, in 1834. It -had a trial in July of that year, running from the factory in Whitechapel, -along High and several other streets, at the rate of ten to twelve miles -an hour. Vibrating engines, working on horizontal framing, were used. The -coach resembled an ordinary stage-coach. - - -G. MILLICHAP - -In a letter to an English engineering paper in 1837, G. Millichap, of -Birmingham, claimed to have a locomotive carriage building. He wrote: "If -your correspondent will take the trouble to call at my house I shall be -happy to show him a locomotive carriage in a state of great forwardness, -intended decidedly for common roads." - - -JAMES CALEB ANDERSON - -Born in Cork, Ireland, July 21, 1782. Died in London, April 4, 1861. - -The father of Sir James Caleb Anderson, of Buttevant Castle, Ireland, was -John Anderson, a celebrated merchant of Ireland, famous as the founder of -the town of Fermoy. The son gave much attention to the subject of steam -and steam propulsion, and made many experiments, taking out several -patents. In 1831, he lodged a specification for improvements in machinery -for propelling vessels on water; in 1837, for improvements in locomotive -engines, and in 1846, for improvements in obtaining motive power and -applying it to the propulsion of cars and vessels and the driving of -machinery. His 1831 patent was for a manually-propelled vehicle, a -carriage in which twenty-four men were arranged on seats, like rowers in a -boat, but in two tiers, one above the other. The action was nearly the -same as the pulling of oars, the only difference being that all the men -sitting on one seat pulled at one horizontal cross-bar, each extremity of -which was furnished with an anti-friction roller that ran between guide -rails on the opposite sides of the carriage. The ends of each of these -horizontal bars were connected to reciprocating rods that gave motion to a -crank shaft, on which were mounted spur gear that actuated similar gear on -the axis of the running wheels of the carriage; so that by sliding the -gear on the axis of the latter any required velocity could be communicated -to the carriage, or a sudden stop made. It was proposed to employ this as -a drag, to draw one or more carriages containing passengers after it. The -patentee had chiefly in view the movement of troops by this method. - -Anderson gave financial support to W. H. James, in 1827, until he fell -into pecuniary difficulties. Ten years later he re-engaged in steam -carriage construction on his own account, and according to his own reports -he expended over one hundred and fifty thousand dollars on experiments. It -was said that he failed in twenty-nine carriages before he succeeded in -the last. He patented a boiler that was said to be a poor copy of Walter -Hancock's boiler. Then he organized a joint-stock company, the Steam -Carriage and Wagon Company, which proposed to construct steam drags in -Dublin and in Manchester, which, when completed, were to convey goods and -passengers at double the speed and at half the cost of horse carriages. - -Anderson said: "I produce and prove my steam drags before I am paid for -them, and I keep them in repair; consequently, neither the public nor the -company runs any risk. The first steam carriage built for the company is -nearly completed. It will speak for itself." In the Mechanic's Magazine, -June, 1839, a Dublin correspondent writes: "I was fortunate enough to get -a sight of Sir James Anderson's steam carriage, with which I was much -pleased. It had just arrived from the country, and was destined for London -in about three weeks. The engine weighs ten tons, and will, I dare say, -act very well. I shall have an opportunity of judging that, as the tender -is at Cork. It has a sort of diligence, not joined, but to be attached to -the tender, making in all three carriages. I talked a great deal about it -to one of his principal men, who was most lavish in its praises, -especially as regards the boiler." In August, 1839, the carriage arrived -in London. - -In 1840, a report said: "Several steam carriages are being built at -Manchester and Dublin, under Sir James Anderson's patents, and one has -been completed at each place. At Manchester the steam drag had been -frequently running between Cross Street and Altrincham, and the last run -was made at the rate of twenty miles an hour, with four tons on the -tender, in the presence of Mr. Sharp, of the firm of Sharp, Roberts and -Company, of Manchester, and others." A newspaper of the same year reported -that an experimental trip of Anderson's steam drag for common roads took -place on the Howth Road, Dublin. It ran about two hours, backing, and -turning about in every direction--the object being chiefly to try the -various parts in detail. It repeatedly turned the corners of the avenues -at a speed of twelve miles an hour, the steam pressure required being only -forty-six pounds per square inch. No smoke was seen, and little steam was -observed. The whole machinery was ornamentally boxed in, so that none of -the moving parts was exposed to view, and it was found that the horses did -not shy at this carriage. - -The company had great plans for travel communication by means of these -drags between the chief towns in Ireland, as soon as a few of the steam -carriages were finished. An even more pretentious scheme involved a -service in conjunction with the railway trains from London, carriages to -be run from Birmingham to Holyhead, whence passengers were to be conveyed -to Dublin by steamer; from Dublin to Galway the steam drags were to be -employed; and thence to New York per vessel touching at Halifax; thus -making Ireland the stepping-stone between England, Nova Scotia, and the -United States of America. But all these plans came to naught. - -Anderson continued to take out patents down to as late as 1858. He devoted -more than thirty years of his life to the promotion of steam locomotion on -common roads. - - -ROBERT DAVIDSON - -Robert Davidson, of Aberdeen, was probably the first to make an -electrically propelled carriage large enough to carry passengers. This he -did in 1839. His carriage could carry two persons when traveling over a -fairly rough road, and though the prospects were enticing enough to cause -investment in the enterprise, Davidson's subsequent work was on rail -vehicles. - - -W. G. HEATON - -W. G. and R. Heaton, of Birmingham, England, built several steam carriages -which operated with various degrees of success in their neighborhood. -Their patent was dated in October, 1830. The patent aimed particularly at -the guidance of a locomotive carriage, and the