Horses of Iron

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The Electrician
November 11, 1887.

BANQUET TO ELECTRICIANS AT BLACKPOOL.
We briefly referred in our last issue to the banquet given by the Mayor of Blackpool in connection with the electric traction and arc lighting carried out in that town. The speeches of Mr. Alexander Siemens, Mr. Parker, Mr. Broadbent (of the Tramway Company), and Mr. Chew (the engineer to the Blackpool Corporation), which we print below, will be read with interest:-

Mr. Parker, of Wolverhampton, in responding to the toast, said that electricity as used for locomotion had a very short history, and most of them would be acquainted with it as applied in this respect. Many would remember seeing at the Paris Exhibition of 1881 perhaps the first tramway of any importance that had been publicly exhibited. Many of them would have visited the tramway at Portrush, in the north of Ireland, one of the first and still perhaps the longest in use in this country run by electricity. They at Blackpool followed, and perhaps succeeded in doing a greater work, which it would not have been to their credit if they had not done. He was glad to hear strangers speak well of the enterprise, because the Blackpool tramway was now old - two years in the history of electrical development was a long period of time. When they looked and saw what had been done on the Blackpool tramway, and considered what could be done they thought that this enterprise was but a small dwarf as to what was possible and practicable. He remembered that when they first tested the motors new driving these trams they found they could get 7 horse-power with about 16 hundredweight in the motor. They could today easily obtain 25 horse-power from the same weight, and at the same time attain a higher state of efficiency. They could now at half the cost produce better machines than the dynamos now used for the Blackpool tramway. He did not say this to discourage the Blackpool people, but he felt bound to give exactly the circumstances as far as he conceived them. They had got on to a period of further development and application of electricity, and could today drive electrical tramcars by storage. For a long time the gearing of tramcars stood in their way, but the gearing had been simplified and rendered more practical and controllable in the driving of cars. He had taken a contract to put a motor on the tramway at Wolverhampton which would enable the cars to run by storage up a gradient of 1 in 18, and to run a length of 7 miles and carry 50 passengers. There was at present an agitation with regard to underground railways. Electricity was extremely well suited for driving underground trains. With electricity they could get rid of the nuisance of smoke and noxious vapours in underground carriages. He considered from past experience that no limit seemed possible to the application of electricity as a driving power, and almost whatever was ask of the firm of which he was a representative they were prepared to carry out. He believed that by electricity a train might be run from London to Edinburgh at a speed of 70 miles an hour cheaper than by steam. He was not in the habit of prophesying, but he spoke only from facts, and believed the time had arrived when almost anything desirable could be achieved by electricity in its application to railways [applause].

Mr. BROADBENT said he was much disappointed with the speech of Mr. Parker, the gentleman who supplied their machinery, for he now told them that he could supply it at half the price [laughter]. As to Mr. Parker's confidence in accumulators, he could not yet share that confidence. Accumulators were at present on paper, and paper would not pay dividends. As they were aware, a little over two years ago the Mayor of Manchester (Alderman Harwood) did Blackpool the honour of inaugurating its electric tramway. He drove the first car, and afterwards spoke confidently of the line's future success, and at the banquet which followed, Mr. Holroyd Smith, the patentee of the centre channel, explained the theory of its working. However, the few remarks he (Mr. Broadbent) had to make were on the results. For over two years they had had many difficulties to contend with. They found that the motors for the cars were not quite equal to the strain put upon them; but, by the kind assistance Mr. Parker, the maker of the machines, these had been very much improved. The collectors also gave much trouble, mainly through the shallowness of the channel, but by experience they had been able to overcome this difficulty to a very great extent. Had the centre channel been made deeper many of the troubles would have been avoided, and the expense of cleaning the channel very much reduced. In his opinion, if their system of tramway were laid where there were not the difficulties of sand and seawater to contend with, and constructed with a deeper channel, it would prove a great success. From November 1st, 1885, to October 51st, 1886, they ran 70,492 miles and carried 636,252 passengers. The cars were stopped for five or six days, the stoppage being caused by frost and sand. The working continued very satisfactorily until shortly after Whit-week in the present year. Then the continuous hot weather caused the copper tubes or current conductors to expand so much as to drag the iron stud of the insulator, which had corroded through the contact with salt water, until it had become loosened. This caused a leakage and the insulator to crack. They expected to overcome this difficulty as they had overcome many others, as they had got a new insulator on an improved principle that they thought would be effective. This accident had caused a serious loss to the company which could not be avoided. However, he did not expect such a misfortune to happen again. Notwithstanding this stoppage they ran between November 1st, 1886, and October 28th, 1887, 72,875 miles, and carried 618,500 passengers. At the present time the working was as well as could be wished and the machinery in excellent condition. They were able to carry six times the amount of passengers they could get in the winter months without additional cost to the Company. Many people had said that they should never succeed, but he thought the figures he had quoted would prove that they had run fairly well, and augured well for the future.

Mr. SIEMENS paid a cordial compliment to the enterprise shown by Blackpool people. He thought, with Dr. Kingsbury, that electric lighting should be extended to the houses. This was the second time he had visited their town, his first visit being on the occasion of the introduction of the electric light, eight years ago. He was glad to see that the lamps which were then arranged, and which had been since that time under the good care of Mr. Chew, did not compare badly with some of the more modern lamps [applause]. It would be difficult to appreciate the public spirit shown at that time by Blackpool, because we progressed now so quickly that one was apt to forget the position of affairs in 1879. The electric light had just been talked about, but nobody appeared to know anything about it. Their present mayor came up to London to see him and said they wanted their Promenade, the distance of which he believed was 2,700 yards, lighted by electricity. Such lighting had not been done at that time, and his firm would never have had the opportunity of carrying out such lighting had it not been for the public spirit and enterprise shown by Blackpool. That the system which they adopted succeeded was due to Sir William Siemens, whose loss they all deplored [hear, hear]. Its success also was very creditable to Mr. Chew, who had managed the undertaking exceedingly well from a financial and also from an electrician's point of view. Blackpool, he thought, ought to feel proud with such an enterprising Corporation and such a skillful engineer [applause].

Mr. CHEW said that power to carry out the Blackpool line was obtained from Parliament in 1879, a clause being inserted in the Improvements Bill by which they were enabled to supply electricity for public purposes. These clauses were put into most of the Acts obtained about then by the Parliamentary agents. So far as the Blackpool Corporation was concerned, an additional clause was put in that gave power to borrow £5,000 to be used for electrical purposes. This was only obtained on condition that the whole was to be repaid in ten years. This clause was a very heavy burden upon the past an present ratepayer. Nevertheless, three-fourths of the sum had been paid, and the balance would be paid off in 1890, after which the apparatus at present in use would be the clear property of the ratepayers without further charge, except for wear an tear. The present mayor, who was also mayor at that time, had determined, in conjunction with the Council, to make a forward step, and, it possible, to add to the attractions of the three miles of Promenade by lighting that part situated between the two piers, and also at the pierheads, with the most powerful of the then-known arc lamps. He need not say with what result, as that was known to them all. They now possessed the best display at night on the Promenade in the visiting season that could be found in England. The area between the piers had 54,000 candle-power of arc lights, the other portions of the Promenade having double-burner gas lamps - one at every twenty-five yards - covering the whole distance. These arc lights were a great convenience to the numerous pleasure steamboats that sailed between there and the Isle of Man, Llandudno, Wales and the Lake District. The lights could be seen out at sea from the packets for fully fourteen miles. In the earlier period they had considerable difficulty in dealing with the electric forces. Leakage, as every electrician knew, was the bugbear constantly to be contended with; expansion and contraction of the wires, faulty packing and insulation, delicacy of the machines and instruments, rendered constant and skilled supervision necessary. But experience had been gained, and that counted for something in the general result. They had seen that night some of, if not the very best arc lamps at present in use. It might be interesting to show what had been the cost, both on capital and maintenance account, and for that reason he had taken out the items of the maintenance account for the last five years and classed them under different heads. To begin with, the capital expended was £3,600 - for machines, wires, engines, boilers, lamps, posts, sheds, and cost of erection. The interest of this, at 5 per cent., is £180 per annum, and for the five years would be £900. They used the lamps only 1,000 hours each year, or, for the five years, a total of 5 000 hours. That worked out to be 3s. 9d. per hour for capital charges at the above rate of interest, but, of course, they paid considerably more in consequence of having to repay the principal in ten years; yet they had been maintaining the plant for the last eight years in first-class order, nearly all the wires and posts having been renewed and the wire put underground. The boiler tubes had been renewed, the whole plant being in some respects improved, in other respects remaining as good as at first. For the wear and tear for the five years - representing 5,000 hours of work - the account was as follows :-

Fuel, water, gas, oil, &c. ....................£ 473 19 4
Carbons ............................................ 389 4 2
Wages and salaries ............................. 846 10 11
Repairs and renewals (including wire)..... 863 19 3
Rent of ground .................................... 45 0 0
Rates and taxes .................................. 69 5 5
Boiler insurances ................................. 15 15 0
Carriage and sundries .......................... 42 10 9
Experiments ........................................ 21 14 8

...... Total ......................................£ 2,767 19 6

That worked out to 11s. 1d. per hour, which added to the 3s. 9d. made a total of 14s. per hour for a light nominally of 54,000 candle-power, and he knew from practical tests that these lights did give an average of from 4,000 to 6,000 candle-power each for the nine lamps in use [applause].

The Telegraphic Journal and Electrical Review
December 2, 1887

CITY NOTES, REPORTS, MEETINGS, &c.
The Blackpool Electric Tramway Company, Limited.
The annual meeting of the shareholders of this company was held on Saturday, under the presidency of Mr. R. Horstall, Mayor of Halifax.

The Chairman pointed out that the company had suffered an unfortunate mishap during the year in the failure of the insulation of the line. This had put them to considerable expense in horse hire and in repairs, and then, again, they had had to contend against great competition from the omnibus proprietors. He complained that they were most unfairly dealt with by the Corporation of Blackpool, who allowed the omnibuses to run on Sundays, but prevented the tramcars from carrying passengers on that day. The old insulators were being replaced by new and more effective appliances, and after their experiences of the past year he had increased confidence in the concern, and he anticipated that at their next meeting he would have a much more favourable report to put before them.

No dividend was declared; a sum of £471 being carried forward to the reserve fund; and Messrs. Kingsbury, Ormerod, Shaw, and Smith were re-elected directors.

The Telegraphic Journal and Electrical Review
December 23, 1887

OFFICIAL RETURNS OF ELECTRICAL COMPANIES.
Blackpool Electric Tramway Company. Limited. -The annual return of this company made up to the 10th inst. was filed on the 16th inst. The nominal capital is £30,000 in £10 shares, the whole of which have been taken up. Upon 2,850 shares the sum of £6 10s. per share has been called up, and upon 150 shares the full amount has been called. The calls paid amount to £20,021 leaving £4 unpaid.

The Electrician
December 9, 1887.

AMERICAN NOTES.
(From our own correspondent.)
NEW YORK, Nov. 24, 1887.
With the approach of winter the number of English visitors is notably reduced. One of the latest to remain is Mr. M. Holroyd Smith, whose work at Blackpool is so well known and was so recently celebrated with unusual honours. Next week Mr. Smith is to give the New York Electrical Society a “Talk on Tramways," and the occasion will no doubt be one of much interest and profit to the members.

The Electrical World
December 10, 1887

A Talk on Tramways.
At the meeting of the New York Electrical Society, held on Nov. 30, Mr. Holroyd Smith, of London, gave a "Talk on Tramways," in which he treated the subject of street railroads, first in a general way, and then with special reference to the electrical method. In beginning his address, Mr. Smith said that too much attention cannot be given to the fact that in electrical railroading the electrician occupies the second place to the engineer, and that the past failures in electric railroading have been due to the fact that electricians, pure and simple, have gone into the domain of engineering without sufficient knowledge to guide them. In other words, the electrician must not expect to succeed in working tramways unless he studies the engineering problems as well. Mr. Smith, in taking up the subject generally, drew attention to the fact that American railroads, or tramroads, were the necessary outcome of the generally bad ordinary roads, whereas in England the roads are uniformly good. While in America the centre bearing rail is employed almost universally, in England, and abroad generally, such a rail would not be permitted, and recourse must be had to the grooved rail. Hence, while with American cars and rails the coefficient of traction amounts to about only 8 pounds to the ton, the English rail requires 23 pounds to the ton, so that these things must not be lost sight of in designing cars. It will thus be seen that conditions vary considerably in different countries, even when seemingly they are quite alike. Mr. Smith asserts that the increased power claimed for the driving motors is due to the overestimation of the power required to move the car.

Mr. Smith then entered into the consideration of traction by horses, compressed air, steam and cable, and deplored the fact that while in England the statistics of running expenses of horsecar lines were well-known and published in Duncan's Tramway Manual, we had no such source of information, and it was with the greatest difficulty that any reliable figures could be obtained with regard to the subject on American lines. Mr. Smith stated that as a rule in England a 2-horse car running for 14 hours a day required 10 horses. These horses cost £10, and had an average life of 3 years. In discussing the question from the electrical standpoint, Mr. Smith drew attention to three essential points that have to be considered: 1. Safety to the public. 2. Efficiency. 3. Economy.

Taking up the storage battery first, Mr. Smith held the position that even if the battery could be successfully worked, it would cost one-third more to equip and run a line on this system than to put down a conduit, and especially would this be the case where traffic is very heavy. Mr. Smith was of the opinion that of the various systems the overhead system was the best, taking all into consideration; but the great danger in its use lay in the tendency to do slipshod work. The difficulties met with at crossings and switches in railway work where conductors of opposite polarity met in a horizontal plane are overcome by placing the conductors in a vertical plane so that even if contact does occur it can only happen between two positive or two negative conductors. Mr. Smith finally described a new method of his own which was designed to overcome all the objections to both the overhead and underground circuits, and which, without the use of the storage battery, is arranged to supply the motor on the car with electricity. This system, which was only hinted at by the speaker, will no doubt attract some attention in the future.

In the discussion which followed, Mr. T. W. Rae spoke of the experiments made on cars in this city by Mr. C. E. Emery, the well-known engineer, who found that the coefficient of traction was 12 1/2 lbs. per ton; and General Q. A. Gilmore states that the general average for the whole countrv is 16 1/2 lb. per ton.

Mr. R. G. Blackwell, whose opinions on this subject are well known, deprecated the use of the storage battery entirely, and, in replying to a question, remarked that the delay in the construction of the Fulton street road in this city, undertaken by the Bentley-Knight Company, was due to legal complications; and that all the material required for the road was in store in this vicinity, ready to be applied at the earliest notice.

Mr. C. O. Mailloux in replying to Mr. Blackwell, detailed the experiments which are now going on upon the Madison avenue line in this city, on a car equipped with 120 cells of Julien storage battery, and which ran from 85th street to Harlem Bridge and back, on a run of 40 miles, with a drop of but 2 volts. Mr. Mailloux stated that the Brussels Tramway Company are now operating 10 cars of this system and that before many months have elapsed New York will see as many storage cars in operation. Mr. Mailloux drew special attention to the fact that storage batteries were well adapted to long lines on account of the large conductors required with the overhead and underground systems, where the drop of potential has to be made as small as possible.

Mr. Holroyd Smith confirmed this statement of Mr. Mailloux, but he still claimed that the use of the storage battery was only a transient one. In reply to a question by Mr. Davidson as to whether a conduit had ever been operated in this country, Mr. R. G. Blackwell referred to the experimental line operated in Cleveland on the Bentley-Knight system, and carried on through snow, ice and water without trouble. Mr. Smith also confirmed this fact, and stated that the last winter had been most severe in Blackpool, England, where his road was in operation, but notwithstanding this, the current had practically not stopped in three years since the road went into operation.

After the close of this discussion Mr. G. F. Harris brought before the Society a slip of the cable record made by one of the first Thomson siphon recorders, on the cable between Vigo and Penzance, and also made a few explanatory remarks relative to cable work.

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Engineering
February 17, 1888

THE INSTITUTION OF MECHANICAL ENGINEERS.
Electricity As Applied To Engineering.
In our last issue (see page 145 ante) we dealt with the early part of the meeting of this Institution held on the 2nd and 3rd inst., and we now conclude our report. At the meeting on the 2nd inst. the discussion on Mr. Richards' paper being concluded, the secretary next read a paper contributed by Mr. William Geipel, of Edinburgh, entitled "On the Position and Prospects of Electricity as Applied to Engineering." This we shall print in full, and we may at once, therefore, proceed to the discussion.

Mr. Fairfield, of Nottingham, was the first speaker. He said that the author had covered a great deal of ground, but there was one most important point he had carefully left out, and that was the question of repairs. The speaker had seen a good deal of the trouble caused by dynamo machines getting out of order, and the trouble and expense entailed through this cause. He did not think that ordinary engine attendants were capable of looking after dynamo machines. He estimated from what he had seen that with small installations the cost of electric lighting cannot be brought down to equal that of gas when the price of the latter was below 7s. per thousand. He was of opinion that the use of a higher tension should be aimed at. The prejudice that existed in the public mind on the score of want of safety must be overcome, just as in the case of steam boilers, pressures had risen from 30 lb. or 60 lb. to 160 lb. per square inch, without any increase in the percentage of fatal accidents. The cost of gas in districts within eight miles of Nottingham was 2s. 4d. per thousand, but he found that installations of thirty to forty lights cost an equivalent of gas at 7s. per thousand; but in a large electric light installation of 500 lights, the price had been reduced to an equivalent of gas at 2s. 1d. per thousand cubic feet. This was in a lace factory. He looked forward to the time when 600 volts would be looked on as low tension, just as 60 lb. was looked on as low pressure in a marine boiler.

