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 pa.s.sed by unappreciated.

In 1886, S. H. Roper, of Roxbury, Ma.s.s., 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.

[Ill.u.s.tration: 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.

[Ill.u.s.tration: 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.

[Ill.u.s.tration: A BIG TWIN MODEL]

[Ill.u.s.tration: 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.

[Ill.u.s.tration: 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 debut 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, Ma.s.s., 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.

[Ill.u.s.tration: 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 const.i.tuted 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, Ma.s.s. Such is said to have been the humble beginning of the motorcycle.

[Ill.u.s.tration: 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.

[Ill.u.s.tration: 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 pa.s.senger. 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 pa.s.senger conveyance could better be carried at the side mounted upon a springed cha.s.sis 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 inst.i.tution, 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.

[Ill.u.s.tration: 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 princ.i.p.al 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 quant.i.ties 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 pa.s.s, 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 circ.u.mstances 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.

The Story in a Watch[5]