Interest in the development of mechanically propelled two-wheel vehicles
began soon after the introduction of the bicycle in its first
practicable form. Man’s natural dislike for manual labor quickly found
objection to the physical effort of bicycle travel, and accordingly
sought to devise mechanical means of overcoming it.
[Illustration: COPELAND MODEL, 1884]
The earliest known attempt to construct a two-wheel vehicle which would
proceed under its own power was made by W. W. Austin, of Winthrop,
Mass., in the year 1868. This crude affair consisted of a small
velocipede upon which was mounted a crude coal-burning steam engine. The
piston rods of the engine were connected directly with cranks on the
rear wheel. The boiler was hung between the two wheels and directly back
of the saddle, while the engine cylinders were placed slightly above
horizontal just behind the boiler. Despite the crudity of this outfit,
Austin claimed that he had traveled some 2,200 miles on this, the
“granddaddy” of all motorcycles.
[Illustration: AUSTIN STEAM VELOCIPEDE, 1868]
[Illustration: ROPER’S MACHINE, 1886]
L. D. and W. E. Copeland, two Californian experimenters, are credited
with the next known effort to produce a two-wheeler which would travel
by its own power. Their first model appeared in 1884. The bicycle to
which this miniature steam-power plant of the Copeland brothers’
invention was attached was one of the old high-wheel models with the
small steering wheel forward. The steam engine of this truly ingenious
contrivance, together with the boiler and the driving pulley, weighed
only sixteen ounces. The Copeland model was probably the first
motorcycle to use belt drive. It should be understood that propulsion of
this first Copeland model was not intended to depend solely upon
mechanical power, but to be operated in connection with the foot pedals.
The Copeland brothers are to be credited with the first attempt to
produce the motorcycle upon a commercial basis, but their efforts were
unsuccessful. Their invention seemed to be far ahead of the times, and
their project passed by unappreciated.
In 1886, S. H. Roper, of Roxbury, Mass., appeared with a steam-propelled
bicycle which consisted of a specially designed engine placed in a
bicycle frame of the type with which we are familiar today. This
invention was awkward, and its weight of 150 pounds made it difficult to
handle, but in spite of that its inventor is said to have obtained
considerable use from it.
[Illustration: THE PENNINGTON MOTORCYCLE, 1895]
The year 1895 saw the first public exhibition of mechanically operated
two-wheel vehicles held at Madison Square Garden, New York City. The
sensation of the show was a motorcycle which was presented by E. J.
Pennington of Cleveland. This was the first public appearance of a cycle
propelled by a combustion engine, and in that regard it may be called
the first appearance of the motorcycle in the form that it is known
today. The Pennington machine was the first-known vehicle to attempt the
use of gasoline. History fails to relate a great deal about the
mechanical detail of the Pennington model, but it is said to have made a
very creditable performance in exhibition. It appeared at the Madison
Square Garden in two forms, as a single motorcycle and as a motor
tandem.
[Illustration: HEDSTROM MOTOR TANDEM, 1898]
There was little or no interest in motor vehicles of any description in
that period of the early nineties, consequently the Pennington efforts
were fruitless. Shortly after the public exhibition of his models,
financial difficulties are said to have overtaken Pennington and he is
reported to have departed suddenly for foreign climes, bringing his
experiments to an abrupt end.
[Illustration: A BIG TWIN MODEL]
[Illustration: AN UP-TO-DATE “FEATHERWEIGHT” MODEL]
Along in the late nineties a keen interest in bicycle racing led to the
introduction of what is known as the motor-paced tandem. This consisted
of a regulation tandem bicycle on which was mounted a gasoline motor
geared up to the rear wheel with a chain drive. The tandem rider on the
forward seat did the steering and the foot pedaling, and the rear rider
operated the motor. It is believed that the first of these tandems came
over here from France.
By 1898 the popularity of the motor-paced racing bicycle became so great
that attention was soon directed toward their manufacture. Chief among
the bicycle manufacturers who took up the making of the motor-paced
tandem was Oscar Hedstrom, a racer with many notable victories to his
credit. He believed that he could make a motor tandem which would prove
far superior to any other American machine made, if not better even than
any foreign machine.