At this point the meeting was adjourned until the next evening (Friday the 3rd inst.), when the discussion was renewed by the secretary reading a number of letters from various members who were unable to be present.

The first of these was from Mr. H. Barcroft, of the Bessbrook Spinning Company, Ireland. He referred to a statement made by the author, who had stated in an early part of the paper that the Victoria motor possesses a practically perfect power of self-control, not only over its rate of speed with varying load, but over the energy absorbed by it, for it helps itself, as it were, to only such an amount of energy as will enable it to deal with the work imposed on it. Mr. Barcroft wished to ask the author whether the arrangement would prevent the motor running away in case of short-circuiting. He would also be glad if any one could give him information on the plan adopted in America for the electrical connection of tramway rails.

Mr. A. F. Snell, of the Moritz Immisch Electrical Works, wrote in reference to that part of the author's paper which referred to the plant of Mr. C. E. H. Brown, of Oerlikon. This gentleman had, according to the author, succeeded in transmitting by electricity 50 horse-power from water power over a distance of five miles with a commercial return of over 70 per cent. Mr. Snell stated that the total horse-power in the water was only 40, and that transmitted about 20. The true commercial efficiency, i.e., ratio of useful work, therefore equalled 50 per cent. of the total power used, and not 70 per cent, as stated.

Mr. A. S. Bolton, the chairman of the Cowles Syndicate Company, wrote, saying that the works for carrying out the Cowles process of electric smelting at Milton, were about completed. The leads were being attached to the furnaces, so that in about ten days, it was hoped, a start would be made.

Mr. Sydney F. Walker, of Cardiff, had also written. He agreed with the author that electric transmission will eventually take the place of shafting and belts. He saw no reason why 10 per cent., or even 5 per cent. loss, should be allowed in conductors. He thought that in time 1 per cent. would be found to be an ample allowance under this head. With regard to a self-regulating motor run at a constant speed, the writer was of opinion that a shunt-wound motor can only be practically self-regulating at constant speed, just as a shunt-wound dynamo can only be practically self-regulating at constant electromotive force on condition that its armature resistance is very small in proportion to the largest current passing through it. This means that the machine must be constructed very much larger and heavier than otherwise necessary. Mr. Walker is of opinion that undoubtedly the self-regulating motor at constant speed will be a compound wound motor. The work a given motor will do depends upon its speed, and the current passing through it. With the speed constant the current is the only possible variable, and it can only be varied by altering the number of lines of force passing into the armature; and this again can only be accomplished, so far as our present knowledge extends, by causing the working current to effect that alteration, that is by compound winding. Speaking of the illumination of mines Mr. Walker considered that the insulation of dynamo and motor, and the loss evolved in reducing speed, was the difficulty. In conclusion, he stated that electricity was now firmly established as the method for surface and pit bottom illumination, and will soon be taken to the face of the coal. His experience of the cost of electric lighting of a colliery was that it was one-fourth to one-twelfth that of gas.

The last letter read was from Mr. T. Urquhart, of Borisoglebsk, South Russia, who described an electric welding system he saw at the works of Dr. Bernados, at St. Petersburg. (A complete account of Dr. Bernados' system of electric welding appeared in our issue of January 27 last (see page 85 ante). The operator looks through a stained glass to protect his eyes. The carbon pencil is traversed along the seam or joint to be welded. The carbon pencil is 3/4 in. in diameter and such as used in electric lamps. A welding, such as shown in a drawing shown on the wall, consists of uniting two small pieces of bar iron, 3 in. long, welded longitudinally. They were laid side by side on an anvil and the carbon traversed along the joint. The surface metal of both was immediately fused together. The pieces were then turned over and the operation repeated on the other side. The weld, however, was but skin deep, and daylight could be seen through the parts in the centre. So that there was not really a weld throughout the thickness of iron, but the edges were fused together. (See Figs. 1 and 2.)

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It was also noticed, by using a magnifying glass, that the fused part seemed burnt, and this, the writer thinks, from his own observations, is general. At present the system is best for sheet welding. A drawing was shown of a piece of sheet 1/16 in. which had been submerged in water and pierced, the carbon being also submerged. As soon as contact is made between the pencil and iron a hole is melted through. By moving the carbon across the sheet a piece is cut off altogether. Energetic ebullition is set up during the operation, and no eye protectors are necessary when fusing or welding under water. It is proposed to cut up under water an iron bridge in Poland. The abutments were washed out last spring, and had fallen into the navigable channel, so that no means had yet been devised of clearing the channel. It was, therefore, intended to try the method above described. In the works in question the electric current is generated by a Siemens dynamo. The whole current of 120 amperes at 175 volts is taken from the dynamo to accumulators, as of itself it has not amperes enough, while at the same time it is of too high a potential. The total number of accumulators at present in Dr. Bernados' works is 490. They are arranged in seven parallel rows, or groups, having seventy elements in each group; and each group of seventy elements is further subdivided into fourteen sets, each containing five elements, and each of these sets is connected with the general distributing board. The number of elements to be used can be regulated according to the size of work. The same power is used for lighting the works, and the writer noticed a lathe also worked by this power. The temperature of the voltaic circuit is said to be as high as 4850 deg. Cent., or 8760 deg. Fahr. Pieces welded by this process and subjected to torsion showed deterioration. The tensile strength was reported to be equal or even greater. Analysis shows considerable changes in structure and chemical composition.

On the conclusion of the reading of these letters, Mr. Shoolbred was the first speaker. He remarked on the particulars contained in the tables, and said he would be glad to know where the author drew his experience as to lamps of 200 volts. They were not common, and so far as the speaker knew not in the market. As to motive power, he agreed with the author that although lighting had occupied more attention in times past, that the distribution of motive power would take a larger share of the total current generated in the future. One reason for this would be that there were numberless small industries that would be using power all day, whilst the demand for lighting was limited to the hours of darkness, and in the summer these were not long. Electric lighting, he conceived, had received an exaggerated amount of attention. The speaker of the previous evening (Mr. Fairfield) had appeared to be under some misapprehension as to the subject of cost. In considering this question it must be remembered that installations of electric lighting were generally on a small scale; he might say always on a small scale as compared with gas. The latter was made and supplied by large public companies, generally hundreds or thousands of times the magnitude of the electric lighting plants. Gas engineers have admitted that size for size of installation electricity would cost less than gas. In both cases coal was the first source of light, and the speaker contended it could be more economically used when burnt in a boiler furnace for generating steam to drive an electric lighting plant than when treated in a retort to generate gas. As to the question of the future of electric lighting, Mr. Shoolbred was of opinion that the progress would be more and more towards central station lighting. The cost has already been immensely reduced, and the development of central stations would carry it further and further; the larger the stations the less the cost. He wished to point out, in reference to the question of transformers, that the use of alternate currents limits the use of electricity to lighting, but in many cases this would be a great disadvantage, and public bodies ought to see that so great a check was not put on the usefulness of electricity by narrowing the field of its application. There was now no need for this. Years ago it was thought that a number of arc lights could only be maintained by alternating current machines. No one thought that now, although difficulties arose through the use of transformers, but these could be got over. The speaker made reference to instances of electric lighting that had been installed in sugar works at the East-end of London. In one case all gas had been extinguished, although the Beckton Works were close alongside. This was a factory of some magnitude, over a thousand hands being employed. The success had been such that the firm had followed a similar course at their equally large factory in Liverpool, where the gas was 2s. 10d. per thousand. He mentioned these cases, as they were evidences of the view business men took of the question when they had to consider it from a purely commercial standpoint. The profits on sugar making were not so great as to allow those engaged in it to indulge in the luxury of making doubtful scientific experiments in their business, and it might be taken for granted that the firm in question saw a substantial money gain in adopting electricity in place of gas as a means of illumination. In reply to some questions from the President, Mr. Shoolbred said he would get details of cost of the installations referred to, with a view to incorporating them in the Transactions. He was in favour of direct driving up to 200 horsepower.

Mr. Volk, of Brighton, spoke next. He said that often he was sure mechanical engineers looked on electricity with disfavour as a formidable rival. This was entirely wrong, as it was a most desirable means of transmitting power. With regard to passenger conveyance, motors of one horse-power would take ten or twelve persons. All the cars would not take a grade at once, and the electrical balance would be maintained by the cars on a track in the same manner as beads on a string. With electrical traction, amongst other things, cheapness at first cost was secured by the lightness of the permanent way. He did not wish it to be understood he advocated excessive lightness in rails, as there should be, by all means, a good road; but bridges, culverts, and cuttings could be made less expensively, the latter because grades can be used that no locomotive would face. The question of durability of electrical motors had been referred to. On his cars running at Brighton the motors were held in place under the cars by light stirrup irons, and no protection was given to them, so that they were open to the salt air from the sea. They had been running for three years now without new brushes. When inclosed in a shop they could certainly do better, and wear and tear could be covered by a 10 per cent. allowance. The figures given by the author in the paper with regard to the working of Mr. Volk's railway were the result of two years' working. He had, however, gone through his books since, and the result which had been reached, after everything had been allowed for, was that he was able to put 10 per cent. to the reserve fund, and pay interest at the rate of 13 1/2 per cent. The debit items included 509l. for damage done by the sea. He had run 94,000 car-miles in the four years, and the greatest number of cars running at a time was three. Two cars are run in the summer, but no account is taken of the extra mileage. The following are the figures upon which Mr. Volk based his statement:

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He would be glad for some one now to make an experiment with working by accumulators. The length of his line was under one mile. The cars climb a gradient of 1 in 25. For conveying the power to the axles he had started with 4-in. leather belting, but this gave out. He then tried double leather belting, but that only lasted two days. He had at first a prejudice against linked belting, but at the end of 1884 he had adopted this description, and he thought the belt then fitted would just carry him through next summer. With regard to joining the rails, about which a question had been asked, he drilled the ends and the fish-plates with twist drills. The rivets in the rail and in each fish-plate are all distinct, and were put in from each side, and just allowed to butt, being merely pressed together (see Fig. 3).

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The friction caused by the movement from the passing load kept the ends where they butted quite bright, in spite of the saltness of the atmosphere. The points were uncovered once in twelve months for examination and cleaning of the faces. Except for temporary lines, Mr. Volk would advise strap connections rivetted and electrically welded, as in the railway on Ryde Pier. He had run three cars in parallel. There was no difficulty, as each takes its own share of current quite naturally.

Mr. Holroyd Smith wished to bear testimony to the great excellence of the author's paper, and the very sound conclusions he had arrived at; in proof of which he might mention that there were only two points of which he did not quite approve. The first of these was the statement that in electrical science America was much behind this country. The speaker agreed, however, that we, in England, are behind in practice; and this was not on account of restrictive legislation, which so many people thought, but because of the naturally conservative disposition of English people. He thought the high science of England was against practical development; but another point was that the American public is easily satisfied, but the English people have insular prejudices. As an example of this he would mention the New York Broadway Tramway. As to transformers he had been shown in an office in New York an instrument capable of transforming electric currents from high to low potential. He did not know how the operation was effected, as the instrument was in a box, and he did not see the inside. In the matter of electric welding he thought Dr. Bernados' system was open to serious objections, in fact, owing to the intense heat produced, it was not welding at all, but a fusing together of the parts. He preferred Mr. Elihu Thomson's system. In that a large quantity of current was used, the parts being pressed together as they got hotter. A good deal of confusion was caused through the want of a standard interpretation to the term car-mile. Mr. Holroyd Smith himself had experienced a good deal of inconvenience in this respect. He thought, therefore, that some definite conclusion should be arrived at, so that he might know what fare to charge. Dr. Hopkinson did not include many items which he, Mr. Holroyd Smith, included, and hence there was a good deal of confusion. As for dynamos used as motors at constant speed under varying load, the one driving cars at Bessbrook he thought was the best. The fluctuations in hauling were great, and credit was due to Dr. Hopkinson, who had designed the machine. But in hauling there was not only varying load but varying speed; for whereas 20 lb. to the ton might be sufficient for hauling at speed, 60 lb. to 70 lb. would be required at starting. However, for this there were various formulae extant. Mr. Holroyd Smith had accomplished a gradient of 1 in 16 successfully. The author had made an error in stating that the cars at Blackpool were run by worm gearing. This was not so, chain gearing being used. This he illustrated on the blackboard, together with a spring attachment by which he lessened the jerk on the chain in starting. In this the arms of the driven wheel were keyed on to the axle, their attachment to the rim being made through the medium of spiral springs. By this device the life of the chain was greatly prolonged. Referring to the electrical furnace for the production of aluminium he thought its value was very much discounted by the process for the cheaper production of sodium, which was now being worked out. Turning to secondary batteries, Mr. Preece had stated that before long he expected to see secondary batteries used for tramcars. Mr. Holroyd Smith considered that this would lead to doubling the weight to be carried, and, therefore, an increase in cost. Secondary batteries might be advisable for one car, but for running a large number over a long distance - he instanced 200 cars over twenty miles - the speaker thought that the system would not be advisable, for it would double the cost. Another objection was the jolting of the batteries. If, however, the British public will not have a third rail or an overhead conductor, then perhaps secondary batteries must be used. Referring to Mr. Volk's remarks, the speaker said he could run ten cars in parallel, and with regard to a point raised by the President, as to danger of cars running into each other from behind, motors could be wound in such a way as not to exceed a certain speed.

Dr. Hopkinson was the next speaker. In reference to overhead conductors, he said that at first the flexible connection had a little motor on the conductor, and there was a device for causing it to run at the same speed as the car. The wire was like an ordinary telegraph wire. With the arrangement he had introduced it was possible to make the place of contact at any point laterally on the car, an arrangement which facilitated the use of crossings and points. This was not perfected in time to use at Bessbrook, otherwise it would have been introduced there. They had, however, fitted it to a short distance of about 40 to 60 yards, and it had been running for two years without wear and tear. The speaker pointed out that other dynamo machines had the power of self-regulation besides the shunt-wound Victoria dynamo; and in fact it was possible to obtain perfect self-regulation without any compound winding at all.

Sir James Douglass, who rose in answer to an invitation from the President, said that he would confine the few remarks he should make to the subject of which he had most practical experience, viz., lighthouse illumination. We had not, perhaps, gone on so fast in this country as the most sanguine advocates of electric lighting had hoped and expected, but still he thought we had made fair progress. He remembered hearing Faraday say, in 1856, when he first saw the dynamo of Holmes, at the Trinity Wharf at Blackwall, "Yes, this is my child; but you have made a man of it." Sir James thought that could Faraday come back again now and see machinery of the size of the "Colossus" dynamo represented by the drawing on the wall, he would say that the child had developed from a man to a giant. The speaker then referred to the great advantage that electricity had been in affording a guide to the mariner, but it was required only for important landfalls where oil or gas did not go far enough; and, indeed, sometimes sailors say that they had too much light given them.

Mr. Crompton, of Chelmsford, contested the accuracy of the author's statement that in electrical practice we on this side of the Atlantic were behind Americans. It seemed to him that the improvements in practice emanated from England, and even the machines made by Siemens in England were ahead of those made by the same firm in Germany. Certainly the English machines were ahead of those produced in the United States. The Brush "Colossus," machine illustrated by the drawing on the wall, was said to be the largest in the world. This was not so, neither was it a fact that it was a 500 horse-power machine. It was designed to be 400 horse-power, but as a matter of fact when tried it was found to be 200 horse-power. Any mechanical engineer looking at the drawing would see where the fault lay. The size of the spindle was quite inadequate to the work and the bearings were too short. He had made the largest dynamo in the world. It was designed for 500 horse-power and did it. He had put bearings 2 ft. 6 in. long, whilst the Brush machine only had 12 in. bearings. Mr. Crompton added that he did not understand chemistry, but he would venture to say that the sodium process would not be the one by which aluminium would be produced. It took too much fuel, and the electric process would be the successful one.

Mr. Cochrane referred to the Parsons steam turbine, an example of which had been erected at his works. The steam went in at one end at 50 lb. pressure and came out, he was told, at the other end at 2 lb. or 3 lb. pressure, and the machine ran at 10,000 revolutions a minute.

The engineer of the North Metropolitan Tramways was the next speaker. He had had considerable experience in working cars by means of electrical accumulators at Stratford, where 30,000 car-miles had been run. He could not say anything about the cost. One advantage in using accumulators was very apparent; viz., that they could run on any existing lines. With regard to management of the accumulators that was simply a mechanical question, and the experience gained in the course of six months' working had enabled them to make several improvements, although they did not claim any special electrical knowledge. One point they speedily saw a chance of altering to advantage was the method of packing. Originally the surfaces were screwed together, touching at certain points. The consequence was that they buckled, and he therefore left them free where the swelling did comparatively little harm. Accumulators should always be easily accessible, a simple matter but one often lost sight of, and they should be frequently examined.

Mr. Kapp wished to defend the author from the attack made against him by Mr. Snell in his letter as to the question of transmission of power. He thought the latter was labouring under a misconception of the facts. The speaker agreed with Mr. Crompton that England was ahead of other nations in electrical practice. He wished to say a word or two on the mysterious apparatus Mr. Holroyd Smith had seen in a box. He had seen the same thing, the only difference being that it was not in a box. In fact, he had tested it at the Newcastle Exhibition, and found a loss of about 90 per cent. Much the same thing had been done years ago by Gramme in Paris.

Mr. Holroyd Smith afterwards rose to explain that he did not think the apparatus he had seen was the same as the apparatus Mr. Kapp referred to.