management of the steam -apparatus so that the power and speed might be accommodated to the nature -of the road, the quantity of the load, and so on. - -For the purpose of steering the carriage, a vertical spindle was placed at -some distance before the axle of the front wheels and on its lower end a -small drum was fixed. Around this drum was coiled a chain with its middle -fixed upon the drum, and its ends made secure to the front axle formed a -triangle with the drum, situated at the angle opposite the longest side. -The other end of the vertical spindle was connected with a frame situated -in front of the coachman's or rather the steersman's seat and here on the -spindle was a horizontal beveled-toothed wheel. Over this wheel an axis -extended, terminating in two crank handles proceeding from the axes in -different directions, so that one was down when the other was up. Upon -this axis was fixed another beveled-toothed wheel taking into the first. -When these wheels were turned in one direction the right-hand fore wheel -of the carriage advanced and the coach turned towards the left, while when -they were turned in the other direction the left-hand wheel advanced and -the carriage turned towards the right. - -The driving wheels were connected with the axle by means of a pair of -ratchets furnished with a double set of ratchet teeth and a reversing -pall. By this one wheel could be advanced or backed while the other -remained stationary, or moving in a contrary direction, an arrangement -necessary for turning and backing. The steersman controlled the reversing -pall by connecting rods and lever. - -Motion was communicated to the driving wheels by a double set of spur -wheel gear, arranged to give different powers or velocities, by having -both a large and a small wheel fixed on the driving as well as the driven -axis. By shifting the large wheel on the driving axis into gear with the -small wheel on the driven axis speed was obtained, and by shifting their -relative position till the small wheel on the driving axis came into gear -with the large wheel on the driven axis, power was obtained at the expense -of speed. These two axes were kept at the same distance from each other by -means of connecting rods, although the relative positions might be changed -by the motion of the carriage on rough roads. - -In August, 1833, the Heatons placed a steam drag on the road between -Worcester and Birmingham. A slight accident occurred at the start, but -after repairs were made the trial was a success. Attached to the engine -was a stage-coach, carrying twenty passengers, the load weighing nearly -two tons. Lickey Hill was ascended, a rise of one in nine, and even one in -eight in some places. Many parts of the hill were very soft, but by -putting both wheels in gear they ascended to the summit, seven hundred -yards in nine minutes. A company was formed in Birmingham to construct and -run these carriages, subject to the condition of keeping up an average -speed of ten miles an hour. A new carriage was built and tried in 1834, -but after trials, the Messrs. Heaton dissolved their contract, as they -were unable to do more than seven or eight miles an hour. After spending -upwards of ten thousand dollars in endeavors to effect steam traveling, -they retired from the field, stating that the wear and tear were excessive -at ten miles an hour, and that the carriage was heavy, and wasteful in -steam. - - -F. HILL - -An English engineer, connected with the Deptford Chemical Works, Hill was -among the first to be interested in steam-road locomotion. He was -familiar with Hancock's experiments and made a carriage of his own that -was tried in 1840. He journeyed to Sevenoaks and elsewhere and ran up -steep hills with the carriage, fully loaded, at twelve miles an hour, and -on the level at sixteen miles an hour. He adopted the compensating gear -that was invented by Richard Roberts and that by some writers has been -credited to him. - -To put Hill's patents to practical use The General Steam Carriage Company -was formed in 1843. The probable success of the company was based upon the -belief that there was a demand for additional road accommodations in order -that road locomotion should counteract the exorbitant charges made by the -gigantic railway monopoly for conveying goods short distances. The company -stated in its prospectus "that while they confidently believe the improved -steam coach which they have engaged and propose to employ in the first -instance to be the most perfect now known in England, they do not bind -themselves to adhere to any particular invention, but will avail -themselves of every discovery to promote steam coach conveyance." - -Trial trips were made on the Windsor, Brighton, Hastings, and similar -roads, and with success. Once the carriage made a trip to Hastings and -back, a distance of one hundred and twenty-eight miles, in one day, half -the time occupied by the stage coaches. The Mechanic's Magazine said: "We -accompanied Hill, about a year ago, in a short run up and down the hills -about Blackheath, Bromley, and neighborhood; and we had again the pleasure -of accompanying him in a delightful trip, on the Hastings Road, as far as -Tunbridge and back. The manner in which his carriage took all the hills, -both in the ascent and the descent, proved how completely every difficulty -on this head had been surmounted." - -In the Hill carriage, both the coach and the machinery were erected upon a -strong frame mounted upon substantial springs. In the rear were the -boiler, furnace, and water tanks, with a place for the engineer and -fireman. In front was a coach body with seats for six inside, three on the -box, and the conductor in front. The front part of the carriage was also -suspended upon springs. The carriage was propelled by a pair of ten-inch -cylinders and pistons, horizontally placed beneath the carriage. These -acted upon two nine-inch cranks, coupled to the main axle through -compensating gear; the two six-foot six-inch diameter driving wheels had -the full power of the engines passed through them. The weight of the -boiler when empty was two thousand three hundred pounds, and it had a -capacity of about sixty gallons of water, while one hundred gallons more -were contained in the tanks. The total weight of the carriage, including -water, coke, and twelve passengers, was less than four tons. On heavy and -rough roads the steam pressure was seventy pounds per square inch, but on -good roads only sixty pounds. The average speed was sixteen miles an hour, -but on a level twenty miles an hour was reached. As late as 1843, Hill's -carriages