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 pa.s.sengers were equipped like firemen, wearing bra.s.s 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, const.i.tuted a public danger, and that its owner should be punished and not the owner of the locomotive, an act was pa.s.sed 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 pa.s.sengers, 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 mult.i.tubular 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 s.p.a.ce 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 pa.s.sengers 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 princ.i.p.al 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 pa.s.sengers, 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, Ma.s.s., 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 a.s.sociations 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-pa.s.senger, 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-pa.s.senger, four-wheeled vehicle, and in 1900 a six-pa.s.senger 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 a.s.sociate, 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 a.s.sociated 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.