Mr. Kapp (continuing) said that Dr. Hopkinson had referred to an ingenious method which he had introduced of avoiding the trouble of switches with overhead wires. The difficulty was to make the little traveller follow the car, and this was what Dr. Hopkinson had overcome by his ingenious device. The speaker, however, had seen within a few days previously an arrangement by which the same end was reached when an underground conductor was used; in fact, it might be described as a combination of Dr. Hopkinson and Mr. Holroyd Smith's systems, possessing many of the advantages of both. It was the invention of Mr. Linneth, and was to be applied to the West Metropolitan Tramway's lines at Chiswick. Mr. Kapp then proceeded to explain the arrangement by means of sketches on the blackboard. These we have endeavoured to reproduce approximately for the benefit of our readers. Fig. 4 shows the ordinary arrangement used by Mr. Holroyd Smith.

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A bare conductor runs in an underground trench having a narrow opening at the top, through which the attachment from the car descends to make contact. There is, in place of the bare conductor, an insulated gas-pipe of 3/4 in. in diameter.

Inside this the conductor runs. At every three yards there is a T piece, into which is screwed a saddle, which is not insulated, the stem of the saddle being in contact with the conductor in the pipe (Figs. 6 and 7). Depending from the bottom of the car by its two ends is a wire, the bight of which hangs in the slot of the trench. The wire is of such a length that it always rests on two of the saddles at once. At a crossing or switch, the car would pass from one line of underground conductor to another without trouble, there being no contact between the two lines of conductor where they cross.

Mr. Henry Davey did not think that electricity would come into extended use for working pumps in mines. Even for small motors for dip pumps he thought it would not be well. The usual way of working these small pumps for freeing dips, or depressions in the mine, of water, was by small hydraulic motors. Frequently the pumps got drowned and thence would arise the difficulty. Again, there was the trouble of the different speeds required for an electric motor and a pump; and gearing down would lead to complication. He was of opinion, however, that electricity was well suited for conveying power to a distance.

Mr. Mordey said that a previous speaker had referred to leakage through wires at the Colonial Exhibition, but the speaker was of opinion that the loss was not to be accounted for in that way. The Brush Corporation, which he represented, had had a large number of lamps running at the Exhibition, and they were under a considerable penalty for every minute that any one of these lamps failed altogether or ran badly. The record showed that out of 6,840,000 lamp-minutes they were only fined for 428 minutes' failure or partial failure. Their record at Manchester was also very good. He mentioned these facts as they showed that there was not so great difficulty in successfully running an electric light installation as the first speaker in the discussion seemed to imagine. Dr. Hopkinson had referred to the curve given on one of the author's diagrams which showed the regulating of shunt-wound motors. The speaker had originally contributed that diagram to the Philosophical Transactions to illustrate what had not been previously shown in some communications on the subject. He thought both Mr. Crompton and Mr. Holroyd Smith were both right in what they said about English and American practice, although they appeared to differ in their conclusions. All chief improvements in the dynamo were made here, and they were at once taken up by the Americans. The division of labour appeared to be that we made the improvements and the Americans made the money. Mechanical engineers were greatly to blame for this, as they did not seem to appreciate what a valuable tool electricity might be to them. As to what Mr. Crompton said about the Brush Colossus machine, the speaker was not aware that it only did half the work expected from it. He was under the impression that it was up to rather more than the contract efficiency. However this might be, the Cowles people were sufficiently satisfied to give an order for a duplicate machine. In conclusion he wished to point out that electricity was now well beyond the experimental stage; a fact to which the diagrams on the wall would bear witness; but there was the practical testimony of machines that had been running day and night for two years.

Mr. Carbutt, in summing up the discussion, said that it would be desirable for closer and more positive data to be given as to the cost of electric light. Were the figures quoted by the author the result of actual experience, or were they founded on conjectural or estimated data? For instance, were the items of repairs and depreciation of the plant throughout the installation, including engines and boilers, fully allowed for? In fact, what was wanted to be known, was at what price a company could supply the light so as to make their venture financially successful.

Mr. Giepel then replied to the discussion. Taking the remarks of Mr. Fairfield, of Nottingham, first, he said that gentleman must have had a singularly unfortunate experience. He had stated that he could not get good engine attendants who could keep the dynamos in order. For his own part he was seldom so fortunate as to get practised engine attendants to look after the machines that he had had to do with, but only oilers and sugar boilers. Yet at the sugar factories in question they had had no trouble. It was true, if anything serious were to go wrong they would have to call in an expert; but as a matter of fact nothing serious had gone wrong. The same speaker had drawn a comparison between steam at high tension and current of high potential, but between the two there was this serious difficulty. Steam in pipes at the lower pressure named would burn, and at the higher pressure it would not do much more, whilst the lower tension current was practically safe, whilst at the higher tension referred to by Mr. Fairfield it was capable of inflicting fatal injury. At the same time, if they were to work with a current at 2000 volts, that would be bad enough for the human frame to stand, so why not increase it to 10,000 volts, as in case of mishap it could do no more than kill a man? The effect of increasing the magnitude of an installation in lowering the cost had been referred to, but the author thought it was less a case of size, within reason, than of constant duration of running. Mr. Walker thought that 10 or even 5 per cent. was too much to allow for loss in transmission of power, but that depends on the cost of details. In one part of the paper he had shown how much potential it would be well to use under different circumstances, such as varying price of coal, &c. Mr. Shoolbred had asked if 200 volt lamps were to be obtained. He had not come across them, but Mr. Swann had said they were to be made. A good many speakers had referred to what he had advanced respecting the state of the scientific and practical aspects of electricity in this country and America. What he intended to convoy was that the Americans were quick to take advantage of and practically apply the discoveries made by men of science over here. The American workers in this field were not so much scientists as practical men who put the results of scientific research to a practical application. He noted what the President said as to working expenses, and the commercial aspect of electric lighting. He would endeavour to follow out the suggestions made, and hoped to give closer details later on in order that they might be incorporated in the Transactions of the Institution.

This terminated the business of the meeting, and the members separated after passing a vote of thanks to the Council of the Institution of Civil Engineers for the use of their theatre.

Engineering
February 24, 1888

"ELECTRICITY APPLIED TO ENGINEERING."
To The Editor Of Engineering.

Sir, - In your report of a paper on "Electricity as Applied to Engineering," page 173 of your issue of February 17, we observe that Mr. Volk, of Brighton, remarks that, with electrically worked tram-cars, "grades can be used that no locomotive would face."

Perhaps Mr. Volk is not aware that the Wilkinson patent tramway locomotives are now, and have been for years, working a gradient of 1 in 11 1/2, drawing cars containing very often from forty to fifty passengers.

From past experience we fear that any electric motor, as so far developed, would cut a sorry figure if put to the same work. Your kind insertion of this will greatly oblige Yours truly,

Wm. Wilkinson
Holme House Foundry, Wigan, Feb. 21, 1888.

Engineering
February 24, 1888

ELECTRICITY APPLIED TO ENGINEERING. On the Position and Prospects of Electricity at applied to Engineering.
By Mr. William Geipel, of Edinburgh.
(Paper read before the Institution of Mechanical Engineers.)

In the present paper the author proposes confining his remarks to those branches of electric engineering which involve the employment of considerable power and are in some way connected with the use of dynamo machines. The principal of these may be treated under the four following heads:
I. Electric transmission and distribution of power.
II. Electric locomotion.
III. Electric lighting.
IV. Electric metallurgy.


II. Electric Locomotion.

The practical methods of accomplishing electric locomotion seem to the author to be the four following:

Firstly, the use of a third insulated rail or conductor to convey the current from the generator to the motor carried on the locomotive, contact being made by a wheel or a sliding spring or brush; while the two ordinary rails serve as a return circuit, the current being conducted from the motor to the rails through the frame, axle, and wheels of the locomotive.

Secondly, the employment of an overhead conductor supported on poles or from the roof of an arch or tunnel, contact being made either by a carrier on wheels running along the conductor, or by rubbing. The return circuit may be either through a second overhead conductor, or through the ordinary rails as in the third-rail plan.

Thirdly, the use of an underground insulated conductor, placed in a conduit between the rails, and conducting the current from the generator through a contact carriage to the motor, whence it is conveyed back through the frame, axle, wheels, and rails.

Fourthly, the employment of storage batteries, placed preferably under the seats of the car, Fig. 4, with the motor and gear underneath, or the whole placed on a separate locomotive.

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The plan of using the ordinary rails as positive and negative conductors, and insulating the wheels or axles of the cars, is attended with the objection that, owing to the rail supports having to carry heavy loads, there is difficulty in insulating the rails sufficiently to prevent excessive leakage to earth.

Of these four methods the first two are the cheapest and most efficient, but are applicable only to railroads; while the two other plans, of an underground insulated conductor, and of storage cells on the car, are both applicable to street tramways.

Gearing. - Owing to the high speed at which electric motors require to run and the limited space available for them to occupy, the mode of gearing the motor to the axle of the locomotive or car forms an important consideration, more especially in places where the motor is placed upon the car which carries passengers, when noise and vibration would be most objectionable. The following five methods of gearing are those more generally employed: (1) wormwheel gearing; (2) pitch chain gearing; (3) leather belting; (4) rope, either endless or not; (5) toothed wheels.

Worm gearing appears from Mr. Holroyd Smith's experience at Blackpool, where his electric tramway is worked with an underground conductor, to be the best for tramcars. Although as a rule it is not efficient, yet if well designed and properly lubricated it can be rendered more efficient, and probably is fairly suitable for this purpose. Some tests made by Mr. Reckenzaun show a maximum efficiency of 87 per cent. The author thinks that a combination of toothed wheels and friction gear, such as has been introduced by Mr. Raworth for driving dynamos in electric lighting with excellent results where space is a desideratum, would make a silent working and durable form of gear; the friction gear would serve to reduce the speed from the motor to a countershaft; and from the latter the driving wheels of the car would be driven by toothed wheels. The form of gear employed of course depends greatly upon the nature of the traffic and of the rolling stock.

Third Insulated Rail. - As an example of an electric railway with a third insulated rail, that at Portrush, Ireland, is probably the most interesting, as being one of the first started in the world, and also the longest; its total length is six miles. The accompanying diagram, Fig. 5, has been kindly lent by Messrs. Siemens, by whom the railway was planned. Power is generated by two 50 horse-power turbines, driving a dynamo which is capable of generating 100 amperes at 250 volts; the current is transmitted from the River Rush through a distance of 1600 yards to the railway, the resistance of the line being 1.9 ohm. Pitch chain gearing is used, and gives satisfaction. The working expenses amount to less than 3d. per car-mile.

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Another instance, also in Ireland, is the Bessbrook and Newry tramway, which is three miles long and 3 ft. gauge, and is actuated by water power. The accompanying photographs showing the arrangement of the cars have been kindly lent by Dr. Edward Hopkinson, to whose designs the railway was constructed. A turbine which develops 62 horse-power drives two Edison-Hopkinson dynamos, each capable of giving out 25 horse-power at 250 volts. The third rail is of channel section steel, supported in wooden blocks which apparently act admirably as insulators, the leakage being only 1/4 ampere per mile or 0.3 horse-power in all. A train consists generally of one passenger car constructed to carry thirty-eight persons, and three goods wagons, each carrying 2 tons freight. The maximum speed that can be attained is 15 miles per hour. Here also chain gearing is employed. The cost per train-mile is 3.3d. during the busy months, and 4.2d. in slack months; these figures, however, do not include anything for depreciation on the cost of construction of the railway, which was 2500l., nor for general supervision.

Overhead Conductors. - The electric railway at Moedling, near Vienna, is a good example of the employment of overhead conductors. The number of passengers carried during the year 1886 was 342,257, according to Mr. Reckenzaun, and the average cost 3.42d. per car-mile; the coal consumption per car-mile was 13.4 lb. of very inferior brown coal. The current is generated by six Siemens dynamos, driven by three portable engines of 12 nominal horse-power each; the use of these engines may account for the somewhat high consumption of coal. The overhead conductors, which are carried on posts 18 ft. high and 90 ft. apart, consist of slotted tubes in lengths of 15 ft. each, soldered together; a contact carriage slides within the tube, which is 1 in. in diameter inside. Spur gearing is used, but apparently is not satisfactory; the objections to it are the rapid wearing out of the high-speed pinions, the great weight of the gear, and the noise and vibration caused.

The Frankfort Offenbach electric railway, which was opened for traffic on April 10,1884, is similar to that at Moedling, the current being brought to the moving cars by means of slotted iron tube conductors carried overhead. The length of the line is about 4 1/2 miles; the gauge is 1 metre(3 ft. 3 3/8 in.). The sharpest curve has a radius of 98 1/2 ft.; the steepest incline is 1 in 30, and only 18 per cent. of the line is level. The average speed of the cars is 7 1/2 miles per hour. Two cars coupled together start from each end of the line every twenty minutes. Each car has seats for eighteen passengers and standing room for twelve more, the gross weight being 4 tons. The motor is placed under the floor of the car, and the connection to the wheels is made by toothed gearing. The generating station is at Oberrad about the middle of the line, and contains one twin engine of 240 indicated horse-power and one spare engine of 80 to 100 indicated horse-power; in regular work one cylinder only of the twin engine is used, giving off 120 indicated horse-power. The current is generated by three Siemens dynamos, called 300-light; a fourth similar dynamo is in reserve. The working electromotive force is 350 volts. The current generated by the three dynamos is sufficient to keep eight cars running simultaneously.

This plan has been most largely adopted in America, where there are probably not far short of one hundred electric railways at work and projected. It has certainly the recommendation of cheapness, for a higher voltage is permissible, and consequently a smaller conductor with less loss of power than in the case of the third rail; this is more especially important for long lines. As an instance of what is being done, a railway of eleven miles length is now in course of construction at Richmond, and forty cars are building to be worked upon it on the overhead system. Another instance is the railway at Scranton, Pennsylvania, and has been in successful operation about a year. It is 4 1/2 miles long; five cars carrying motors from 15 to 20 horse-power are in use, and four cars of 25 horse-power motors are being constructed, each of which will be able to draw two others; the cars carry seventy-five passengers each. The current is generated by two 100 horse-power dynamos driven by two 180 horsepower engines, one set being spare; the potential adopted is 600 volts. The overhead conductors are of copper 5/16 in. in diameter; the supporting poles are 100 ft. apart, about 20 ft. high, and about 6 in. in diameter at the thick end; the return circuit is through the ordinary rails. The plant is also used for lighting the town. The potential generally employed in America for the longer lines is from 500 to 600 volts; the latter is probably the limit to which it is safe to work. With this potential two 5/8 in. copper conductors would serve to work twenty-five cars in parallel, the current per car averaging about 10 amperes. With a voltage as high as this the leakage on the third-rail system would be excessive.

Underground Conductor. - Perhaps the most important example of this plan is Mr. Holroyd Smith's electric tramway at Blackpool, which has been in successful operation for some two years. The underground conduit (Fig. 6) is somewhat similar to that of a cable tramway such as is working at the present time in Edinburgh and on Highgate Hill, London; but instead of the carrier being used to grip a running cable, it is made to rub along a stationary conductor. The cost of working is stated to be less than 4d. per car-mile; during one week in the season of 1886 there were 44,306 passengers carried at a cost of 45l. for wages and fuel, which is less than one farthing per passenger.

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Where an underground conductor is employed, the advantages of having no slit communicating with the surface of the street are so obvious, that an ingenious plan has been proposed by Mr. Frank Wynne for placing the conductor in a hermetically sealed conduit under the line. A small carrier, which acts as a contact maker between the conductors and short sections of rails laid in the road, travels along the conduit, being actuated by a tiny electromotor and by part of the same current which works the tramcar above it. An absolute synchronism between the tramcar and the carrier is obtained by a simple device. The short sections of rails are in circuit only whilst the car is over them.

A plan has been proposed by Messrs. Ayrton and Perry for making contact between the underground conductor and the section of rail underneath the car, by means of the weight of the car, which actuates an arrangement of levers that make the contact so long as the car is on that section. A plan has also been proposed by them for employing the attraction of a magnet fixed on the car and keepers fixed in boxes underneath the street. The contacts on the keepers are permanently connected with the underground conductor, and when lifted by the attraction of the magnet on the car they make connection with a section of rail, putting the motor in circuit.

Storage Batteries. - Storage batteries on the car have not as yet been much used, though many experiments have been made from time to time. The problem was first attempted by Mr. Reckenzaun, who has done much to perfect the plan. The difficulty is that, if the accumulators are made light, their depreciation is high; while if they are constructed with a thoroughly serviceable make of cell, their weight is very great. The first cost of the cells is also somewhat prohibitive, and their depreciation is high. A trial of this plan on a practical scale is now being made by Mr. Elieson on the North Metropolitan Tramway in London. The storage cells are placed on a separate locomotive car. The motor turns itself round on an upright pivot, by means of a bevel wheel on the armature shaft, gearing with a circular rack fixed on the floor of the car; and the revolution of the motor is transmitted to the axle of the car through mitre gear. Trials are also being made in Brussels, in Philadelphia, and in other places; but there appear to be no very reliable data as to the cost of working. The plan has been unsuccessful in the past, owing to the use of inefficient motors and gear, which require of course an increased size of battery in proportion to their inefficiency; the imperfection of the secondary batteries employed, as pointed out, has also prohibited success. With motors, speed-reducing gear, and secondary batteries all improved, the experiments now being made bid fair to demonstrate the successful working of tramways by electricity in crowded thoroughfares.