were running from London to Birmingham, having been in operation -four or five years. Smooth in motion, they carried their passengers -comfortably, but soon went out of use. - - -GOODMAN - -Early in the forties a small road locomotive was made by Goodman, of -Southwark, London. It was worked by a pair of direct-acting engines, -coupled to the crank shaft. A chain pinion on the crank shaft transmitted -motion to the main axle through an endless pitch chain working over a -chain wheel of larger diameter on the driving shaft. The smoke from the -boiler was conducted by a flue placed beneath the carriage. The vehicle -had a speed of from ten to twelve miles an hour. - - -NORRGBER - -A correspondent of The Mechanic's Magazine, of London, wrote in 1843: -"Norrgber, of Sweden, a locksmith and an ingenious mechanic, made a steam -carriage which ran between Copenhagen and Corsoer, carrying thirty -passengers, the engine being of eight horse-power." - - -J. K. FISHER - -A small steam carriage, that in general character was like a railroad -locomotive, was designed by J. K. Fisher, of New York, in 1840. It was not -until 1853, however, that he went beyond this. Then he built another -carriage, with driving wheels five feet in diameter, and two steam -cylinders four inches in diameter, with ten-inch stroke. This carriage -attained a speed of fifteen miles an hour on good pavements. During the -next two years, Fisher made many trips, sometimes running twelve miles an -hour without excessive wear. In his later engines he introduced several -novelties, among them being parallel connections between the crank shaft -and the driving axle. In the steering gear a screw was placed across the -front part of the carriage carrying a nut, to which the end of an -elongated reverted pole was jointed. The screw was turned by bevel -gearing, one wheel being keyed to the end of the screw, and the other to -the steerage rod, the opposite end of this rod having a lever placed -within easy access of the footplate. Fisher's carriages were driven by -direct-acting engines, one cylinder on each side of the smoke-box. - - -R. W. THOMPSON - -Born in Stonehaven, England, in 1822. Died, March 8, 1873. - -R. W. Thompson came to the United States in early life, but returned to -England and engaged in scientific experimenting and studying, and in -engineering at Aberdeen and Dundee. He invented a rotary engine during -this period of his life. In 1846, being then in business for himself, he -conceived the idea of india-rubber tires and perfected this in 1876. In -December of that year he made a small road locomotive to draw an omnibus -and this was sent to the Island of Ceylon. Other road steamers of -Thompson's design were manufactured and sent to India and elsewhere. - - -ANTHONY BERNHARD - -In 1848, a compressed-air carriage invented by Anthony Bernhard, Baron von -Rathen, was built in England. It weighed three tons, and on its first trip -was driven at a speed of eight miles an hour. Upon one occasion it made -twelve miles an hour on a trip from Putney to Wandsworth, carrying twenty -passengers. Until near 1870, Baron von Rathen was engaged in inventing -compressed-air engines. - - -BATTIN - -In 1856, Joseph Battin, of Newark, N. J., constructed a steam carriage -with a vertical boiler and oscillating engines. - - -RICHARD DUDGEON - -A small locomotive for the common roads was built in 1857, Dy Richard -Dudgeon, an engineer, of New York. It had two steam cylinders, each three -inches in diameter and with sixteen-inch stroke, and drew a light carriage -at ten miles an hour on gravel roads. The carriage was destroyed by fire -at the New York Crystal Palace in 1858. Dudgeon is said to have afterward -built another carriage, which was larger and more clumsy than the other. A -few years ago this was discovered in an old barn in Locust Valley, L. I. -It was fixed up and started out and demonstrated that, old as it was, it -could go at a speed of more than ten miles an hour. - - -LOUGH AND MESSENGER - -In 1858, Messrs. Lough and Messenger, of Swindon, England, designed and -erected a steam-road locomotive which for two years ran at fifteen miles -an hour on level roads, and six miles an hour up grades of one in twenty. -The engine had two cylinders, each three and one-half inches in diameter -and with five-inch stroke, working direct on to the crank axle. The -driving wheels were three and one-half feet in diameter, and the leading -wheels two feet in diameter. The vertical boiler fixed on the frame was -worked at one-hundred-and-twenty-pound pressure. The tanks held forty -gallons of feed water. The total weight of the locomotive was eight -hundred pounds. - - -THOMAS RICKETT - -When the revival of interest in the common-road steam locomotive began in -England, about 1857, Thomas Rickett, of Castle Foundry, Buckingham, was -one of the first to give attention to the subject. He built a road -locomotive in 1858 for the Marquis of Stafford. This engine had two -driving wheels and a steering wheel. The boiler was at the back with the -steam cylinders horizontally on each side of it. Three passengers were -carried. - -The carriage was steered by means of a lever connected with the fork of -the front wheel. The cylinders were three inches in diameter, with -nine-inch stroke; the working steam pressure was one hundred pounds per -square inch. The driving wheels were three feet in diameter. The weight of -the carriage when fully loaded was only three thousand pounds. On level -roads the speed was about twelve miles an hour. - -An account of one of the trips in 1859 was as follows in the columns of -The Engineer: "Lord Stafford and party made another trip with the steam -carriage from Buckingham to Wolverton. His lordship drove and steered, and -although the roads were very heavy, they were not more than an hour in -running the nine miles to Old Wolverton. His lordship has repeatedly said -that it is guided with the greatest ease and precision. It was designed by -Mr. Rickett to run ten miles an hour. One mile in five minutes has been -attained, at which it was perfectly steady, the centre of gravity being -not more than two feet from the ground. A few days afterwards this little -engine started from Messrs. Hayes' Works, Stoney Stratford, with a party -consisting of the Marquis of Stafford, Lord Alfred Paget, and two -Hungarian noblemen. They proceeded through the town of Stoney Stratford at -a rapid pace, and after a short trip returned to the Wolverton railway -station. The trip was in all respects successful, and shows beyond a doubt -that steam locomotion for common roads is