[Illustration: CRADLE SPRING FRAME CONSTRUCTION]
The machine which he produced with a motor of his own design was entered
in some big races at the Pan-American Exposition in Buffalo in 1901
where nearly every record was broken. Mr. Hedstrom’s partner on this
tandem outfit was Henshaw, a bicycle racer of some repute. Following
their début on the motor tandem at Buffalo, this pair proceeded to make
records throughout the country, several of which still stand today.
In 1901 a bicycle manufacturer of Springfield, Mass., foresaw a future
for a motorcycle designed for pleasure purposes instead of exclusively
for racing. Hitherto, all motor-propelled cycles had used the power of
the engine of whatever form it was merely as an aid to locomotion. None
had been successful in producing a machine that could proceed anywhere
solely under its own power. Convinced that such a machine could be
produced, and certain that it would find a ready market, this
manufacturer set about to put his ideas into execution.
[Illustration: FIRST HEDSTROM MOTORCYCLE WITH TRI-CAR, 1902]
He recognized in Oscar Hedstrom, as the leader of the motor tandem
racing field, the man who knew more about combustion engines than any
other man in America, and accordingly enlisted his services. Oscar
Hedstrom retired to a little mechanical laboratory in Middletown, Conn.,
and in a short four months emerged with a completed motorcycle which he
had not only designed himself, but had constructed entirely by his own
labor. Its performance on its first trial trip was absolutely astounding
to every observer. In road tests under every conceivable condition, this
first motorcycle of Oscar Hedstrom’s displayed a perfection of
mechanical operation which had to that time never been approached. It
moved entirely under its own power, could climb hills and could travel
on the level road at speeds which had never before been exhibited by
vehicles of that type.
By reason of the successful performance of his first motorcycle, Oscar
Hedstrom is given the credit, in many quarters, for producing the first
motorcycle of practicable construction. All successful machines of this
type since then are said to have been modeled more or less on the
fundamental principles of that first Hedstrom machine. Part of
Hedstrom’s success was due to his mastery of the important problem of
carburetion, and a carburetor expressly designed for that first machine
constituted a marked step in motorcycle development. The leading
carburetors of today are said to be based upon the principles of the
first Hedstrom carburetor. The date of the appearance of the first
Hedstrom motorcycle was 1901.
Manufacture of the motorcycle upon a commercial scale forthwith
commenced in the bicycle manufactory at Springfield, Mass. Such is said
to have been the humble beginning of the motorcycle.
[Illustration: MODERN “SIDE-CAR” MODEL]
Their first motorcycle was offered to the public in 1902. Its mechanical
detail is worthy of note for the sake of comparison with the models of
the current year. Its motor was the Hedstrom single-cylinder motor of
1-3/4 horse-power; frame, 22 inches; tires, 1-3/4 inches, single tube;
chain drive; weight, 93 pounds. From the year 1902 to 1909, the style of
their motorcycle remained substantially the same in appearance. The
models of that period are referred to as “camel backs” by reason of the
location and shape of the gasoline tank on the rear mud guard. In 1909,
the loop frame was introduced to provide additional strength to the
machine, being required by the increased weight of the motor; 1906 saw
the introduction of twin cylinders for racing models, and the following
year they appeared in the regular models.
Motorcycle design has made wonderful progress. The powerful, easy-riding
machines of today with their many refinements are truly marvelous pieces
of mechanism. Mechanical perfection is as nearly approached as it is
possible for the best brains and the most approved methods of
manufacture to attain. There are numerous modern refinements which have
contributed materially to the present-day popularity of the motorcycle
that are worthy of special note. Chief of these is the kick-starter,
which enables the rider to start the engine of his machine without
mounting it upon a stand or pedaling on the road. Improved clutches,
gear ratios which permit varying speeds, double-braking systems and
electric lights are present-day refinements which add zest to the sport
of motorcycling.