Ordinary Rails as Conductors. - The short electric railway of Mr. Volk at Brighton on this system is interesting as being one of the earliest in use in this country. The expenses amount to 2d. per car mile, being made up as follows:

.................................. d.
Gas for engines.......... 1.11
Wages...................... 0.70
Oil and waste............ 0.07
Repair...................... 0.12

Total per car-mile....... 2.00

The total car-miles per annum are stated to be 47,000, and the depreciation at 10 per cent, on the 3000l. cost of construction is therefore equal to 1 1/2d. per car-mile, thus bringing up the total cost to 3 1/2d. per car-mile. Several similar railways are now working or contemplated in seaside towns.

Cost of Working. - From these instances it will be seen that, taking into consideration the fact that the machines here employed are not so efficient as those now being made, an electric tramway may be worked for about 3d. per car-mile; and as the cost of horses is from 7d. to 9d. per car-mile, the importance of electric propulsion for tramcars and short railways is very evident. At the Antwerp Exhibition in 1885, when electric locomotion was beginning to receive consideration in its commercial aspect, a series of trials extending over four months on five different kinds of tramway motors resulted in the first place being assigned to the electric car, in competition with the four following plans, the Krauss and the Wilkinson locomotives separated from the car, the Rowan engine and car combined, and the Beaumont compressed air car. The results of these trials are given in Table III.

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Table III. — Trials of Tramway Motors at Antwerp Exhibition, 1885.

Notwithstanding that the use of electricity for heavy railway traffic has been predicted, the author thinks that, so long as the electricity is generated by dynamos driven by steam engines, steam locomotives will not be discarded in favour of electricity for long distances. But for light railways and suburban lines, underground or overhead, where the use of a steam engine is a nuisance, there can be little doubt that electricity must be largely adopted in the immediate future, as the number of such railways already constructed and in course of planning, is now between one and two hundred.

Underground Haulage. - Electricity has been applied to haulage in various mines. A locomotive car, worked by a current sent through a conductor fixed along the side or the roof of an underground road, could be employed economically whenever the traffic is large and the distance considerable; but there is the objection of requiring a heavy locomotive car, in order to get sufficient tractive power for starting a train of tubs.

In a colliery at Zaukeroda, near Dresden, power is generated above ground by a vertical engine having 10-in. cylinder with 8-in. stroke, which drives a Siemens dynamo. The current is led to the shaft, which is about 60 yards distant, by two bare copper wires; then down the shaft to a depth of 120 fathoms by well insulated conductors, to the T irons, which run along the roof of the wagon way and form the contact rails, as shown in Fig. 7.

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The current is picked off these rails by sliding contact pieces fixed to the locomotive, and is led to a switch, which can turn the full current either through the motor, or first through reducing resistances and then to the motor. A controlling switch with a seat for the driver is placed at both ends of the locomotive, so that perfect control of the speed and of the starting and stopping of the motor is provided. The length of the line is about 700 yards, and the gauge is 22 1/4in. A train consists of about fifteen tubs, each carrying 10 cwt. of coal; and the locomotive weighs rather over 30 cwt. The journey takes from three to five minutes, the speed varying from five to seven miles per hour. The plant cost a little above 800l., including steam engine, dynamo, motor, locomotive car, conductors, and accessories; it has been working successfully since 1882, and was supplied by Messrs. Siemens and Halske, by whom several other mines in Germany have since been similarly furnished. The working cost of hauling 660 tubs per day of sixteen hours is given by Mr. Rowan as follows:

.......................................... s. d.
Driver's wages...................... 5 3
Steam................................. 2 3
Engine driver at surface........ 3 1 1/2
Lubricating, &c..................... 1 1 1/2

........................................ 11 9
Interest and depreciation
at 15 per cent. per year
of 300 working days............. 8 1 1/2

Total working cost per day... 19 10 1/2

For the output of 660 tubs or 330 tons per day this amounts to only about 3/4d. per ton.

Telpherage. - The plan of transporting material in skips on overhead wire ropes by means of electricity, introduced under this name by the late Professor Fleeming Jenkin, of Edinburgh, and illustrated in Figs. 9 to 12, kindly lent by Professor Ayrton, has not so great a field for its use in this country as it may have in less populous regions, because our roads are good, and railways generally near at hand, and we have abundance of water carriage. But in places where material has to be conveyed across hilly districts or over bad roads to the railway or water, it will be found more useful. It has been employed with considerable success for the past two years at Glynde, near Lewes, for transporting clay to the railway over a distance of 1000 yards; 270 tons are carried weekly at 7 1/2d. per ton. In our larger cities a modification of this plan might advantageously be applied to alleviate the heavy street traffic. In the place of wire ropes, stiff girders might be used, the cars being suspended from wheels running along a rail or rails fixed on the girder. Such a railway would be economically constructed, in comparison at least with the expense of constructing an underground railway; and it would not have any great effect in obstructing the light from the streets, as is the case with elevated railroads for steam locomotives.

A general idea of the present position of electric locomotion in Europe and America is furnished by Table IV., which is an abbreviation of one compiled in May, 1887, by Mr. T. C. Martin, President of the American Institute of Electrical Engineers.

Engineering_1888Feb24TabIV.jpg (53.31 KiB) Viewed 1185 times

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Engineering
March 2, 1888

THE LINEFF ELECTRIC TRAMWAY SYSTEM.
To The Editor Of Engineering.
Sir, - I have noticed in your issue of the 17th inst. a report of Mr. Gisbert Kapp's remarks in the discussion on Mr. William Geipel's interesting paper at the Institution of Mechanical Engineers, in which he makes mention of my underground conductor system of electrical tramway traction which has been on trial for some time past at the Chiswick depot of the West Metropolitan Tramway Company, and where a short length of line is on exhibition as mentioned in your journal a few weeks ago.

I may say, however, that the sketches given are not at all correct, although giving a somewhat rough comparison between my own and Mr. Holroyd Smith's system.

I regret that, owing to certain foreign patent formalities, I am unable to give you detailed sketches at present, but hope to do so in the course of a week or so.

I may, however, in the mean time say that the T pieces occur about every 3 ft. or 3 ft. 6 in. instead of every 3 yards, as mentioned in your report, the brackets holding the conductor to the slot chairs occurring at every other chair, or about every 6 ft. to 7 ft.

Your correction of this small error in your next issue will much oblige, Yours faithfully,

A. L. Lineff, per S. H. H.

The Telegraphic Journal and Electrical Review
April 27, 1888

AMERICAN NOTES.
An Interesting Experiment. - The Pittsburg Electric Railway Company, finding its line blocked with snow, ordered a large quantity of salt to be thrown along the line so as to dissolve it. The conductors working at a difference of potential of 500 volts were carried in wooden troughs, and the melting snow and salt speedily established a circuit between the conductors with the result of setting fire to the troughs. Surely Mr. Holroyd Smith's famous method of testing the Blackpool line ought to have been a lesson to our Pittsburg friends.

The Electrician
December 7, 1888

ELECTRIC TRACTION.
The report presented at the meeting of the Blackpool Electric Tramway Company (which was printed in our last issue) maybe held to prove that this undertaking has finally emerged from the experimental stage and has developed into a commercially prosperous concern. An increased traffic of nearly 100,000 passengers, making a total of over 700,000 for the year, with a mileage of 90,000 miles, a dividend of 4 per cent, on a paid up capital of £20,000, and a sum of £1,000 carried to the reserve fund, are all unmistakable evidences of practical success, and give every reasonable promise of a prosperous future. But whilst congratulating Mr. Holroyd Smith, the directors, and shareholders on this result, we would take occasion to emphasise the fact that it has far more than a local significance; indeed, we hold that it has, or should have, a most important bearing on the future of electric traction in this country. Its importance arises, as all who are conversant with the circumstances will be aware, from the fact that the Blackpool line is one of the very few existing lines upon which the conduit system is employed. With the exception of the Gravesend line, which the Series Traction Syndicate is now constructing, no other conduit line exists in this country, and but very few - not more than five or six to our knowledge - in America.

The two or three remaining lines in this country, and the majority of those on the Continent, are worked with currents taken off either from one of the ordinary rails, or, more often, from a special third rail; and it is a striking fact that, notwithstanding all that has been said and done in respect of battery traction, we cannot at present point to a single existing illustration of its use in this country. In Brussels, after extensive trials of the Julien system, it has not led to results of a satisfactory character; at Lisbon the same system has just been replaced by that useful animal the mule. In Paris it is true that a line of battery cars has been running between the Porte Maillot and L'Etoile during the last few weeks, but for too short a time to judge of the ultimate result. In Germany and Austria we are unable to recall a single instance of the use of battery cars. In America, so far as our information extends, there are at present three such lines - still, however, in the experimental stage (as against some 80 or 90 worked by overhead lines); whilst in London we must not forget to mention that the Electric Traction Company will shortly have six trams running on the line between Barking and Canning Town. At Birmingham also we have recently mentioned some trials which, so far as the mere working of the car is concerned, have been quite successful. If we finally add that some important orders have recently been fulfilled for Australia, we shall have pretty nearly exhausted the existing evidences of the commercial feasibility of the method in question.

In saying all this, we wish at the same time to make it perfectly clear that we by no means despair of the future of battery traction. We have recently spoken of this as the ideal solution of the problem, provided only that we can obtain the ideal cell. And although that may be, and almost certainly is, an unrealisable standard of perfection, still we do look forward to the time when the battery will have arrived at such a stage of development as to admit of its utilisation for the purposes of electric traction with that degree of confidence which alone entitles a scheme to take rank as a commercial as distinguished from an experimental process. Meanwhile, facts are facts, and until we see the balance-sheet of a company in which a dividend has been paid on the results of this method of working, we must decline to regard it as standing upon the same commercial footing as the other systems to which we have referred.

Seeing the unquestionable and much higher degree of success which batteries designed for lighting have now attained, it may be useful to inquire why this is so. The inferiority of the traction battery is partly accounted for by lack of experience. The experience gained in lighting is at least a hundredfold as great; and yet it has not been until the present year of grace that the E.P.S. Company has developed a cell which may be considered as at least approximating to a final form. This is a deficiency which can only be allowed to work its own cure. Another point of more fundamental importance is to be discovered in the fact that, in order to reduce the weight of traction cells within workable limits, the current density is required to be very considerably greater than in other cases. For lighting work a current density of 1 ampere per 30 or 40 square inches of positive plates is common practice, whilst in the cases which have come under our notice for tractive purposes an output of 1 ampere per 12 to 18 square inches was usually obtained. This consideration is alone sufficient to emphasise the wide distinction between the two problems. Again, the variations in the load on the traction battery, which are necessarily so frequent and so extreme, are highly detrimental to the life of the plates, whilst this state of things is seldom or never paralleled in the case of batteries used for lighting.

The weight of the cells is an objection which operates as a function of the second or third degree; for it not only demands a more substantial and, therefore, heavier car and a more powerful motor, but this in itself involves additional cells to accomplish the work, and so on, like the hare and the tortoise. So that, on the whole, we should scarcely be surprised if in the end we are led to the abandonment of lead batteries for this particular purpose. We are, nevertheless, glad to state, from facts which have recently come to our knowledge, that substantial improvements have been made in the design of lead batteries for traction work, and next week we shall probably have an opportunity of putting before our readers some results which we believe to be the best hitherto attained.

Tramway companies are very naturally averse to any innovation which involves a structural change in their lines, and there are, doubtless, many cases in which the conduit would be just as inadmissible as the overhead system so much in vogue in America. Nevertheless, the results achieved at Blackpool are full of encouragement, and where there is no fundamental objection to the introduction of this system, we feel confident that it would be accompanied by increased dividends to the shareholders. We may add that the little tramway on the Ryde Pier, which is worked on a third rail system, has been shown to cost 25 per cent. less than when horse traction was employed.

The Electrician
December 14, 1888

In connection with the Blackpool Tramway, which, as we recently noted, has now become a most successful commercial concern, our attention has been drawn to the fact that sufficient credit has scarcely been given to the firm of Elwell-Parker, to whose co-operation the present success is very largely due. Mr. Parker's advice and assistance was sought by the directors at a comparatively early stage in the history of the affair, when there were still some serious difficulties to be surmounted. Since this promises to be in some sense an historical undertaking, it is additionally desirable that the credit should be fairly divided, and Mr. Holroyd Smith, we are sure, would be the last person to think otherwise.

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Locomotive Engineers Monthly Journal
January, 1889

Tramways and Electricity.
At a meeting of the New York Electrical Society, held on November 30, Mr. Holroyd Smith, of London, gave a "Talk on Tramways," in which he treated the subject of street railroads, first in a general way, and then with special reference to the electrical method. In beginning his address, Mr. Smith said that too much attention cannot be given to the fact that in electrical railroading the electrician occupies the second place to the engineer, and that the past failures in electric railroading have been due to the fact that electricians, pure and simple, have gone into the domain of engineering without sufficient knowledge to guide them. In other words, the electrician must not expect to succeed in working tramways unless he studies the engineering problems as well. Mr. Smith, in taking up the subject generally, draws attention to the fact that American railroads, or tramroads, were the necessary outcome of the generally bad ordinary roads, whereas in England the roads are uniformly good. While in America the center bearing rail is employed almost universally, in England, and abroad generally, such a rail would not be permitted, and recourse must be had to the grooved rail. Hence, while with American cars and rails the co-efficient of traction amounts to about only eight pounds to the ton, the English rail requires 23 pounds to the ton, so that these things must not be lost sight of in designing cars. It will thus be seen that conditions vary considerably in different countries, even when seemingly they are quite alike. Mr. Smith asserts that the increased power claimed for the driving motors is due to the overestimation of the power required to move the car.

Mr. Smith then entered into the consideration of traction by horses, compressed air, steam and cable, and deplored the fact that while in England the statistics of running expenses of horse car lines were well known and published in Duncan's Tramway Manual, we had no such source of information, and it was with the greatest difficulty that any reliable figures could be obtained with regard to the subject on American lines. Mr. Smith stated that as a rule in England a two horse car running for 14 hours a day required 10 horses. These horses cost £30, and had an average life of three years.

In discussing the question from the electrical standpoint, Mr. Smith drew attention to three essential points that have to be considered: 1. Safety to Public. 2. Efficiency. 3. Economy. Taking up the storage battery first, Mr. Smith held the position that even if the battery could be successfully worked, it would cost one-third more to equip and run a line on this system than to put down a conduit, and especially would this be the case where traffic is very heavy. Mr. Smith was of the opinion that of the various systems the overhead system was the best, taking all into consideration; but the great danger in its use lay in the tendency to do slipshod work. The difficulties met with at crossings and switches in railway work, where conductors of opposite polarity met in a horizontal plane are overcome by placing the conductors in a vertical plane, so that even if contact does occur it can only happen between two positive or two negative conductors. Mr. Smith finally described a new method of his own which was designed to overcome all the objections to both the overhead and underground circuits, and which, without the use of the storage battery, is arranged to supply the motor on the car with electricity. This system, which was only hinted at by the speaker, will no doubt attract some attention in the future.

In the discussion which followed, Mr. T. W. Rae spoke of the experiments made on cars in this city by Mr. C. E. Emery, the well known engineer, who found that the coefficient of traction was 12 1/2 lbs. per ton; and General Q. A. Gilmore states that the general average for the whole country is 16 2/3 lbs. per ton.

Mr. R. G. Blackwell, whose opinions on this subject are well known, deprecated the use of the storage battery entirely, and in replying to a question, remarked that the delay in the construction of the Fulton street road in this city, undertaken by the Bentley-Knight Company, was due to the legal complications, and that all the material required for the road was in store in this vicinity, ready to be applied at the earliest notice.

Mr. C. O. Mailloux, in replying to Mr. Blackwell, detailed the experiments which are now going on upon the Madison avenue line in this city, on a car equipped with 120 cells of Julien storage battery, and which ran from Eighty-fifth street to Harlem Bridge and back, on a run of forty miles, with a drop of but two volts. Mr. Mailloux stated that the Brussels Tramway Company are now operating ten cars of this system, and that before many months have elapsed New York will see as many storage cars in operation. Mr. Mailloux drew special attention to the fact that storage batteries were well adapted to long lines on account of the large conductors required with the overhead and underground systems, where the drop of potential has to be made as small as possible.

Mr. Holroyd Smith confirmed the statement of Mr. Mailloux, but he still claimed that the use of the storage battery was only a transient one. In reply to a question by Mr. Davidson as to whether a conduit had ever been operated in this country, Mr. R. G. Blackwell referred to the experimental line operated in Cleveland on the Bentley-Knight system, and carried on through snow, ice and water without trouble. Mr. Smith also confirmed this fact, and stated that the last winter had been most severe in Blackpool, England, where his road was in operation, but notwithstanding this, the current had practically not stopped in three years since the road went into operation.

After the close of this discussion, Mr. G. F. Harris brought before the society a slip of the cable record made by one of the first Thomson siphon recorders on the cable between Vigo and Penzance, and also made a few explanatory remarks relative to cable work. - The Electrical World.

The Telegraphic Journal and Electrical Review
March 22, 1889.

Mr. Holroyd Smith seems to have recently developed a penchant for threatening other workers in the same line with lawsuits for infringements of his patents. Not contented with commencing an action against a well-known engineer who, we understand, had tried and abandoned many of Mr. Smith's pet schemes before that gentleman entered the arena of electric traction, he states in the last number of Industries that Messrs. Elwell-Parker are using for the motors of the Birmingham Tramway Company the self-same brushes which he specially designed for the Blackpool cars. He wishes it to be specially understood that he, and he alone, holds the patent for the same. Is Mr. Smith trying to establish another monopoly?