practicable." - -Two other engines were built by Rickett, one of them for the Earl of -Caithness. Some improvements were installed in this carriage, which was -intended to carry three passengers. The weight of the carriage, fully -loaded, was five thousand pounds. - -In this carriage, the Earl of Caithness traveled from Inverness to his -seat, Borrogill Castle, within a few miles of John o' Groat's House. He -describes his trip as follows: "I may state that such a feat as going over -the Ord of Caithness has never before been accomplished by steam, as I -believe we rose one thousand feet in about five miles. The Ord is one of -the largest and steepest hills in Scotland. The turns in the road are very -sharp. All this I got over without trouble. There is, I am confident, no -difficulty in driving a steam carriage on a common road. It is cheap, and -on a level I got as much as nineteen miles an hour." The Earl of Caithness -brought the trial to a successful result, and some expert authorities -jumped to the conclusion that at once steam traveling upon the high roads -of England would be availed of to a large extent; but that did not happen. - -In 1864, Mr. Rickett furnished an engine for working a passenger and light -goods service in Spain, intended to carry thirty passengers up an incline -of one in twelve, at ten miles an hour. The steam cylinders were eight -inches in diameter, and the driving wheels four feet in diameter. The -boiler would sustain a pressure of two hundred pounds. Rickett's later -engines had spur wheels; but his last engines were direct-acting. In -November, 1864, he says: "The direct-acting engines mount inclines of one -in ten easily; whether at eight, four, two, or one mile an hour, on -inclines with five tons behind them, they stick to their work better than -geared engines." - - -DANIEL ADAMSON - -In 1858 the firm of Daniel Adamson & Co., of Dukinfield, near Manchester, -England, built a common-road locomotive for a Mr. Schmidt. A multi-tubular -boiler was used, two and one-half feet in diameter and five and one-half -feet long, with a working pressure of one hundred and fifty pounds per -square inch. The engine, which weighed five thousand six hundred pounds -and was borne on three wheels, was calculated to run at eight miles an -hour. A steam cylinder of six-inch diameter was attached to each side of -the locomotive, and these cylinders actuated a pair of driving wheels -three feet six inches in diameter. - -Mr. Schmidt gave this vehicle a thorough trying out and especially raced -it with several competitors. On one of these races, in 1867, with a -Boulton steam carriage, the start was made from Ashton-under-Lyne, for the -show ground at Old Trafford, a distance of over eight miles. Although the -Adamson engine was the larger, the smaller one easily passed it during the -first mile, and kept a good lead all the way, arriving at Old Trafford -under the hour. - -Mr. Schmidt sent his road locomotive to the Havre Exhibition, in 1868, and -a trial of its powers was made by French engineers, and M. Nicole, -director of the exhibition. Mr. Schmidt conducted the engine himself, and -to it was attached an omnibus containing the commissioners. The engine and -carriage traversed several streets of Havre and mounted a sharp incline. -Other trips were made to several villages in the neighborhood of the -exhibition, and the engine behaved very satisfactorily. - - -STIRLING - -In a road steamer designed by Stirling, of Kilmarnock, in 1859, the five -traveling wheels were mounted upon springs. A single wheel was used as a -driver, and more or less weight was thrown upon this wheel. The leading -and trailing wheels swiveled in concert, in opposite directions, by means -of right and left hand worms and worm wheels. The carriage was thus made -to move in a curve of comparatively short radius. - - -W. O. CARRETT - -In 1860, George Salt, of Saltshire, England, employed W. O. Carrett, of -the firm of Carrett, Marshall & Co., proprietors of the Gun Foundry at -Leeds, to design and build a steam pleasure carriage for him. The -carriage was first shown and exhibited at the Royal Show held in Leeds, -1861, and likewise at the London Exhibition, 1862. It had two steam -cylinders, six inches in diameter and with eight-inch stroke. The boiler -was of the locomotive multi-tubular type, two feet six inches in diameter, -and five feet three inches long. It had a working pressure of one hundred -and fifty pounds per square inch, the test pressure being three hundred -pounds. The locomotive was mounted upon two driving wheels, each four feet -in diameter, made of steel, and a leading wheel was three feet in -diameter. Seats were provided for nine persons, including the steerer and -the fireman. The traveling speed was fifteen miles an hour; and the weight -of the carriage, fully loaded, was five tons. Motion was communicated from -the crank shaft to the driving axle through spur gearing. - -The English magazine, Engineering, in an article in June, 1866, said: -"This steam carriage, made by Carrett, Marshall & Co., was probably the -most remarkable locomotive ever made. True, it did little good for itself -as a steam carriage, and its owner at last made a present of it--much as -an Eastern prince might send a friend a white elephant--to that -enthusiastic amateur, Mr. Frederick Hodges, who christened it the -Fly-by-Night, and who did fly, and no mistake, through the Kentish -villages when most honest people were in their beds. Its enterprising -owner was repeatedly pulled up and fined, and to this day his exploits are -remembered against him." Hodges ran the engine eight hundred miles; he had -six summonses in six weeks, and one was for running the engine thirty -miles an hour. It was afterwards altered to resemble a fire engine and the -passengers were equipped like firemen, wearing brass helmets. The device -did not deceive the police, and finally the carriage was made over into a -real self-moving fire engine. - - -RICHARD TANGYE - -The steam carriage built by the Tangye Brothers, of England, about 1852, -was a simple affair. It had seating capacity in the body for six or eight -persons, while three or four more could be accommodated in front. The -driver who sat in front had full control of the stop valve and reversing -lever, so that the engine could be stopped or reversed by him as occasion -required. The speed of twenty miles an hour could be attained, and the -engine with its load easily ascended the steepest gradients. - -Richard Tangye, in his autobiography, speaks of his experience with this -carriage in the following terms: "Great interest was