One of the greatest of all motorcycling comfort creations is a device
known as the cradle spring frame which consists of pairs of cushion-leaf
springs of the semi-elliptical type, which are located at the rear of
the frame just beneath the saddle. This affords the maximum of riding
comfort by the elimination of all jar and jolt occasioned by an uneven
roadway.
Magneto ignition first appeared in 1908; previous to that date all
ignition had been dependent upon batteries of the ordinary dry-cell
variety.
The last two years has seen the introduction of what is known as the
light-weight model. This style of motorcycle has a smaller motor, which
is usually of the two-stroke type, single cylinder. The frame is of
lighter construction, the mechanism is simpler, and of course the speed
is reduced. This type of two-wheeler, however, finds favor among those
who like power and speed but in modified form. Lower initial cost and
lower operation expense are factors which especially recommend the
light-weight models.
[Illustration: MODERN DELIVERY VAN FOR GROCERS, DRUGGISTS, ETC.]
There has been considerable difference of opinion as regards the
comparative efficiency of chain drive and belt drive. The consensus of
opinion, however, seems to favor the chain drive, as evidenced by its
use on most of the leading makes of present-day machines. Some of the
light-weight models are using belt drive, but chain drive is generally
conceded to be superior. In the early days of motorcycling, belt drive
was rather generally used, but the heavy duty required soon brought
about the change to present usage.
Motorcycle manufacture is today carried on in some of the largest and
most up-to-date manufactories that can be found in the United States.
The oldest and the largest factory devoted to motorcycle manufacture is
said to be that which has been built up under the direction of the
Springfield manufacturer, the man who first saw the great commercial
possibilities in the development of the motorcycle for pleasure and
business purposes. His company had a capitalization of $12,500,000 in
1916. Some 2,400 skilled workmen were employed in its two big
Springfield plants. Its output, said to be the largest in the industry,
is over 25,000 machines per year. Numerous models meeting varying
requirements are produced.
Soon after the first practicable motorcycle appeared in 1902 there arose
a demand for a contrivance that would accommodate an additional
passenger. Consequently, there was produced an attachment called a
tri-car. This was mounted on two pneumatic-tired wheels which were
fitted to the front fork together with necessary steering devices. Later
it was found that the passenger conveyance could better be carried at
the side mounted upon a springed chassis which was supported by a third
wheel. That form was thereupon generally adopted, and remains today the
general practice in the manufacture of motorcycle side-cars, as they are
called.
Naturally enough, interest in motorcycles was quickly directed toward
their application to commercial uses, and to that end there were
produced numerous styles of side vans and parcel carriers intended for
parcel delivery.
The use of the motorcycle for commercial purposes was for a time
overshadowed by the abnormally rapid development of the automobile, but
the factor of upkeep and operation costs of an automobile is bringing
the motorcycle into prominence now. In this respect the motorcycle is
said to have the advantage overwhelmingly. The tendency, however, among
business houses is to investigate their individual requirements for
delivery service and determine to what purposes either form of motor
vehicle is best adapted. For light parcel system there is said to be no
form of delivery that excels the motorcycle in speed and efficiency and
nothing with operation costs so low. The commercial motorcycle is said
to be gaining widespread favor, and therein lies its greatest future.
Foreign countries have contributed little or nothing to the development
of the motorcycle. To be sure, efforts were made to produce two-wheel
motor vehicles, but little success is recorded. Record of the earliest
known effort was found in an English newspaper of 1876. This report,
however, was very meager and lacking in any profusion of mechanical
detail. Moreover, beyond the newspaper reports there is little
verification that any steps were really taken at that time. The French
contribute the only known features that are credited to foreign
inventors. The DeDion motor was used in some of the racing motor tandems
which appeared in this country in the late nineties. Other French racing
bicycles were no doubt in existence, but there is no history which can
ascribe any truly constructive innovations in motorcycle making to any
foreign country. The motorcycle in its form of today was designed and
built by America.
* * * * *
How is the Weather Man Able to Predict Tomorrow’s Weather?