The Telegraphic Journal and Electrical Review
May 10, 1889

ABSTRACTS OF PUBLISHED SPECIFICATIONS, 1888.
5196. "Improved means for conducting and collecting currents in electric rail or tramway systems." M. Holroyd Smith. Dated April 7. 1s. 1d. Consists in the arrangement and combination of parts with reference to what are known as overhead systems, although the invention may be adapted for underground or side systems. The claims are 6 in number.

The Telegraphic Journal and Electrical Review
July 4, 1890

Experts' Opinions.
It is admitted that the Blackpool Electric Tramway has been a commercial success, but this has been attributed by experts in some quarters to the fact that the town is a summer pleasure resort, and that therefore the same happy financial state would obtain with horsed cars. Probably the majority of tramway men consider that the best paying lines are those having a regular traffic, so it is easy to show that the opinions to which we refer are mistaken ones. At Blackpool during winter not more than four cars are run, the mileage being only 45 per car day, whereas in summer eight to ten cars are employed, each with a daily run of 52 miles. To meet these conditions with horses would necessitate buying them when dear and disposing of the bulk of them when cheap, or keeping them in idleness and eating their heads off during the cold weather. How great the actual difference really is can best be shown by an incident which occurred during the summer of 1877. A breakdown occurred in the insulation of the line and horses were hired from one of the large tramway companies in a Lancashire town. During the month when horses were employed, the average cost per week was £113, but during similar periods of time previous to the hitch and since, the electrical working cost has not exceeded £45. It may be urged that using one's own animals would cost less than when depending upon the hire system; still the enormous difference between the figures above quoted must conclusively refute the statement that Blackpool would be as commercially successful if worked by horses.

The Electrical Engineer
July 11, 1890

CORRESPONDENCE.
THE LINEFF TRAMWAY SYSTEM.
To The Editor Of The Electrical Engineer.
Sir, - The method of working tramways by electricity described in your paper of the 4th inst. goes in my office under the name of "the snake trick," because I found, when experimenting in the same direction in 1886, that the employment of a flat strip presented many practical difficulties which, if not already discovered by Mr. Lineff, will make themselves apparent in time, and most of these objections were obviated by the employment of a spiral wire coil which could wave and twist as required - hence the name "snake."

I have not yet published the details by which I met the difficulty of dealing with points and crossings, where it is obvious there is immediate danger of a short. I am therefore curious to know what Mr. Lineff's method will be.

Mr. Lineffs "magnetic stitches" differ from mine in that they may be described as "lock stitches," and mine as "chain stitches." His arrangement is certainly ingenious, and I hope it will be effective, but it would require very thorough and practical demonstration to convince me of its reliability; and if Mr. Lineff confines himself to the details shown we are not likely to come into collision, but please leave me my "snake," the anatomy of which was of varied form.

It is interesting to see my collector magnet illustrated. It may save Mr. Lineff a little occasional annoyance if I point out a detail that has escaped him - viz., the pins, C, should not be vertical as shown, but inclined thus; the hauling attachment is not then so likely to slip off, an eyed loop being sufficient.

There are several other details connected with this system necessary for its completement which I shall be pleased to point out, if it is considered sufficiently interesting.

Mr. Binswanger, who was, I believe, the first to patent the employment of a travelling collector magnet for electric tramway purposes, would probably do the same.

After going into the matter pretty freely at the time, I came to the conclusion that the "pros" did not equal the "cons," and my drawings and models have all been packed away and labelled "Historic."

M. Holroyd Smith.
Halifax, July 7, 1890.

The Electrical Engineer
July 18, 1890

CORRESPONDENCE.
THE LINEFF TRAMWAY SYSTEM.
To The Editor Of The Electrical Engineer.
Sir, - In your issue of 11th inst., Mr. Holroyd Smith describes what he calls his "snake trick," and winds up his letter by saying "after going into the matter pretty freely at the time, I came to the conclusion that the 'pros' did not equal the 'cons,' and my drawings and models have all been packed away and labelled 'Historic.'"

I was prepared to hear the usual cry "I did it before you." I do not wish to throw any doubt on Mr. Holroyd Smith's statement, and am, therefore, quite ready to admit the possibility of the existence of such things in his "Historic" collection, but that he did not attach much importance to the idea is evident from the fact that no trace of it is to be found in the numerous Blue-books relating to his inventions.

Mr. Holroyd Smith is good enough to offer some advice as to avoiding certain difficulties which he has encountered in working on a system which in the end turns out to be only good enough to be discarded. I am much touched by this mark of goodwill, but as my conductor answers its purpose admirably, while the "snake trick," after getting as far as the model stage, is consigned to oblivion even by its inventor, I think I am in a better position to offer my advice to him. Apparently Mr. Holroyd Smith also thinks there is something in this, for he says: "I am therefore curious to know what Mr. Lineff's method will be."

However, I am not inclined to go into this, but I can certainly tell Mr. Holroyd Smith why his trick will not answer. The spiral he adopts is about the worst possible form to convey the magnetic lines. Talk about lock stitches and chain stitches. The difficulty in Mr. Holroyd Smith's arrangement is to catch them, for they are sure to exist in all directions where they are not wanted, and to be conspicuous by their absence where they could do useful work. And this scarcity of "stitches" is the real reason that the "snake" had to be considered "historic."

The longitudinal sketch again proves that Mr. Holroyd Smith has very little idea of what really takes place under the surface rail. The spiral can never be attracted in the manner indicated. It will either make contact at A A or both at A A, B B, and the power required to effect the attraction will be enormous.

With regard to what Mr. Holroyd Smith takes for pins for hauling purposes, his remarks would certainly have some point if this is what they were. As, however, they happen to be wire brushes, I may be excused if I do not feel any great amount of gratitude for his suggestion.

In conclusion, I may say that there is no "trick" whatever about my magnetic conductor. It is the result of a great deal of patient and painstaking work, and it took me six months to arrange my rails so as to reduce the current necessary to raise my conductor from six to 25 amperes, which it now requires. - Yours, etc.,

A. Lineff.
11, Queen Victoria-street, London, E.C., July 16.

The Electrical Engineer
July 25, 1890

CORRESPONDENCE.
THE LINEFF TRAMWAY SYSTEM.
To The Editor Of The Electrical Engineer.
Sir, - I do not wish to enter into a prolonged correspondence with Mr. Lineff, but as he has formed a wrong conclusion from my letter, others may have done the same; let me, therefore, be more explicit. I used the flat strip in 1886, and do not sanction its adoption by the Lineff Syndicate.

I found the "snake" preferable to the flat strip; it was not a failure. My articulated contact-maker or "snake" was not confined to a spiral wire, but, as stated in my letter of the 7th, its "anatomy was of varied form."

My tests were not mere models, but extended to full-sized apparatus, and finally resulted in a line three times 75 yards long, on which ran a full-sized car, seating 32 passengers.

I am sorry that I mistook the brushes for pins in the magnetic collector; the arrangement shown, however, is just as bad for one as the other. My error, resulting from an imperfect illustration, ought to have saved him from his amusing dissertation on AA, BB.

I do not presume to question Mr. Lineffs claim to superior knowledge, seeing that he has confined his "six months' painstaking work" to the flat strip, but having tried both I prefer the "snake" to the "tape-worm," and probably when Mr. Lineff has completed my cycle of experiments he will come to the same conclusion as myself - viz., that the work can be better accomplished another way.

That Mr. Lineff has carefully searched my "numerous patents," and also those of several others, is evident from his own Blue-books, and hardly needed a public statement on his part to that effect.

Finally, I am quite prepared to contract for the construction of tram lines on the magnetic attraction system. - Yours, etc.,

M. Holroyd Smith.
Royal Insurance buildings, Crossley street,
Halifax, July 19, 1890.

The Electrical Engineer
August 1, 1890

CORRESPONDENCE.
THE LINEFF TRAMWAY SYSTEM.
To The Editor Of The Electrical Engineer.
Sir, - It is Mr. Holroyd Smith's own fault if his letters lead people to draw wrong conclusions. In his last communication, published in your issue of July 25, he evidently tries to treat two totally distinct things as if they were one - viz., his "snake trick" and the "articulated" contact maker, which simply amounts to a switch for each pair of his contact rails.

By his own showing he abandoned the "snake trick," and consigned it to a place amongst his historic relics. Hence, no Blue-book, and only drawings and models quietly lying in some cupboards.

The idea of the articulated contact makers or switches seemed to him more promising, and consequently it was described in his specification No. 17,088, 1886.

We are now informed that on this contact-maker system a line was built and a car seating 32 passengers run upon it - with what result it is not stated.

Considering that the snake is not patented and the switches are, it is tolerably clear why Mr. H. Smith now confuses the two things and speaks of "my snake or articulated contact maker."

His insinuations as to my having searched his Blue-books for my ideas are, to say the least of it, in questionable taste, and will not carry much weight with anyone who has made a special study of electricity. I can assure Mr. H. Smith that the reading of his specifications, especially the electrical part of them, is anything but edifying, though it sometimes becomes a matter of necessity when one has to consult a legal adviser.

Mr. H. Smith endeavours to lay the blame of a mistake in principle upon an "imperfect illustration." If this is so I can only say that the illustration is imperfect in many other respects, in fact, the whole design (as illustrated) is calculated to throw the greatest possible number of obstacles in the way of attaining the end required.

However, the gist of Mr. H. Smith's onslaught is very clearly seen from a letter of his to our secretary, in which he proposes the assignment to him of an interest in our syndicate.

In conclusion, let me tell Mr. H. Smith that my syndicate has nothing to ask of him in the way of sanction, permission, or authority. Mr. H. Smith is perfectly at liberty to lay down his system involving at least 600 switches per mile; but if he employs a continuous magnetic conductor, he will soon involve himself in difficulties, as my syndicate will take immediate legal proceedings against any person attempting to infringe our patents. - Yours, etc.,

Alex. L. Lineff.
11, Queen Victoria-street, E.C., 29th July.

The Electrical Engineer
August 8, 1890

CORRESPONDENCE.
THE LINEFF TRAMWAY SYSTEM.
To The Editor Of The Electrical Engineer.
Sir, - To misunderstand is one thing and is pardonable, but to persistently and deliberately misrepresent is quite another, and the only excuse I can find for Mr. Lineff is the disappointment he must naturally feel in learning that what he honestly thought originated in himself had been anticipated.

I do not think that anyone else but Mr. Lineff will suppose that by a continuous articulated conductor I meant 600 distinct switches per mile. My last letter was sufficiently definite to leave no excuse for such a statement.

For the system itself, surely Mr. Lineff must see that the "snake" overcomes the subsidiary wave theory that has been pointed out as possible by others, and unless Mr. Lineff's experience differs from mine he will find really exists when a flat strip is used. Assume you are at the terminus of a line, and four or five cars are waiting to start and they all pick up at the same time, what becomes of the flat strip? If that strip has really lain flat before the cars were there, and the four cars whilst close together try to pick up, forming four waves in four car lengths, and move those four waves along as they proceed, what happens? The conclusion I arrived at as the result of my experiments with the flat strip is that the waves either will not all be made or they will not all be unmade; one or more will be left touching the upper surface, leaving a positive danger to the public. The contact maker must, therefore, be articulated, or it must not be continuous. It occurred to me that it might be expedient to use sectional strips, each, say, of two car lengths, but seeing the possibility of the separate lengths of strip being gradually worked forward by the wave action and overlapping one another, I designed a simple method of keeping them in position.

I have read with interest the appendix to Mr. Kapp's report, and thoroughly endorse his opinion that it will be necessary to adopt some means for keeping the closed channel dry. I went into the matter in the early part of 1887, and found the addition to the capital outlay was not slight; perhaps my details were unnecessarily complete. An initial insulation of only 186 ohms per mile is too low. Remember that this is obtained by calculation from a short sample length constructed presumably with the greatest care. To have a few miles of line laid without a flaw is more than can be reasonably expected. I venture to predict that unless some system of drying be adopted, or the closed channel be made more like my own, the insulation will not be more than 100 ohms per mile. Now for two miles of street with double line this would only give 25 ohms as the total insulation, without adding the surface leakage when the cars are running.

Measurements taken on the short sample line cannot be accepted as what would occur in practice, where points and crossings have to be encountered. Take the accompanying sketch as illustrating what frequently occurs, and assuming that the by no means easy problem of maintaining means of communication with the enclosed conductor and avoiding short-circuit with the intersecting rails is overcome, what will be the surface leakage on a wet day with cars in the positions indicated by the letters A, B, C when the charged region behind each car extends as far as 8ft. 6in.?

I confess that I failed to make my flat strips wave round curves, hence my reason for preferring the "snake." I also confess that if my system left 8ft. 6in. of live contact rail behind the car I should hesitate to deal with the conditions shown in this sketch.

There is a point not yet touched upon in any notices I have seen on this system - viz., assuming the maximum current to be passing to a motor on a car, and that from some accident the collector magnet ceases to be energised, releasing the "strip," it won't drop suddenly nor will it altogether subside; the wave crest will simply be depressed, leaving the magnet surface bar above it, and so breaking circuit at this point. I leave those who have had experience in switching off big currents to say what would happen inside the closed channel. As there is no facility for examination, this becomes a most serious matter.

Taking the points mentioned and others into consideration, it seemed to me that the system was only applicable to country places, where it is to be hoped English authorities will before long permit overhead conductors, and as tramway companies are still expecting commercial success with batteries, I have had no opportunity of testing its merits beyond my sample line. The system, therefore, has from necessity as well as from choice become historic. - Yours, etc.,

M. Holroyd Smith.
Halifax, August 5, 1890.

The Electrical World
August 9, 1890

OUR ILLUSTRATED RECORD OF ELECTRICAL PATENTS.
432,646. Motor for Electric Railways; Michael Holroyd Smith, of Halifax, County of York, England. Application filed Oct. 29, 1887. Patented in England April 21, 1886; in Belgium Nov. 11, 1886; in France Nov. 20,1886, and in Italy Dec. 16. 1886. The combination, with a car, of a motor, the magnets, yoke, an armature spindle of which all are in the same plane, the motor being supported in swinging bearings beneath the car.

The Electrical Engineer
August 15, 1890

CORRESPONDENCE.
THE LINEFF TRAMWAY SYSTEM.
To The Editor Of The Electrical Engineer.
Sir, - I have to thank you for the valuable space you have so kindly placed at my disposal with reference to my magnetic conductor; but I think there must be a limit even to an editor's patience, and with your permission I will close my correspondence on the subject. Mr. Holroyd Smith has too many "doubts," and his "snake trick" evidently gave him more trouble than satisfaction, otherwise he would not require so much "information."

Of course, Mr. H. Smith cannot expect me to give such information for nothing, or to lay open before him all my memoranda, diagrams, etc., in fact, the whole experience and practical knowledge I gained while studying the question.

I can assure him, however, that what seems very difficult to him might not be so puzzling to others, and his "doubts" are capable of a very easy and satisfactory solution.

With regard to his claims of priority, of course, he knows his remedy, but he must prove them. - Yours, etc.,

Alex. L. Lineff.
11, Queen Victoria-street, EC, Aug. 13.

The Electrical Engineer
October 10, 1890

CABLE v. ELECTRICITY.
In a discussion on tramway working, Mr. Holroyd Smith writes:

The direct system of working street tramways by underground electric conductors is in appearance similar to a cable line, with the following differences:

The slit or opening in the road-surface does not exceed 5/8in., whilst for cables it is frequently 1 1/4in wide.

The electric channel or conduit only needs to be half the depth of a cable channel, and therefore does not interfere with gas and water-pipes, as is frequently the case with the cable system.

Instead of a running rope rattling over pulleys there is a stationary conductor.

Instead of a gripper, attached to the car and made to grasp or release the running cable, and liable to derangement, causing serious accidents and loss of life, there is a contact-making "plough " passing through the slit, lightly touching the enclosed electric conductor, and passing the current to the motor on the car. If any derangement occurs, the only consequence is the stoppage of the car.

The cable car can only go in one direction, at one speed, and starts with a sudden impulse.

The electric car can go in either direction, and starts with a gradual silent movement, and the rate of travel may be increased to any desired speed, thus enabling the cars to "catch up" if delayed through any cause, instead of blocking en masse, as is the case with the cable system.

A strong man is required to operate the gripping lever of the cable car; a boy can easily drive the electric car, and cause it to move forward or backward quickly or slowly at will.

The electric car can move slowly round a street corner, whereas the cable car is whirled round at the maximum speed - a most dangerous practice.

The electric car, being only 10cwt. heavier than an ordinary tramcar, can be easily removed from the track in case of need, the "collector," or "plough," being instantly detachable, not a permanent fixture like the cable grip.

The one advantage the cable car has over the electric car is that it can deal with hills, however steep - straight up, if need. The electric car can, however, mount any hill suitable for ordinary street traffic.

An electric car could easily mount a zigzag gradient that would be practically impossible with a cable.

When once the conductors are laid, electricity has the same practical efficiency as the cable in dealing with exceptionally heavy traffic, at a trifling increase to the ordinary working expenses.

The electric conduit system is much cheaper to construct and equip than the cable, much easier and cheaper to work, less costly in maintenance and repairs, and gives a percentage of efficiency for the power expended at the depot of more than three times that obtainable by cable haulage.