manifested in our -experiment, and it soon became evident that there was an opening for a -considerable business in these engines, and we made our preparations -accordingly, but the 'wisdom' of Parliament made it impossible. The -squires became alarmed lest their horses should take fright; and although -a judge ruled that a horse that would not stand the sight or sound of a -locomotive, in these days of steam, constituted a public danger, and that -its owner should be punished and not the owner of the locomotive, an act -was passed providing that no engine should travel more than four miles an -hour on the public roads. Thus was the trade in quick-speed locomotives -strangled in its cradle; and the inhabitants of country districts left -unprovided with improved facilities for traveling." The Tangye carriage -thus driven out of England was sent to India, where it continued to give -good service. - - -T. W. COWAN - -At the London Exhibition of 1862, the Messrs. Yarrow and Hilditch, of -Barnsbury, near London, exhibited a steam carriage, designed and made by -T. W. Cowan, of Greenwich. Eleven passengers, besides the driver and the -fireman, were carried and the vehicle with full load weighed two tons and -a half. The boiler, of steel, was a vertical multitubular two feet in -diameter and three feet nine inches high. The frame of the carriage was of -ash, lined with wrought-iron plates, and to the outside of the bottom sill -were two iron foundation plates, to which the cylinders and other parts -were attached. The cylinders were five inches in diameter and had -nine-inch stroke. - - -CHARLES T. HAYBALL - -A quick-speed road locomotive was made by Charles T. Hayball, of -Lymington, Hants, England, in 1864. The machinery was mounted upon a -wrought-iron frame, that was carried upon three wheels. The two driving -wheels had an inner and an outer tire, and the space between was filled -with wood to reduce noise and lessen the concussion. The two steam -cylinders were each four and one-half inches in diameter and with six-inch -stroke. Hayball used a vertical boiler, two feet two inches in diameter, -and four feet high, working at a pressure of one hundred and fifty -pounds. The carriage ran up an incline of one in twelve at sixteen miles -an hour, and traveled four miles an hour in fourteen minutes, up hill and -down, with ten passengers on board. - - -ISAAC W. BOULTON - -In August, 1867, Thomas Boulton says: "I ran a small road locomotive -constructed by Isaac W. Boulton, of Ashton-under-Lyne, from here through -Manchester, Eccles, Warrington, Preston Brook, to Chester, paraded the -principal streets of Chester, and returned home, the distance being over -ninety miles in one day without a stoppage except for water." Boulton's -engine had one cylinder four and one-half inches in diameter, and with -nine-inch stroke. The boiler worked at one hundred and thirty pounds -pressure per square inch. The driving wheels were five feet in diameter. -Two speeds were obtained by means of spur gearing between the crank shaft -and the counter shaft. On the Chester trip six persons, and sometimes -eight and ten passengers, were carried. - - -ARMSTRONG - -The virtues of the horseless vehicle early penetrated to India. Many -English manufacturers sent carriages there. Some time in 1868, a steam -carriage, with two steam cylinders, each three inches in diameter, and -with six-inch stroke, was made by Armstrong, of Rawilpindee, Punjab. A -separate stop valve was fitted to each cylinder. The boiler was fifteen -inches in diameter and three feet high, and worked steam pressure of one -hundred pounds per square inch. Twelve miles an hour on the level, and six -miles an hour up grade of one in twenty, were made. The driving wheels -were three feet in diameter. - - -PIERRE RAVEL - -Ravel, of France, planned in 1868 a steam vehicle, and about 1870 -completed the construction of one at the barracks at Saint-Owen. Then came -the declaration of war with Prussia, and the barracks, being within the -zone of fortification, the vehicle was lost or destroyed. There is no -certainty that it was ever unearthed after peace was declared. - - -L. T. PYOTT - -Before 1876, a motor vehicle was invented by L. T. Pyott, who was then a -foreman with the Baldwin Locomotive Works in Philadelphia. The carriage, -which could carry seven persons at the rate of twenty miles an hour, cost -about two thousand two hundred dollars, and weighed nearly two tons. It -was shown at the Centennial Exposition in Philadelphia in 1876, but was -not allowed to run on the streets. - - -A. RICHTER - -An engineer and mechanician of Neider-Bielan, Oberlaneitz, Germany, -Richter secured in 1877 a patent for a vehicle that was propelled by a -motor consisting of a stack or battery of elliptic springs horizontally -disposed, which were compressed by a charge of powerful powder exploded in -what was practically a cannon. The subsequent expansion transmitted the -driving effort to the wheels by a rack of gears. The success of this -vehicle is not generally known. - - -RAFFARD - -In 1881, Raffard, a French engineer, made a tricycle and a tram-car that -is said to have been the first electric automobile which ran -satisfactorily. - - -CHARLES JEANTEAUD - -It is claimed for Jeanteaud that he built a four-wheeled electric vehicle -about 1881, which was changed in 1887 by the addition of an Immisch motor. -In 1890 he constructed a three-wheeled steam vehicle for five persons, -having the advice and interest of Archdeacon. In June, 1895, at the -Paris-Bordeaux race, he entered an electric automobile and established -battery relays every twenty-five kilometers, but without success so far as -speed was involved in comparison with the gasoline cars. In 1897 he -constructed a gasoline phaeton, but his subsequent work has been primarily -confined to the electric. - - -SYLVESTER HAYWOOD ROPER - -As early as 1850, Sylvester Haywood Roper, of Roxbury, Mass., began -experimenting with steam for street-vehicle propulsion. In 1882, when he -was seventy-three years of age, he fitted a Columbia bicycle with a -miniature engine, and with this he could run seventy miles on one charge -of fuel. His bicycle weighed one hundred and sixty-five pounds. He -engaged in many track events and his record for three runs of one-third -of a mile each, was forty-two, thirty-nine and thirty-seven seconds. - - -COPELAND - -A tandem tricycle with a vertical boiler and a two-cylinder vertical -engine was built by Copeland, of Philadelphia, in 1882. Kerosene was used -to fire the boiler. It is said that over two hundred of these machines -were built. - - -G. BOUTON - -An ingenious and practical engineer, Bouton made various mechanical -devices, but it is claimed that from a clever toy came the associations -which have resulted in the now famous firm, DeDion-Bouton, with which he -is connected. It is said Compte DeDion saw this toy and on asking for the -maker, met Bouton. Thus came the partnership, in 1882, with Bouton and -Trepardoux. Bouton made a steam tricycle in 1884, containing the -remarkable light and efficient boiler of his invention, which for years -remained the most important contribution of the firm to this art. In 1885 -a quadricycle was made, and the success attending the runs made with this, -in which Merrelle co-operated, was such as to bring forth the personal -ideas of DeDion in so strong a manner that Trepardoux and Merrelle severed -their connections with the firm. - -The real beginning of the work of this firm was in 1884, and the several -years following saw the production of numerous steam machines, including -phaetons, dog carts, and a variety of other types. Even as late as 1897 -heavy steam chars-bancs were made by them, and that year also saw their -well-known thirty-five-passenger, six-wheeled coach, Pauline, on the -streets of Paris--a vehicle which cost over twenty-six thousand francs, -and had a thirty-five horse-power steam tractor. This vehicle had been -preceded by a somewhat similar one constructed in 1893 on the old idea of -a mechanical horse attached to an ordinary 'bus body from which the front -wheels had been removed. - -In 1895, DeDion-Bouton produced their first liquid hydro-carbon engine -vehicle--a tricycle with air-cooled motor and dry-battery ignition, which -is so well known to everyone in the industry to-day. These were -manufactured in large numbers, and were followed by larger gasoline -vehicles into which they introduced their engine, namely, a vertical -position. In 1899, their three-passenger, four-wheeled vehicle, and in -1900 a six-passenger vehicle, made good reputations. Since then their -large factory at Putaux, France, well known under the name of -DeDion-Bouton et Cie, has been continually crowded with work on vehicles, -and with the manufacture of their motors which are still sold -independently to other makers in France, as well as in other countries. In -fact the manufacture of engines and parts might be said to be now their -main work. - - -COUNT A. DEDION - -Count DeDion's interest in an ingenious mechanical device constructed by -Bouton, led to his backing the enterprise now so well known under his -name. His activity in the Automobile Club of France, and in all the -sporting events in the past ten years, has in fact brought him into far -more prominence than his associate, Bouton. His interest and energy in -connection with his company are well known, and though the credit for the -mechanical work must undoubtedly be given to Bouton, DeDion is largely -responsible for the great success and general prominence of the company. - - -ARMAND PEUGEOT - -In 1885, and again in 1889, Armand Peugeot, a French inventor and -manufacturer, brought up the subject of automobiles, and in 1889 he began -to manufacture, using the Daimler motor. His first attention having been -given to the motor, he brought out very soon his famous two-parallel -cylinder mounted horizontally on the body frame. Originally of the firm of -Fils de Peugeot, he severed his connection with that firm, and in 1876 -formed the Society of Artisans. In 1898, additional factories were erected -at Fives-Lille, and now the concern has works also at Audincourt. The -latter works is claimed to be the most extensive automobile manufacturing -establishment in the world. Peugeot is a member of many learned societies, -was elected an officer of the Academie in 1881, and a Chevalier of the -Legion of Honor in 1889. - - -RADCLIFFE WARD - -Ward commenced his experiments in England about 1886, and built a cab in -1887, which he ran in Brighton with more or less success. A second -vehicle, an omnibus, was built by him and run on the streets in London in -1888, and actually covered, all told, five thousand miles. - - -MORS - -A manufacturer of electrical apparatus, the Mors establishment made a -steam vehicle in 1886, and some ten years later began to manufacture -gasoline vehicles. - - -MAGNUS VOLK - -In 1887, Volk built an electrical dog cart which, like that of Ward, was -seen on the streets of Brighton. The next year he associated himself with -Immisch & Co., and built for the Sultan of Turkey an electrical dog cart. -This was claimed to have a radius of fifty miles at ten miles an hour, -with seven hundred pounds of battery in twenty-four cells, driving the -vehicle by means of a one horse-power motor. - - -BUTLER - -About the same time that Daimler and Benz were at work, Butler, an -Englishman, was studying to make a hydro-carbon engine. He had drawings in -1884 and got out a patent in 1887. He built a tricycle soon after that -date. This had two front wheels as steering wheels and a rear wheel driven -by a two-cylinder engine. But Butler did not carry his plans further, for, -as he wrote in 1890, "the authorities do not countenance its use on roads, -and I have abandoned in consequence any further development of it." - - -LE BLANT - -The steam carriage that Le Blant, of France, built carried nine -passengers, and its weight, fuel and water included, was three and -one-half tons. The engine was three-cylinder horizontal, and the boiler, a -Serpollet instantaneous generator, was placed behind the carriage, the -fireman beside it and the driver in front. - - -EMILE DELAHAYE - -Delahaye, of Tours, associated himself with the firm of Cail in 1870, -spending some years in Belgium, but in 1890 the automobile so attracted -him as to lead him to the construction of his first vehicle. For ten years -he practically adhered to the horizontal engine under the seat, which -construction we find him using in 1900. It is worthy of note that to -Delahaye is given credit for the practical adaptation of the radiator in -the arrangement now generally used in the cooling system. - - -ROGER - -Roger, of Paris, was the French licensee for Benz, taking up that motor -much in the same manner as Panhard & Levassor took up the Daimler. In fact -he had such close relations with Benz as to guide the further development -of both. To this extent he was doubtless largely responsible for -converting Benz to the four-cycle instead of the two-cycle construction, -and he is also credited with having brought about the change from the -vertical crank shaft to the horizontal in the Benz cars. Making good -headway in 