The Weather Bureau was founded in 1870 by the United States Government,
its purpose being to make daily observations of the state of the weather
in all parts of the country, and to calculate from the results a
forecast for each section of the country, based on the information thus
obtained, these predictions being published so that the people of each
district may know in advance the kind of weather likely to occur.
While these forecasts are of great convenience to practically everyone,
and of importance to the agriculturist, they are frequently of still
more importance to ship masters, storm warnings being given that may
keep them in port when storms are expected and thus save their ships
from the danger of injury or shipwreck. This system has made great
progress since its institution, and reports are now received daily from
more than 3,500 land stations and about fifty foreign stations, while by
means of wireless telegraphy, under normal conditions, some 2,000 ships
send reports of the weather conditions at sea.
[Illustration: WEATHER BUREAU BOX KITE
The Government Weather Bureau uses large box kites carrying recording
barometers, thermometers and other apparatus to ascertain weather
conditions high in the air. This view shows a kite about to be sent up
from an observatory.]
Study of results has led to the belief that more than eighty per cent of
winds and storms follow beaten paths, their movements being governed by
physical conditions, a knowledge of which enables the Weather Bureau
officials to estimate very closely their probable speed and direction
and send warning of their coming in advance. Within two hours after the
regular morning observation at eight o’clock, the forecasts are
telegraphed to more than 2,300 principal distributing points, from which
they are further sent out by mail, telegraph and telephone, being mailed
daily to 135,000 addresses and received by nearly 4,000,000 telephone
subscribers.
One of the most valuable services rendered is that of the warnings of
cyclonic storms for the benefit of marine interests. These are displayed
at nearly three hundred points on the ocean and lake coasts, including
all important ports and harbors, warnings of coming storms being
received from twelve to twenty-four hours in advance. The result has
been the saving of vast amounts of maritime property, estimated at many
millions of dollars yearly.
Agriculturists also derive great advantage from these warnings,
especially those engaged in the production of fruits, vegetables and
other market garden products. Warnings of frosts and of freezing weather
have enabled the growers of such products to protect and save large
quantities of valuable plants. It is said that on a single night in a
small district in Florida, fruits and vegetables were thus saved to the
amount of more than $100,000. In addition, live stock of great value has
been saved by warnings a week in advance of the coming of a flood in the
Mississippi; railroad companies take advantage of the forecast for the
preservation, in their shipping business, of products likely to be
injured by extremes of heat or cold, and in various other ways the
forecasts are of commercial or other value.
One of the chief stations for observations is that at Mount Weather, in
the Blue Ridge Mountains of Virginia. This is equipped with delicate
instruments in considerable variety for the study of varying conditions
of the upper air. Kites and captive balloons are sent up every favorable
day, ascending to heights of two or three miles, and equipped with
self-registering instruments to record the temperature and other
conditions of the atmosphere. At other times, free balloons are
liberated, carrying sets of automatic registering instruments. Some of
these travel hundreds of miles, but nearly all are eventually found and
returned.
How does a Siren Fog Horn Blow?
There are a great many different kinds of signals for the guidance of
vessels during fogs, when lights or other visible signals cannot be
perceived.
One of the most powerful signals is the siren fog horn, the sound of
which is produced by means of a disk perforated by radial slits made to
rotate in front of a fixed disk exactly similar, a long iron trumpet
forming part of the apparatus. The disks may each contain say twelve
slits, and the moving disk may revolve 2,800 times a minute; in each
revolution there are of course twelve coincidences between the slits in
the two disks; through the openings thus made steam or air at a high
pressure is caused to pass, so that there are actually 33,600 puffs of
steam or compressed air every minute. This causes a sound of very great
power, which the trumpet collects and compresses, and the blast goes out
as a sort of sound beam in the direction required. Under favorable
circumstances this instrument can be heard from twenty to thirty miles
out at sea.
Fog signals are also used on railways during foggy weather; they consist
of cases filled with detonating powder, which are laid on the rails and
exploded by the engine when it runs over them.