The Electrical Engineer
October 17, 1890

Leeds. - A meeting of the Tramways Sub-committee of the Leeds Corporation was held on Tuesday, Alderman Firth, the chairman, presiding, to consider the question of running the Roundhay-road tramways by electricity. Mr. Holroyd Smith waited upon the committee and explained his system of working electric railways, and made an offer to the committee to work the Roundhay-road tramways. After consideration, the committee decided to recommend the General Committee to continue the negotiations with the Thomson-Houston Electric Company, with the view of leasing the Roundhay-road lines to that company, if the committee think satisfactory arrangements can be made, so that the matter may be brought before the Council at an early date. At the meeting of the Highways Committee on Wednesday, it was unanimously decided to adopt the recommendation of the Tramways Sub-committee. In accordance with this decision, the chairman (Alderman Firth) and the town clerk (Sir George Morrison) were desired to get a provisional agreement drawn up, so that it might be submitted to the Town Council at an early a date as possible. We understand that this particular system of electric tramcars has recommended itself to the committee from the circumstance that the company have stated that they would undertake not to charge more than 1d. per journey from Sheepscar police station to Roundhay Park, and that they would be prepared to erect plant and work the cars for two years, at the end of which experimental period they would be open to agree to terms, if desired, for the transfer of the property to the Corporation.

The Electrical Engineer
October 24, 1890

Bradford Tramways. - Mr. Cox, the borough surveyor of Bradford, has drawn up a valuable report on tramways, with a view to the adoption of some other method of propulsion than steam, which he terms objectionable. He has visited Birmingham and Edinburgh, and is much impressed with the advantages of cable trams, though the route on which it is proposed to introduce the system at Bradford is somewhat unsuitable. Still, he thinks the mechanical difficulties are not insurmountable. With regard to electric traction, he is of opinion that the Manningham-lane line would be a very good one on which to try experiments with an electric car, as the gradients compare favourably with the Birmingham line. He mentions that it is probable that the Electric Construction Corporation would be glad to lend a car for the experiment, and that the accumulators could be charged at the Bradford central station in Bolton-road. His statement that the car receipts at Birmingham are 20d. per car mile with electric as against 10d. with horse traction should have some influence with the Corporation when they consider his report.

[Lock]

The Telegraphic Journal and Electrical Review
July 10, 1891

The Tramways Institute of Great Britain and Ireland. - No one need be surprised at the fact that electric traction monopolised the major portion of the time at the annual meeting of this institute on the 2nd inst. The Tramways Institute is to be congratulated upon the possession of such a broad-minded and well-informed president as Mr. Carrathers-Wain. His recent travels through the United States have put him in the position of an unbiassed judge of the merits of electric traction, as well as upon every other kind of traction in vogue at the present time. Between the hours of 11.30 a.m. and 4.30 p.m., electricity pervaded the whole assembly, which consisted mostly of tramway directors and managers. Among invited electrical men were Mr. Gisbert Kapp, Mr. A. Reckenzaun, Mr. Jarman, Mr. Gordon, and Mr. Holroyd Smith.

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THE TRAMWAYS INSTITUTE.
The annual meeting of the Tramways Institute of Great Britain and Ireland was held on Thursday of last week at the Westminster Palace Hotel, under the presidency of Mr. W. J. Carruthers-Wain. As compared with the assembly in the previous year, the proceedings on the 2nd inst. were remarkable from the facts that the subject of electricity as the motive power on tramways occupied the attention of the institute for about four hours, and that the interest of the representatives of the tramway companies in the United Kingdom has now been fully manifested in the desirability of introducing modern methods of traction if the latter can be rendered commercially remunerative.

During the course of the formal business of the meeting the chairman referred to the Bill of the Birmingham Central Tramways Company, authorising them to employ electric traction, as reported in our "Parliamentary Notes." In the chairman's opinion that was one important reason why tramway companies should be united among themselves.

The Lineff System.

The first paper read was by Mr. Gisbert Kapp on the "Lineff System of Electric Traction," which has already been described in previous issues of the Review. The first portion of the paper was devoted to a consideration of different methods. Mr. Kapp referred to the advantages of a closed conduit and compared it with the slotted rails at Budapest, where an underground conductor system prevails. The author maintained that such an underground open conduit system is rather expensive and was objected to by the general public and by tramway men; Lineffs system therefore offered advantages, both in cost and convenience, over the older rival. Overhead conductors cannot be tolerated here, and storage battery cars were almost twice as heavy, therefore the power necessary to propel the vehicles is in the proportion of 11.5 to 6.5, the larger figure representing the energy requisite for the battery car, the smaller for a car deriving its current from a metallic conductor. This did not only affect the coal bill, but also the depreciation and interest upon the larger plant requisite. Mr. Kapp stated, among other things, that the weight of a full sized storage car in service was 11 tons, and that of a car which derived its power from a conductor laid along the line 8 tons. The average electrical horsepower required during the time the car was in operation might be taken as 7 1/2 H.P. and 5 1/2 H.P. respectively; the average loss in the conductor was 5 and 20 per cent., and in the batteries from 30 to 40 per cent. Thus the power which had to be generated at the depot calculated over the whole time the cars were in service was 11 1/2 H.P., and 6 1/2 electrical H.P. respectively, or say 15 I.H.P. and 8 1/2 I.H.P. per car. Mr. Lineff estimated the cost per mile of double track at £2,500. The speaker had found that the loss in collecting the current was 9 per cent., leaving 91 per cent. for propulsion. About a year ago he made insulation tests on the Chiswick line, and found that the average insulation resistance per mile was 4,475 ohms. This figure was unsatisfactory, and he urged upon Mr. Lineff the necessity of improving the insulation. The latter gentleman had since then devised an arrangement which was shown by means of a model. In this new arrangement of conduit, the conductor consisted of a copper trough supported at intervals by earthenware insulators instead of, as was the case formerly, its touching the bottom of the channel along its whole length. By that means the area of the surface along which a leakage of current could take place had been greatly reduced and the insulation very much increased, the principle being similar to the arrangement in certain parts of London of the electric light mains. From figures of tests supplied to him by Mr. Lineff, the speaker found with the new arrangement of conductor that the insulation averaged 35,000 ohms, and he had no doubt that it might be increased to 100,000 ohms by blowing cold air into the channels in the manner adopted by Prof. Robinson for the electric light mains in connection with the station of the St. Pancras Vestry. The new method had also the advantage that the iron strip could be withdrawn for renewal or cleaning without disturbing the surface of the street, this being accomplished by the arrangement of draw-boxes at certain intervals.

In opening the discussion,

Mr. Sturgeon, of Chester, stated that he was of opinion that when it was desired to stop or reduce the speed of the car, the inserting of resistance into the circuit would cause a great loss of power. It seemed to him that as the motive power was electricity, and no solid coupling was used, there was considerable danger of the conductor being dropped, and of the power being lost at a critical moment.

Mr. A. Dickinson, of the South Staffordshire Tramways Company, of Darlaston, had just returned from the United States, where he had investigated the various methods of electric traction there employed. He thought that it would be quite as impossible to prevent damp and wet from getting to the Lineff conductor as in any ordinary system. If water, in sufficient quantities, were to find its way into the conduit, so as to form a conducting medium to the earth, there would be an enormous loss of current. In Boston, a conduit from 2 feet to 3 feet deep had been used, and dirt and water could not be kept out. The moisture ascended the sides of the conduit, and forming contact with the earth, there was a great loss of current, the ultimate result being that the system had to be abandoned. That being the case with a 3 feet conduit, how was water to be prevented from entering the Lineff conduit? With reference to the sectional rail, how was the road dirt to be kept off it and the current collected? Even with the overhead system in America, the loss of current was considerable, and it had been found necessary to doubly insulate the feeders and trolley wires by insulating the insulators. He concluded that if such leakages could not be hindered in the United States, where there was only the moisture, it would not be possible to do so with the Lineff system, where water might collect at the bottom of the conduit.

Mr. A. Reckenzaun rose next and assured the meeting that he had not come to advocate any particular system of traction, but he felt the greatest interest in the subject from every point of view, and he had studied and practically worked on this question for upwards of nine years. He was very much interested in Mr. Kapp's paper, but he was bound to take exception to several of his statements. With regard to the insulation measurements of Mr. Lineff it appeared to him somewhat premature to give the values per mile, considering that the tests made were on an experimental track some 70 yards long, and in the condition of a laboratory experiment. The possibility of leakage increases with the length of the line, especially in this case where sections of conducting rails are periodically in actual contact with the roadway, which, after a soaking rain, must be a good conductor. Moreover, the minutest cracks in the conduit, which are likely to result through abnormally heavy road traffic, will readily establish sources of leakage between the inner conductor and the earth surrounding the channel. Mr. Kapp had referred to the objection against slotted conduits, and he had also mentioned the Budapest electric tramway. At Budapest the conduit was immediately underneath one of the tramrails, which must have slots for the wheel flanges to run in, there is therefore no additional opening in the road. What tramway men want nowadays were figures relating to the working costs of propelling cars by electricity, and he (Mr. Reckctzaun) had brought such concerning two important continental lines. The combined length of the electric tramlines at Budapest is 16 kilometres; it has been in operation for about 18 mouths. The popularity of the electric system is shown by the large number of passengers carried per kilometre. In the month of April, 1890, the number of passengers per kilometre was 2,590, and this increased in December of the same year to 3,621. The horse tramways of the same city, however, carried 2,730 and 2,267 passengers during the corresponding months, showing a material falling off. The maximum speed allowed by the muncipality is 11 miles per hour. The expenses of the electric tramway amounted to only 45.4 per cent. of the gross revenue, whilst with the horse tramways of the same city, the ratio between expenditure and income was 71.8 per cent., which corresponds with the best English tramways. Referring to the cost of construction and equipment of Austrian lines, it was shown that the horse tramways of Vienna have cost £4,100 per kilometre; the steam tramways of this city, £7,000; and the electric tramway of Budapest £3,000 per kilometre, of which £1,400 was expended on the conduits and conductors. The electric traction expenses, inclusive of all charges were during the year 1890, 2.8 pence per car kilometre. The other line which was in his mind was that of Frankfort, which has been in operation for about seven years. In this case also comparisons can be made between horse traction and electric traction. The Frankfort electric tramway is worked with overhead conductors, and it has been built by the same firm as the Budapest line - Messrs. Siemens and Halske. Last year the electric cars made 519,770 car kilometres at a cost of 2.73 pence per kilometre; whereas the traction expenses on the horse car lines of Frankfort were 5.04 pence per car kilometre, showing a saving of 46 per cent. But in the case of the electric line two cars were always coupled together, carrying only one driver and one conductor, whereas the horse cars had each a driver and a conductor, consequently the comparison is not quite fair. On the other hand, the horse tramway has a very much greater traffic. It can easily be shown that if the electric tramway were worked on the same scale as the horse tramway, and each car had its own motive power and attendants, the saving would amount to at least 40 per cent. In conclusion, Mr. Reckeneaun wished to point out another error in Mr. Kapp's paper, and that related to a comparison between the power required to propel a storage battery car and an electric car connected with overhead or underground conductor. It has been repeatedly found, in practice, that the energy necessary at the central station is practically the same for all cases under similar conditions. It is perfectly true that the storage battery car has from 1 1/2 to 2 tons more weight to carry, and that the working efficiency of the cells is not much more than 70 per cent. But the plant at the central station with conductor system must be large enough to respond at any moment to the greatest demand for current, and this is often three to four times as great as the average working rate. The fluctuations in power are enormous; within the space of a few seconds it may vary between zero and the utmost energy the engine may be capable of exerting: this is a serious disadvantage with the conductor systems and entails a waste which is infinitely greater that that usually accounted for as "loss on the line," etc. Storage batteries, on the other hand, arc charged with a constant current; the engine and dynamo run all day at their best efficiency with a steady load, and the fluctuations occur only in the car, where the cells give out any energy demanded by the exigencies of road and load. The losses due to the conversion of energy in the batteries and the extra weight are fully compensated by the steady working at a uniform rate of the charging plant.

Mr. W. J. Carruthers-Wain, of the Birmingham Central Tramways Company, &c., found on a recent visit to the United States that electricity for traction purposes was an advantage both to the public and the tramway companies. Many of the tramway companies were converting their lines into electric roads. Respecting the Lineff system, he desired to know the cost of the generating plant generally, of the cars, and the estimated cost of working per mile, and whether the £2,500 stated as the cost of laying down the system referred to a new line or the conversion of a horse tramway into an electric line. Turning to the Birmingham accumulator cars, he said that he was unable to give the actual cost of working owing to the financial year having only just terminated. He was, however, in a position to state general results of the operation of the line during the past three years, as follows:-

Year.. System ......... Miles Run... Total ... Receipts per
............................................... Receipts . car mile

1889.. Horse cars ..... 134,000 .... £6,338 ... 11.30d.
1890.. Horse cars
....... and omnibuses . 136,000 .... £5,264 .... 9.29d.
1891.. Electric cars ... 148,000 .... £8,949 ... 14.46d.


These figures were very favourable to electric traction. He was glad to hear from Mr. Rcckenzaun that in some cases of electric traction the expenses amounted to only 45 per cent. of the revenue; it would be a fortunate thing for British tramway shareholders if such a condition of affairs could be evolved this side of the Channel. He was agreably impressed with what he saw in the United States during his protracted travels last year, and he found that the electric roads over there were doing well, many paid substantial dividends, and he was sure they will do even better in future. The relative figures obtained by the Washington Census Bureau on various methods of traction came out as follows :- Cable, 6.77 pence per mile; electricity, 6.34, and animals 8.75 pence per car mile.

In reply to Mr. Carruthers-Wain,

Mr. Kapp stated that with modern steam dynamos the total cost of the generating plant at the depot would amount to about £25 per electrical HP. required, or about £200 for machinery per car. A gradient of 1 in 20 was the highest he would care to design a car to mount. In answer to Mr. Sturgeon, he said that an electric motor would work economically at a wide range of load, and that there was no motor so elastic in its application as an electric motor. Mr. Dickinson had referred to the double insulation of overhead wires. With the Lineff system, however, it was not proposed to place the conductor out in the rain. When the road was dirty, sparking would ordinarily take place, but by the addition of brushes the difficulty had been overcome. A scraper was carried at the head of the car, in order to remove obstacles, and in muddy or wet weather the collection of current was best effected. With reference to the cracking mentioned by Mr. Reckenzaun, he had taken a steam roller over the Chiswick without any injurious effect.

The Jarman System.

Mr. A. J. Jarman then read a paper on "Self-contained Electrical Tramcars." This referred in detail to the Jarman system, which was described in this journal some time ago. In speaking of storage batteries, he said that one serious objection had been overcome, namely, the burning asunder of the lugs and bridges, which involved frequent repairs, and consequently militated against the regular working of the cars. The cause of this defect was not at all times due to the flow of a heavy current, but to the cracking and crystallising of the leaden lugs and bridges. He had overcome this difficulty hv inserting a solid 1/4 inch tinned copper conductor in the centre of the lug and bridge, and duplicating the connections throughout, thus making a combined lug and bridge that would carry 450 amperes safely, and at the same time reduced the internal resistance of the cell to one-half, the tendency being when the fly nuts were tightened to improve the connection rather than to injure it. The fly nuts of the improved cells he had devised were made of aluminium, and weighed only 100 grains when finished, the double connected lug being always used when the plates of the cell were vertical. An example of improvements made in storage batteries for traction purposes was shown by one of the cells exhibited at the meeting, and in which the alloying of aluminium with lead in the plates stiffened the plate and increased the capacity of the negative plate to absorb and retain hydrogen. The composition of the material which eventually became active was such that it contracted so much in the drying that it was impossible to use it to paste a plate, but it swelled or expanded to a certain extent during the process of forming, so that it made perfect contact with the metallic part of the plates, and when the plates were formed they had quite a metallic ring in them when tapped with the hand. The form and construction of the battery plates was such that the material which eventually became active was so keyed in that it could not, and did not, fall out when the battery was in action. The author had not found these plates to buckle at any time, even when discharging up to 300 amperes. Where the plates were arranged horizontally, if any material should by any means fall from one plate on to the next, then that material became a part of the lower plate during the process of charging, and should any powdery material fall or get washed down the sides by the action of the liquid, then if the space at the bottom of the cell became filled so as to touch the plate, it simply increased the capacity of the bottom plate instead of short-circuiting the lot, which had often happened with the cells which had been in use during the past five years. As regarded the durability of the storage battery, he had reason to believe that the number of discharges those cells would bear would be at least half as many again as borne by those now in use, if not double the number, before any renewal of positive plates was required. The author estimated the consumption of fuel, wear and tear of machinery, and renewal of batteries, would amount to about 2d. per car-mile.

Mr. W. Mason, of Bradford, was of opinion that storage battery cars only would succeed in this country. The main considerations were what would be the cost of putting a line of cars into service, and would they be remunerative. He desired something more economical than horse haulage, and they would all be glad to substitute electricity, if that agency would pay as a motive power.

Mr. W. Turton, of Leeds, said that his company had adopted steam years ago, which costs between 4d. and 5d. per mile. If they saw a system as cheap as steam, they could not adopt it because of the large capital to be again invested. They could not throw away their plant. Any new system of traction on an existing line would have to be charged with the new capital to be invested plus the capital already sunk, and that was a difficult thing. The shareholders expected dividends which must be earned not by increasing the capital charge, but by increased economy, and advocates of improved systems of traction must bear this in mind when they calculate the probable economy of the changed conditions.

Mr. Archer said it was simply a question of "What can you do it at?" He advocated storage batteries if a good battery can be got, one which would last and be economical. The overhead wires in America gave a good deal of trouble; they interfered with the telegraphs and the telephones.

Mr. Jarman was sure that he had a good motor, and he hoped that his battery will be lasting.