1894, he had produced fifty or more machines by 1895, and ran -one in the Paris-Bordeaux race of that year. He brought a car to New York -in 1896, and took part in the Cosmopolitan race, from New York to Ardsley -and return. - - -GEORGES RICHARD - -In 1893, Georges Richard began cycle manufacturing in a small shop and two -years later turned his business into a limited corporation. In 1897, he -began the manufacture of automobiles. His motor is a development of the -Benz, with ignition improvement. - - -POCHAIN - -Pochain, in France, built in 1893 a six-seated phaeton with fifty-four -cells of battery, which would seem to have been practically the first -satisfactory vehicle of its kind. - - -LOUIS KRIEGER - -Early in the nineties of the last century Krieger made an electric -vehicle. About 1894, he introduced his four-passenger hack, converted by -substituting an electric fore carriage for the front axle of an ordinary -vehicle. He has since developed his electric vehicles in the class of city -carriages. A touring car, built for England, called the Powerful, made in -1901 notable records in that country in a long tour through the Isles. The -principal work of Krieger, however, has been in the development of front -drive and steer construction. - - -DEDETRICH - -Baron DeDetrich is of the well-known house that claims to have been -founded more than one hundred years ago in Luneville, Alsace, and has -grown to be one of the greatest works for the manufacture of locomotives -and other machinery. In 1880 the concern is said to have employed four -thousand men. Its connection with the automobile industry began -practically in 1895, when the construction of automobiles on the system of -Amédče Bollče & Sons was undertaken. With large resources and ability -development was naturally rapid, resulting in the production to-day of one -of the first-class French makes. - - -DAVID SALOMONS - -Sir David Salomons, Bart., was born in England, in 1851. He was educated -for a short period at University College, London, and afterwards at Caius -College, Cambridge, where he was graduated with natural science honors. He -is a member of the Institution of Electrical Engineers, where he took -leading part for many years on the Council, and served in the positions of -honorary treasurer and vice-president. He is a fellow of the Royal -Astronomical Society, of the Physical Society of London, and of the Royal -Microscopical Society, and an associate of the Institution of Civil -Engineers. - -[Illustration: SIR DAVID SALOMONS] - -Sir David was one of the first in England to adopt the electric light. -This was about the year 1874, when he found it necessary to make the -lamps, switches and other apparatus himself, as those were unobtainable at -the time; much of the apparatus in general use to-day has been copied from -his models. About 1874-5, he constructed a small electrical road carriage, -which was in use a short time only, owing to the trouble of re-charging -batteries, as no accumulators existed at that period. Devoting himself -largely to scientific investigation he is the author of various works on -scientific subjects, such as photographic optical formulć, photography -and electrical subjects, his chief work being his three-volume Electric -Light Installations, now entering its ninth edition. Of this work, the -first volume on Accumulators was for a great many years the only practical -work on the subject. He is also the author of many papers read before -scientific societies, including the Royal Society and Royal Institution. -He is an original member of the Automobile Club of France and of the -Automobile Club of Great Britain, being a member of the committee of the -former and member of committee and a vice-president of the latter, and is -also an ordinary or honorary member of most of the Continental automobile -clubs. He was Mayor of Tunbridge Wells, 1894-5, and High Sheriff of Kent -in 1881, and is a Magistrate for Kent, Sussex, Middlesex, Westminster and -London. - -The connection of Sir David Salomons with the encouragement and -development of self-propelled traffic in the United Kingdom, constitutes -one of the most important chapters in the contemporaneous history of the -automobile. His first step to secure a favorable public opinion for the -legislative measures that he proposed was to have an exhibition of -vehicles, which took place at Tunbridge Wells, in October, 1895. As a -result of this exhibition and a voluminous correspondence thereafter, the -newspapers of Great Britain and many of the members of the Houses of Lords -and Commons were brought to see the justice of the measures asked for. -Next, the Self-Propelled Traffic Association was organized. Sir David -Salomons was elected president and the campaign for Parliamentary action -was inaugurated and brilliantly and energetically prosecuted. When the -bill came before the Commons and the Lords it was substantially supported, -but its provisions received a great deal of discussion. Some amendments, -particularly relating to the questions of smoke and petroleum use, were -attached to it. In the end, however, the act that was passed was generally -satisfactory to all interested in the promotion and protection of -self-propelled traffic. It has been said that "there has hardly been an -act passed containing more liberal clauses and with more unity of action." -Its provisions allow of reasonable travel of all kinds of self-propelled -vehicles throughout the Kingdom and the act as a whole is regarded as one -of the most notable advances made in this matter during the present -generation. - - -LEON BOLLČE - -A brother of Amédče Bollče, Leon Bollče has been long interested in the -business that bears the family name. In 1896, he brought out a motor cycle -that was a type between a cycle and a vehicle. It had two front steering -wheels and one front driver. The same type of vehicle has been adopted for -light work, such as parcel delivery. - - -JOSEPH GUEDON - -Guedon made his appearance at Bordeaux, in October, 1897, with a -four-wheeled wagonette, which he made under the name of the Decauville. -His special construction was claimed to very largely eliminate the -vibration of the vehicle, and his success can be fairly judged from the -results in the past few years. The Decauville cars have been developed -and refined to such a point as to be among the best of the French makes, -and now have an international reputation. - - -RENE DE KNYFF - -De Knyff became an enthusiastic automobilist, and with other gentlemen, -sportsmen of the nobility, became a great amateur. He was and is still -known as the King of Chauffeurs, having won several of the most important -races, driving the Panhard cars to victory. - - -ADOLF CLEMENT - -Born in 1855. - -Entirely a self-made man, Clement had experience as a locksmith and served -an apprenticeship as a tinsmith. He started and built up a bicycle -manufacturing establishment which, in 1894, was considered one of the -finest in France. In time this developed into the finest cycle manufactory -in that country. It is situated in Levallois, near Paris. In 1899, Clement -contracted with Panhard & Levassor to manufacture under their patents, and -in 1900 he made a most successful light vehicle of four horse-power. Since -then he has developed his automobile factory, and in the past few years -has produced competitors for honors in the first class, which are known at -home and abroad as the Bayard or Clement-Bayard cars. - - -A. DARRACQ - -About fifty years of age, Darracq has had an energetic and successful -career. He is now president of the Society of Engineers, Paris, and a -member of the Legion of Honor. He is best known as an inventor in -connection with the automobile industry. Among his inventions are a shaft -drive and a beveled gear drive which are now universally used. He -originated the idea of placing the operating lever on the steering post -and made the first moderate priced automobile in France. He is now the -engineer and manager of one of the biggest factories in the world. - -[Illustration: A. DARRACQ] - - -JAMES GORDON BENNETT - -So interesting was the sporting side of the automobile movement that it -early attracted the attention of James Gordon Bennett. The great runs, or -tours, or races commenced in 1891, and continued annually from 1894 on, -resulted in the offering of the Bennett trophy for international -competition under conditions which may have been suggested by the America -yacht cup races. In January, 1900, this was announced in Paris, and the -custody of the trophy initially given to the Automobile Club of France as -the first and foremost champions of automobiling. Elaborate and excellent -rules govern the annual competition for the trophy, and the races are held -in the country whose representative has won in the previous year. In this -way the first race was in France, as well as the second, and the 1903 race -in Ireland, while that of 1904 was held in Germany, but was won by a -Frenchman, so that the 1905 race will again be held in the land of the -original custodians of the trophy. - - - - -INDEX - - - Adamson, Daniel, 158 - - Anderson, James Caleb, 145 - - Andrews, F., 137 - - Armstrong, 163 - - Automobile, Origin and Development of the, 11 - - - Battin, 155 - - Baynes, John, 129 - - Bennett, James Gordon, 176 - - Benz, Carl, 94 - - Bernhard, Anthony, 154 - - Blanchard, 121 - - Blanchard, Thomas, 68 - - Bollče, Amedče, 90 - - Bollče, Leon, 174 - - Bordino, Chevalier, 139 - - Boulton, Isaac W., 163 - - Bouton, G., 166 - - Brown, Samuel, 133 - - Brunton, William, 127 - - Burtsall, T., 132 - - Butler, 169 - - - Carrett, W. O., 159 - - Cartwright, Edmund, 131 - - Church, W. H., 87 - - Clement Adolf, 175 - - Clive, 139 - - Copeland, 166 - - Cowan, T. W., 162 - - Cugnot, Nicholas Joseph, 31 - - - Daimler, Gottlieb, 95 - - Dallery, Thomas Charles Auguste, 122 - - Dance, Charles, 142 - - Darracq, A., 175 - - Darwin, Erasmus, 118 - - Davidson, Robert, 148 - - Decauville, 174 - - De Detrich, 171 - - De Dion, Count A., 167 - - De Knyff, René, 175 - - Delahaye, Emile, 170 - - Dietz, 144 - - Dudgeon, Richard, 155 - - Dumbell, John, 126 - - Du Quet, 126 - - - Edgeworth, Richard Lovell, 120 - - Evans, Oliver, 38 - - - Farfleur, Stephen, 112 - - Field, Joshua, 143 - - Fisher, J. K., 153 - - Foreword, 5 - - Fourness, Robert, 123 - - - Genevois, J. H., 126 - - Gibbs, 141 - - Goodman, 153 - - Gordon, David, 56 - - Griffiths, Julius, 130 - - Guedon, Joseph, 174 - - Gurney, Goldsworthy, 64 - - - Hancock, Walter, 71 - - Harland, 137 - - Hautsch, Johann, 111 - - Hayball, Charles T., 162 - - Heaton, W. G., 148 - - Hill, F., 150 - - Holland, T. S., 135 - - Huygens, Christiaan, 111 - - - Inventors, Pioneer, 29 - - Investigators, Noted, 105 - - - James, William Henry, 59 - - James, William T., 77 - - Jeanteaud, Charles, 165 - - Johnson, 70 - - - Kestler, J. S., 121 - - Krieger, Louis, 171 - - Knyff, René de, 175 - - - Le Blant, 169 - - Leibnitz, Gottfried Wilhelm von, 115 - - Lenoir, Jean Joseph Etienne, 89 - - Levassor, 99 - - Lough and Messenger, 155 - - - Maceroni, Francis, 78 - - Mackworth, Humphrey, 115 - - Marcus, Siegfried, 93 - - Masurier, 121 - - Medhurst, George, 124 - - Messenger, 155 - - Millichap, G., 144 - - Moore, Francis, 120 - - Mors, 169 - - Murdock, William, 34 - - - Nasmyth, James, 135 - - Neville, James, 134 - - Newton, Isaac, 113 - - Norrgber, 153 - - Noted Investigators, 105 - - - Ogle, Summers and, 140 - - Origin and Development of the Automobile, 11 - - - Papin, Denis, 116 - - Parker, T. W., 133 - - Pecqueur, 138 - - Peugeot, Armand, 168 - - Pioneer Inventors, 29 - - Planta, 121 - - Pochain, 171 - - Pocock, George, 133 - - Pyott, L. T., 164 - - - Raffard, 165 - - Ramsey, David, 110 - - Ravel, Pierre, 164 - - Read, Nathan, 48 - - Renault, Louis, 101 - - Renault, Marcel, 101 - - Richard, Elié, 114 - - Richard, Georges, 171 - - Richter, A., 164 - - Rickett, Thomas, 156 - - Roberts, Richard, 82 - - Robinson, 118 - - Roger, 170 - - Roper, Sylvester Haywood, 165 - - Russell, John Scott, 83 - - - Salomons, Sir David, 172 - - Selden, George B., 91 - - Serpollet, Leon, 100 - - Stirling, 159 - - Stevin, Simon, 109 - - Summers and Ogle, 140 - - Symington, William, 45 - - - Tangye, Richard, 161 - - Tindall, Thomas, 129 - - Thompson, R. W., 154 - - Trevithick, Richard, 50 - - - Vaucauson, 117 - - Vegelius, 114 - - Verbiest, Fernando, 112 - - Viney, James, 138 - - Vivian, Andrew, 125 - - Volk, Magnus, 169 - - Von Leibnitz, Gottfried Wilhelm, 115 - - - Ward, Radcliffe, 168 - - Watt, James, 122 - - Wildgosse, Thomas, 110 - - - Yates, 144 - - - -***END OF THE PROJECT GUTENBERG EBOOK AUTOMOBILE BIOGRAPHIES*** - - -******* This file should be named 41891-8.txt or 41891-8.zip ******* - - -This and all associated files of various formats will be found in: -http://www.gutenberg.org/dirs/4/1/8/9/41891 - - - -Updated editions will replace the previous one--the old editions -will be renamed. - -Creating the works from public domain print editions means that no -one owns a United States copyright in these works, so the Foundation -(and you!) can copy and distribute it in the United States without -permission and without paying copyright royalties. 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