The last paper on electric traction was read by Mr. J. Gordon, who described his closed conduit system, which has been experimented with at the works of Messrs. Merryweather and Sons, of Greenwich, for several months with, it is said, satisfactory results. The general principle of the system is a series of contacts charged by means of automatic magnets in a box placed in the ground at intervals of 90 yards, or about 20 per mile of track. A shoe carried by the car slides upon the third rail, and the current is collected as the car proceeds, the section under the car only being charged with current.

Mr. Scott-Russell knew the difficulties which cropped up in practice, and most practical men were aware of it. He quite agreed that the accumulator system was the only possible system in this country, but most of the experiments had been disastrous to the promoters. The Brussels experiments had been given up. On a certain line in London accumulator traction is said to cost 9d. per car mile; and at Birmingham a similar system costs 10d. per mile. Unless Mr. Jarman demonstrates practically that with his system he can work at less than half these figures, it is useless to look at it. The lead accumulator has got as far as it ever can get.

Mr. Holroyd Smith told the meeting that Mr. Gordon described a system which he (Smith) invented long ago, in fact Mr. Gordon copied almost his own words in the paper. Mr. Smith asked the council of the Tramways Institute to formulate exactly those items which are to be included in the traction expenses; it was an unsettled question. He did not claim to be a scientist, but rather a practical man, and he would guarantee that electric traction with his system was cheaper than cable, horses or compressed air, and he offered to equip any line, and run it at his own cost, until it suits the tramway company to take it over, and he requires no other compensation but the amount of money hitherto paid on the given line for horse traction.

Mr. Sturgeon created much mirth by exclaiming that since the advocates of electric traction are condemning each other there is nothing left but the compressed air system, and he subsequently read a paper entitled "Compressed Air Motor" (Hughes and Lancaster system).

Mr. A. Netter read a paper on the Connelly motor, which is a petroleum engine, and he offered to run tramcars with this motor for half the cost of any existing electric system. Compressed air, Mr. Netter said, was nowhere, and no invention of any age has had the puffing which the electric motor had, and in his opinion the success of electric traction is extremely doubtful. These statements were received with loud laughter.

The Chairman closed the discussion of the last electrical paper by saying that the members of the Tramway Institute were eminently practical men. What they wanted is not experiments, or occasional runs with one car, but the working results of a fair ordinary condition of service. It is not our business to find out the best system, but we would take it over when it is ready for every-day use. There are a number of lines in this country where we should welcome the advent of any perfected system. With regard to traction with accumulators, there is, behind the scenes, more than the public are aware of. The Brussels system has not been an entire failure; it was opposed by parties in the company. The Barking Road line was a small affair, too small to form a broad judgment of its real value; people tell me that they are satisfied with it. As regards the Birmingham battery cars, although he is chairman of the company owning these cars, he had not got the actual figures yet, and he would ask Mr. Scott-Russell where he obtained the figures as to the working expenses. Whatever the financial success may be, it has already been demonstrated that the revenue has been increased 50 per cent. by means of the electric cars. But we hope that the working expenses will turn out in favour of the novel method. We had several difficulties to contend with at Birmingham which had nothing to do with the electrical part. The rails were one inch and more out of gauge, and gentlemen in this room will know what this means, what energy there must be wasted in grinding through steel rails.

In the course of his reply, Mr. Jarman stated that he was prepared to stand or fall by his cars.

The Telegraphic Journal and Electrical Review
August 1, 1891

The Hub of the Universe again to the Fore. - The Boston Post, of June 14th, contains a long account of the improved system of the Union Electric Car Company. We are gravely assured that the devices of the Union Electric Car Company enable the storage battery to be utilised with marked success, as experience abundantly proves. This electrical device, covered by broad patent claims, enables the battery to receive back a portion of its electrical energy while the car is in motion by converting the motor into a generator. Whenever the car is slowed, stopped, or is running on a downward grade, the motor generates a current that is conveyed back into the storage batteries and partially replenishes the loss of electricity entailed by propelling the car up grades or on a level road. Tests have shown that on the Beverly road the maximum return is more than is taken out at any one time. This return current has never before been produced by a series-wound motor, and it is accomplished by charging the field magnets from a supplementary battery. The comparatively small amount of electricity required to run the cars of the Union Electric Car Company, combined with this process of automatic recharging while in transit, make the use of storage batteries perfectly feasible, while the weight of the car with the batteries in place is 1,000 to 2,000 lbs. less than the ordinary electric car operated by the overhead system. The only thing to be done in England now that the Union Company recovers more than is taken out of the battery at any given time, is to seek permission to use the system. Holroyd Smith, Reckenzaun, Elieson, Lineff, &c, are not within miles of this result.

The Telegraphic Journal and Electrical Review
August 21, 1891

Edinburgh and Electrical Tramways. - Mr. R. Addison Smith, S.S.C., Edinburgh, and Mr. Holroyd Smith, electrical engineer, London, have opened negotiations with the municipal authorities of Edinburgh for the purpose of introducing the electric system of propelling tramcars into the city. The proposal is under consideration.

The Electrical Engineer
September 4, 1891

Bradford Electric Tramways. - With the view of obtaining a good basis of calculation as to the advisability of the adoption of the overhead electrical system for the Wakefield-road tramway, the Tramways and Baths Committee of the Bradford Corporation have been making arrangements for an experiment with overhead conductors. The arrangements, according to the Bradford paper, for this test are now completed, and will be submitted to the Town Council in the minutes of the committee at the next Council meeting. Mr. Holroyd Smith, the well-known electrical tramway engineer, has undertaken to run an electric car on the tram lines from the Midland Station to the Bradford Grammar School, starting from each end every quarter of an hour, for several weeks, for the purpose of proving the reliability of the system; and he hopes also to prove that the adoption of the system for Wakefield-road would not be too expensive a matter. Mr. Smith will provide the car and execute all the necessary works. The Corporation will supply the electric power, and, by the proposed agreement, if the experiment is not a success, they will not be put to any expense beyond the cost of the supply of the electricity. If it be successful the Corporation will contribute £500 towards the cost of the experiment, and if they proceed to utilise the electrical system for the Wakefield-road tramway, they will appoint Mr. Holroyd Smith as the electrical engineer, giving him a commission of 4 per cent, on the cost of the work falling in his department. The Bradford Tramways and Omnibus Company have granted the use of their lines for the purpose on the condition that they shall provide a conductor for the car and collect and retain the penny which it is proposed to charge each traveller. The car will carry 36 passengers, half of them inside and half outside. Further information as to the working of tramcars by this system is to be obtained by the chairman of the committee and the borough surveyor, who will shortly go to Frankfort, a town in which the conditions as to levels are pretty similar to those in Bradford, to investigate the results of the working of electric tramways there.

The Electrician
September 11, 1891.

OBITUARY.
LOUIS JOHN CROSSLEY. We have to record with great regret the death of Mr. Louis John Crossley, which occurred at Halifax on August 30th. Although one of the earliest members of the Society of Telegraph Engineers, fellow of the Royal Meteorological Society, an inventor of very considerable success, and regarded in the North as a high authority on electrical and mechanical engineering, yet, on account of his retiring disposition and modesty, he was seldom to be seen in scientific gatherings other than those which he so ably assisted in his own town and the neighbourhood. Mr. Crossley was the only son of the late Mr. John Crossley, of Manor Heath, Halifax, and grandson of the founder of the enormous carpet-making industry at the Dean Clough Mills, the largest carpet works in the world.

SNIP

In his garden was laid a miniature electric tramway, worked by the dynamo in his house. It was on this line that Mr. Holroyd Smith made his first experiments in electric traction.

The Electrical Engineer
September 25, 1891

Electric Tramways for Bradford. - Electrical engineers will be pleased to learn that Mr. Holroyd Smith, after achieving his success at Blackpool, is now in fair way of obtaining a fresh conquest for electric traction at his native town of Bradford. A trial has been agreed upon by the Municipality on the overhead system, on tho Wakefield-road Tramway, and Mr. Holroyd Smith has undertaken to run an electric car for six weeks to prove the success of the system. The car will be provided at his own expense, whilst the current is to be obtained from the municipal central station. The Corporation will pay the expense if the experiment prove a success, otherwise they will only bear the loss of the current. If satisfactory, and the system is adopted, Mr. Holroyd Smith is to be appointed electrical engineer. The car is to carry 36 passengers, and will run on one of the Bradford Tramway Company's lines. His recent statement, received as a hyperbole, that he would equip a line at his own expense, is apparently to become a fact.

The Electrical Engineer
November 6, 1891

NOTES.
Edinburgh Tramways. - With reference to the continuance of the Edinburgh tramways concession, the Corporation have had a consultation with the directors of the Edinburgh Tramway Company, and suggested the statu quo should be maintained for another three years. The tramway company asked for 10 years, not believing that by the end of three years the question of mechanical traction would be sufficiently settled. By the end of ten it was expected great advances would be made in tramway propulsion, and the question of cable versus electricity fully settled. It is to be hoped it will be settled long before this time now that the electric tramways have fully got a start in Great Britain, but the Edinburgh Corporation seemed to be satisfied, and the longer period will probably be given. A draft Bill for extension and embodying a subvention of £3,000 a year offered by the tramway company for the use of the streets, is to be submitted at a future meeting.

The Electrical Engineer
November 6, 1891

NOTES.
Royal Scottish Society of Arts. - The committee of this society have awarded the following prizes (amongst others) for communications made during last session: Dr. R. Milne Murray, for paper "On an Electrical Bench for Physiological Research," Keith prize, value £21; to F. Grant Ogilvy, for communication "On the Telegraph Exhibits at the International Exhibition," accompanied with the society's honorary silver medal; to E. Manville and J. G. Statter, for paper "On the Telpher and Electric Railways at the Exhibition and on Electrical Traction," accompanied with Keith complimentary silver medals; to A. R. Bennett, for paper "On Electrical Navigation," accompanied with the society's honorary silver medal; to M. Holroyd Smith, for paper "On Electrical Traction," accompanied with the society's honorary silver medal; to Prof. A. B. W. Kennedy, for paper "On a Description and Comparison of the Systems of Electric Lighting at present in use in London," accompanied by the society's honorary silver medal.

The Telegraphic Journal and Electrical Review
November 27, 1891

Electric Tramways at Bradford Proposed. - It is intended to try experiments with electric tramways in a few weeks in Cheapside, Bradford, one of the steepest streets of the town. The future tramway policy of the corporation will be largely influenced by the success or otherwise of the experiments.

-----------------------------------------

CITY NOTES.
Blackpool Electric Tramway Company, Limited.
The seventh annual general meeting of the shareholders of the Blackpool Electric Tramway Company, Limited, was held in the Victoria Schools, Tyldesley Road, Blackpool, on Saturday afternoon last. The business of the meeting was unusually brief, at least, that portion of it open to the Press, principally by reason of the fact that the question was to be considered in private, of the lapse of the lease which the company holds under the Blackpool Corporation. The lease was one of seven years' limit, and expires during the ensuing 12 months, under an agreement made between the company and the corporation at the time permission was given by the latter body for the putting down of the lines along the front promenade of the town in 1885. Ever since the agreement was made, the company have considered that they have got hold of the wrong end of the bargain, and have several times attempted to obtain the consent of the august body of rulers to relax one or more of the stringent conditions upon which they are held, but all to no avail. Then, again, deputations have waited upon the corporation to endeavour to come to some understanding as to whether the latter are intending to take over the powers of the company; but the negotiations have never led to anything definite, and matters stand where they did at the outset. And this was the position of affairs which the shareholders were called upon to consider.

Mr. Alderman Richard Horsfall, J.P., C.E., F.S.I., the chairman of the directorate, presided, and there were also present: Mr. Alex. J. Bickerstaffe, ex-Mayor of Blackpool; Mr. Jas. Broadbent, Mr. T. H. Morriss, J.P., Mr. John Oddie, and Mr. Theodore Ormerod, directors.

The balance sheet and report showed an available balance of £3,049 2s. 6 1/2d. for the year's working, but altogether, with £184 17s. 7 1/2d., carried forward from last year, the total sum realisable was £3,234 0s. 2d., of which the directors proposed the following distribution: £1,501 17s. 6d. as dividend of 7 1/2 per cent, on the called up share capital, free of tax; £1,500 to the depreciation and reserve fund, making it £6,069 4s. 8d.; and a balance of £232 2s. 8d. to next year's account. The report showed that the number of passengers carried during the year was 933,652, and the number of miles run about 98,000. The services of Mr. Broadbent, as managing director, have again been secured for the ensuing year.

In moving the adoption of the report and balance sheet, which showed the capital of the company to stand at £20,025 (2,850 shares at £10 each, £6 10s. called up, £18,525; and 150 shares, £10 each, allotted as fully paid up, to Mr. M. Holroyd Smith, the patentee, under his agreement, £1,500).

The Chairman remarked that he had not much to say to the shareholders. The company had worked very nicely during the past year, and everything was satisfactory, both in regard to their finances, the works, and everything else connected with them. There was only one item in the balance-sheet which had increased to any appreciable extent, and that was the wages, which was mainly owing to the difficulties they had had to contend with in the accumulation of the sand on the lines at the southerly end of the town. During heavy winds - which had been most frequent during the year - the sand from the foreshore drove up the sea embankment, and literally filled the centre channel of the lines, thus making the service absolutely unworkable at times at the extreme south. That trouble was annually increasing in strength, and something would have to be done to effectually put an end to the nuisance. Referring to the difficulty that is now at issue between the company and the corporation, the Chairman asked the shareholders to stay behind at the close of the ordinary and routine business in order to discuss the matter. Some important correspondence had taken place, he said, between the contending parties with respect to the renewal or termination of the lease, but he was not at liberty personally to make it a matter of public notoriety. The Chairman concluded by moving the adoption of the report and balance-sheet.

Mr. Hoyle (addressing the Chairman): Do say a few words about the prosperity of the company.

The Chairman: I think the balance-sheet is sufficient testimony as to our position.

Mr. Hoyle: Yes; but you ought to praise it up as much as you can.

The proposal to adopt the report and balance-sheet was seconded by Mr. Morris, and carried unanimously.

The next business before the meeting was the election of directors. The retiring members of the board were Messrs. Horsfall, Bickerstaffe, and Broadbent, and each offered himself for-re-election.

The re-appointment of these gentlemen was proposed by Mr. Hoyle, a gentleman interested in several of the most important of the public companies of Blackpool. At the outset he stated that he moved the re-election of the gentlemen in question, as he thought they could not be improved upon. They were now well versed in electricity, and all matters appertaining to the working of the company, and he thought it would be an unwise policy to displace them with men not so competent to deal with their affairs. They had all had to learn something or other about electricity, and there was nothing like being without dividend to make them learn. He acquired all his knowledge about the science in the year they paid no dividend, and a great many of them began to study it at the same time. It was now taught, however, in many of their schools, and their streets, houses, and shops were beginning to be lighted by means of the brilliant illuminant. He could not refrain from referring to the question of the lease. He saw from the Bill which the corporation were promoting in the ensuing session of Parliament that that body were seeking to obtain, amongst other things, any powers which might be deemed expedient to enable them to take over the works of the Blackpool Electric Tramway Company, Limited. He thought, however, that the corporation had powers enough - it had been a one-sided bargain right from the very first, and he fancied that they would all be unanimous in opposing the granting of further powers to the corporation in any shape or form. Two deputations had waited upon similar representatives from the corporation with regard to the widening of one of the piers with which he was connected, and when everything appeared to be settled the corporation stepped in, and all was unsettled. That corporation seemed to him to consist of a sort of "brotherly love" - a secret society - and "the brotherly love" lot went up to London and threw away from £600 to £700 iu needless expense, and they would do the same thing again with the Electric Tramway Company if they did not mind.

Mr. Barcroft seconded the motion, which was then carried.

The Chairman thanked the shareholders on behalf of himself and his colleagues for the confidence they had reposed in them, and at the same time expressed their thanks to Mr. Hoyle for the words of advice and caution he had given utterance to.

Mr. J. D. Taylor, of Halifax, was the retiring auditor, but he was re-elected on the proposition of the Chairman, seconded by Mr. Hoyle.

This concluded the business open to the Press, the shareholders remaining behind to discuss the matter privately, as mentioned above.

From the book "The Golden Age of Tramways"
Charles Frederick Klapper, 1961

A most interesting experiment took place in Bradford in April, May and June, 1892, with an electric car of remarkable design which ran successfully in public service for a month from May 16. Alas, it cost at least 10 3/4d. a mile to run and receipts were about 11d., so that it was not perpetuated, although the high running cost was due only to high costs in generating current at 305 volts. Many features of this car were hailed again as new, years later. The experiment was, like that eight years before at Blackpool, directed by Michael Holroyd Smith of Halifax, but the 6 1/2-ton 36-seat car, built by Lancaster Carriage and Wagon, had a truck built by Easton and Anderson, Limited, Erith, and incorporated motors and worm gears designed by Anthony Reckenzaun, who had already proved his skill on battery cars. The route from Forster Square to Piper's Grave included a 35-ft.-radius curve on a gradient of 1 in 13 1/2 from Cheapside to Kirkgate; in Cheapside the bank eased to 1 in 14 1/2 and along Manor Row it was 1 in 90. The whole course was 660 yards and it gave steam cars a trouncing on several occasions.

Current was collected by a fixed head trolley. Control was through resistances and what were virtually four motors, totalling 28.5 h.p., arranged for all four to be connected in series for starting, two pairs in series for half speed, and all four in parallel for full speed. Each of the two motors had one pair of field magnets and two armatures, giving an independent drive to each wheel to reduce flange friction on curves. Two wheels were keyed to the axles, and two to sleeves which could revolve independently. Reckenzaun provided triple-thread worms on the end of each armature shaft togive a gear ratio of 11 to 1 and yet, through the long pitch, to enable free running with power shut off. The car took 70 amp. when climbing Cheapside. There was a Holroyd Smith slipper brake as well as regeneration to control descent. Major-General Hutchinson and Major Cardew, Board of Trade Inspectors, in fact played safe and insisted on the slipper brake. It was a pity this advanced scheme did not develop.

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Nice pic of Holroyds' cars running in Blackpool in the late 1890s:

Blackpool_c1895.jpg.jpg (111.8 KiB) Viewed 1177 times

Sadly, in 1899 the Blackpool conduit system was replaced by overhead wires...

Blackpool_1960.jpg (40.56 KiB) Viewed 1177 times

But the folks in Blackpool have been loving their electric tram cars EVer since.

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This one's pretty cute:

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In the early 1900s things didn't go so well for Holroyd...

This news from 1886 mentioned earlier:
The Telegraphic Journal and Electrical Review
November 12, 1886.

The Blackpool Tramway. - A party consisting of Mr. T. Shaw, M.P., Colonel Maude, V.C., C.B., Mr. W. Ward, and others, visited Blackpool a few days ago with the view of ascertaining the prospects of a company which it is proposed to form to acquire and develop Mr. Holroyd Smith's English patents.

and

The Telegraphic Journal and Electrical Review
December 17, 1886.

NEW COMPANIES REGISTERED.
Electric Tramways Construction and Maintenance Company, Limited. - Capital £250,000 in £1 shares. Object: To acquire the letters patent granted to Michael Holroyd Smith, of Halifax, consulting and mechanical engineer, for improvements in tramways and railways and for the use of electricity as a motive power for tramcars. Signatories (with one share each) :- M. Holroyd Smith, Warley, near Halifax; A. F. Jennings, 3, Cheverton Road, Hornsey Lane; F. R. Wright, 115, Gresham House, E.C.; F. G. Summers, 21, Landcroft Road, East Dulwich; W. H. Handley, 5, Cambridge Terrace, West Green, N.; A. Kingsbury, Earlsfield Road, S.W.; F. H. W. Power, 56, Great Russell Street, W.C. The first directors are - A. J. Lambert. A. S. Bolton, G. F. Fry, Colonel Francis Cornwallis Maude, V.C., C.B., Thos. Shaw, M.P., and William Ward; qualification, £250 in shares or stock; remuneration, £500 per annum, with an additional £200 for each 1 per cent. of dividend above 10 per cent. per annum. Registered 8th inst. by Wilkins, Blyth & Co., 112, Gresham House.

In 1899 the Electric Tramways Construction and Maintenance Company, Limited had been taken over by Henry (Harry) John Lawson...

Harry Lawson was an amazing guy. He is credited as the inventor of the "safety" bicycle in 1876:

Lawson_1876.jpg (125.86 KiB) Viewed 1177 times

Actually, that bike didn't sell so well, but things were much improved by 1879:

Lawson_1879.jpg (42.82 KiB) Viewed 1177 times

... and his improved safety bicycle set the pattern for the pedal bicycle for the next hundred years, until the world changed to electric bicycles early in the 21st century. (hehe)

Most biographies of Harry note him also as a leading light in the early days of the British motor car industry. Instrumental in getting the "Red Flag" laws revoked and organizing the 1896 Emanicipation Run from London to Brighton.

In 1900 a stock promoter named Ernest Terah Hooley got involved too, at the time an undischarged bankrupt, and described as a serial fraudster:
http://www.gracesguide.co.uk/E._T._Hooley

And between Hooley making dubious stock sales and Lawson making extravagant claims about the Companies profits and playing fast and loose with corporate monies, in 1904 Hooley and Lawson ended up in court charged with fraud.

The full text of the trial is available online:
http://www.oldbaileyonline.org/browse.jsp?div=t19041114-51

The trial went on for several weeks. And in the end Hooley went free (!) and Lawson was sentenced to twelve months' hard labour (!!)

Beyond the dealings of Hooley, the trial transcript details the inner workings of tramway companies at the time. How they were financed and promoted, etc. Holroyd and his patents are mentioned quite a few times, although there was never any suggestion that he might have been involved in any of the questionable stock dealings.

Pretty sure Harry got a raw deal there, despite what the damn accountants had to say about his books and financial maneuverings...


The Electrical Engineer
January 27, 1905

"Mr.M. Holroyd Smith has been appointed chief assistant in the mechanical engineering department of the (Northampton) Institute."

(today the Northampton Institute is the City University London.)


Eventually Holroyd retired to Wales. He died at his home, Maenan Hall, Llanwrst, North Wales in 1932.

Should also mention about Holroyd that in 1898 he proposed to the London City Council that they employ traffic circles at intersections to relieve traffic congestion, so Holroyd was also the first to conceive of "round-abouts"!

Some vids about the Blackpool trams:

Perpetual Motion: The History of The Blackpool Trams (1992)
http://www.youtube.com/watch?v=ypj3fYoGQj8

Fastfwd. to 06:40
http://www.youtube.com/watch?feature=player_detailpage&v=ypj3fYoGQj8#t=401s

125th Anniversary of Blackpool Tramway - Historic Tram Cavalcade
http://www.youtube.com/watch?v=tYMXlG2eABQ


Earliest surviving film of Blackpool? - Aug 1898-June 1899
http://www.youtube.com/watch?v=_JH_2AWktcg


Blackpool Victoria Pier (1904).
http://www.youtube.com/watch?v=nqRF8fmK_Cw


...and the Bradford trams from 1902:
Electric Tram Rides from Forster Square, Bradford (1902)
http://www.youtube.com/watch?v=6hyh58ngpIs

[thewmatusmoloki]

Blackpool_c1895_jpg.jpg (111.8 KiB) Viewed 1164 times

Well, that pic just blew me away.
I was last in Blackpool in 1970, apart from the non-sealed road and type of road vehicals, it looked pretty much the same !!!!


I think we stayed at that Bed & Breakfast in the middle of the picture.

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Pinkbike just posted pics from the 2012 North American Handmade Bicycle Show in Sacramento CA:
http://www.pinkbike.com/news/North-American-Handmade-Bicycle-Show-2012.html

Including this:

One of the show highlights was this 1888 replica of a Whippet, welded up by Paul Brodie. It's pretty damn amazing seeing the primordial soup that full suspension mountain biking emerged from, especially when so exactingly executed by as legendary a frame builder as Paul Brodie, even down to the solid rubber tires.

Everything on this bike was period perfect, including this block chain and crank

A sprung saddle was just one suspension element on this bike. The seven point suspension frame was originally designed to take the edge off the unforgiving nature of cobble stone roads meeting up with the solid rubber tires.

Another linkage in the design originally engineered by C.M. Linley and J. Biggs of London, England. The key to the design was the rigid front triangle that allowed the bike's suspension to move independently of the rider.

Another linkage.

There was no front brake on this replica bike--just a yabba dabba do style of friction brake for the rear tire. Evidently it doesn't stop so well in the wet...

Radial lacing on the rear hub.

From the Official Catalogue of Exhibits for the Centennial International Exhibition in Melbourne, 1888:

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From The Indispensible bicyclist's handbook by Henry Sturmey, 1887:

Whippet_1888a.jpg (138.17 KiB) Viewed 1122 times

The Whippet Spring Frame. - This also in general features partakes more of the cross type than any other variety. Several points of novelty exist, which may be noted as follows :- The backbone and sloping forks to the front wheel form a rigid connection between the two wheels in the usual manner. The cross tube, however, is supported at the bottom by a strong coiled spring, much in the same way as the last, whilst the top end is held up by a link attached to the backbone just in front of the attachment of the before-mentioned spring. A stout tube joins the top of the cross tube to the top of the handle-post, which is connected with the head of the steering forks by a triple-jointed pair of links, which allow several inches play before the lower end of the handle-bar and upper end of the forks could be brought together. The result of this arrangement is that, not only is a certain portion of the vibration removed, but the whole body - seat, pedals and handle-bars - are supported upon springs, and while so supported are rigid with each other, so that the give of any one part does not affect its relative position with the other portions of the machine, which should, for the comfort and power of the rider, remain constant in their relation to each other. This is one of the most successful forms of spring frames, and has, indeed, given rise to the introduction of them all.

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From English Mechanic and World of Science, February 10, 1888...

EnglishMechanic_1888Feb10.jpg (72.12 KiB) Viewed 1077 times

Hehe... "No chain or circular motion of feet for me."

Wonder whatEVer happened to young Albert... well, he was 22 years old at that time...

It seems more than a coincidence that 65 miles to the north of Whitkirk, in Middlesbrough, Yorkshire, the "Waddington and Sons Motor Company" were building motorized bikes, forecars and "voiturettes" from 1902 to 1906...

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This 3HP Waddington from about 1905 looks a little like James' trike from 1888:

Waddington-1905.jpg (53.32 KiB) Viewed 1077 times

...you know, except it's got those damned pedals for circular motion of the feet...

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Awesome Dutch outfit:
http://www.yesterdays.nl/

About Yesterdays

Yesterday’s is a link with the past, particularly with motorcycles from the past.
We are a straightforward organisation which aims at acquiring old motorcycles – in the broadest sense of the word – and making them available to enthusiasts of all kinds by means of sale.

After 35years of experience we claim to have an extensive knowledge of the world of antique and classic motorcycles.
Our field of interest ranges from pre-1900s machines till those from the thirties and forties.
We have regularly been able to provide- private enthusiasts, collectors, and museums all over the world with interesting acquisitions.

We cordially invite you to visit our site and step back in the illustrious past of motorcycling……….

We ship worldwide at cost

Incredible selection of old bikes... I really like these old Böhmerlands with sidecar... from 1936:

Bohmerland-1936-1.jpg (71.42 KiB) Viewed 1035 times

Yours today for only €69.500,00 plus shipping...


l0cK

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This looks like too much fun...

Premier_1914.jpg (69.43 KiB) Viewed 934 times

Recently sold by yesterdays.nl. They don't say how much...

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Worlds first BMW... started up production in 1923, this one from 1925:

BMW-R32_1925.jpg (72.16 KiB) Viewed 932 times

Still available! Yours for only €99.000,00...

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I mentioned here earlier the Serpollet brothers and their steam trike back in `88:
http://endless-sphere.com/forums/viewtopic.php?f=12&t=8099&start=584


The Serpollets licenced their steam engine design to a bunch of carriage builders that were interested in going horseless, so in 1890 Léon decided to go in a road trip with fellow aeronaut Ernest Archdeacon to visit some of the licencees...over 500kms, from Paris to Lyon:

Scientific American Supplement April 19, 1890
A STEAM TRICYCLE.

Some time ago it was announced in the Daily Graphic that two amateurs of adventure had left Paris for Lyons on a steam tricycle, and that the names of these two gentlemen were Serpollet and Archdeacon. M. Serpollet is the inventor of the tricycle a la vapeur, and M. Archdeacon is a young man whose name has so far been connected with aeronautics. He was the companion of the unfortunate aeronauts L'Hoste and Mangot (whose portraits were published at the time in the Graphic) on the last voyage, from which he alone returned to tell the tale. M. Archdeacon has just returned to Paris and has given me a description of his journey and a sketch of the carriage in which he and his friend rode the long distance. It appears that when the two travelers first set out it was their intention to ride against time, but this purpose they soon abandoned, and what with a number of accidents they met with en route, the terrible roads they had to pass along, and the halts they made at all the big towns on their way, notably at Melun, Sens, Tonnerre, Dijon, Macon, and others, they were nine days en route.

Scientific_American_Supplement_1890Apr19.jpg (95.24 KiB) Viewed 920 times

Oddly most of the reports say the trip took 15 days, but maybe this was round trip. Most of the "accidents" in route were mechanical breakdowns...

A year later:
The Railroad and Engineering Journal, June, 1891

A Steam Carriage. - The accompanying illustration, from the Revue Industrielle, shows a steam carriage invented and built in France by M. Serpollet, for use on common roads. It is a revival of an old idea, which has been attractive to many inventors. As will be seen, there is an upright tubular boiler and a small high-speed engine carried on the rear axle, the driving-shaft and the axle being connected by gearing and a chain. The front axle carries the steering gear. The smokestack is so arranged as to throw the smoke, etc., out at the back of the carriage. The cylinder of the engine is 5 in. in diameter and 5 in. stroke, and is arranged to cut off at 55 per cent. of the stroke.

The_Railroad_and_Engineering_Journal_1891June.jpg (83.69 KiB) Viewed 920 times

In a recent trial trip of two hours the engine developed 5.3 H.P. indicated, making an average of 257 revolutions per minute. In that time the weight of water vaporized in the boiler was 267 lbs., with a consumption of 46 lbs. of coal.

The carriage shown has tanks and fuel boxes under the seat; they will carry coal enough to run 36 miles and water for 18 miles. Ready for work the carriage weighs 2,755 lbs.; it has carried seven passengers, has attained a speed of 12 1/2 miles an hour, and has ascended a grade of 8 per cent. The longest run yet made has been from Paris to Douai, 143 miles, over a very good road, with sharp grades at several points.

...a better pic of the trike:

`Bit of an education from the Railroad and Engineering Journal a couple of months later (these early things... more like Monsters of Iron):

August, 1891
STEAM CARRIAGES ON COMMON ROADS.

In the June number of the Journal, page 286, there was published an illustration of a steam carriage, invented and built in France by M. Serpollet, for use on common roads. In the description this was referred to as a revival of an old idea. Some correspondents having taken exception to this, we reproduce here, from our old files, two illustrations showing steam carriages, for their information and for the benefit of our readers generally as a bit of history.

The first illustration is from the Railroad Journal for November 10, 1832 (Volume I, No. 46), and shows a steam carriage invented and built in England by Messrs. Ogle & Summers. From the account given, it appears that this carriage actually made the trip from Southampton to Oxford and from Oxford to Birmingham, on the latter trip carrying 22 passengers. The figures or numbers of reference on the plate are explained as follows: "1, Helm by which the carriage is guided. 2, Seat for the conductor. 3, Coupe, like French diligences, for four persons. 4, Seat for outside passengers. 5, Hand-pump for filling tanks. 6, Seat for engineer. 7, Pipe for surplus steam. 8, Jigger by which the furnace is fed. 9, Flue or chimney. 10, Boiler. 11, Furnace. 12, Blower, worked by a strap around the axle. 13, Water tank. 14. Brake, regulated by a lever on the conductor's seat. 15, Carriage for eight inside. 15, Wheels, very strong; the spokes not here marked. 16, Springs on which the machinery rides. 17, Springs on which the carriage rests. 18, Frame connecting whole. 19. Machinery under the carriage. 20. Ash-box under the furnace. 21, Pump by which the engine forces water into the tanks. 22, Piston for working the pump."

The_Railroad_and_Engineering_Journal_1891August.jpg (89.3 KiB) Viewed 920 times

No particular description of the machinery is given, except that there were two cylinders, 12 1/4 in. in diameter, and the success of the carriage was attributed largely to the boiler, which was very strong but light, and had a large heating surface for its size. The pressure was carried up to 200 lbs. The speed on the journey varied from 10 to 14 miles on a level; seven miles was reached on a hill.

The second engraving is from the Railroad Journal of November 17, 1832, and shows a steam carriage built by Walter Hancock to run between London and Greenwich. At that date it was stated that the inventor had been running it experimentally about a year, and had been for a month working it regularly on the road for hire. The boiler was a special feature of this carriage; it was a sectional or tubulous boiler, composed of tubes connected at top and bottom and held together by bolts; these tubes were surrounded by a cylindrical iron casing, in the bottom of which was the fire-box. This boiler, the inventor stated, had been tested up to a pressure of 400 lbs., but in ordinary working he used from 70 to 100 lbs. Of the machinery no description is given; but apparently the cylinders were connected to the rear axle, the steering being done from the front axle by a chain and pulleys. The engine and boiler were carried on the back end in a large compartment, the front part consisting of two coupes for passengers.

The_Railroad_and_Engineering_Journal_1891August1.jpg (117.65 KiB) Viewed 920 times

These carriages disappeared when actual trial had proved that steam power could be applied to very much better advantage on a railroad, and the Liverpool & Manchester Railroad trials may be said practically to have put an end for the time to further experiments on steam carriages for common roads.

At present we have nothing to show what was the subsequent history of these two steam carriages. It would be interesting to know how long they continued in use and what finally became of them.

Making some allowance for the imperfections of the old engraving, and for some change in fashion of carriages, the Ogle & Summers carriage does bear a family resemblance to M. Serpollet's new device. Probably the idea will come up again from time to time, and some day it may come into use; but progress is to be made now by small improvements in the engine and generator. The general idea was certainly not new even in 1832, for it antedates the first railroad by many years.

That it has been revived in this country as well as abroad, the Patent Office records will show. Some engineers will perhaps remember also a steam carriage which was built about 1858-61, by an artist named Fisher, in New York, but never quite reached the point of successful work.

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"Monocasco" concept bike, 2012:

Monocasco_2012.jpg (72.31 KiB) Viewed 903 times

Seen here:
http://www.art-tic.com/monocasco.html

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Found another electric trike, a US patent from 1890 from Richard J. Fleischer of the tiny community of Tisch Mills, Wisconsin...

US439395-Fleischer_1890.jpg (81.85 KiB) Viewed 871 times

US439395-Fleischer_1890a.jpg (99.1 KiB) Viewed 871 times

Richard assigned 2/3 thirds of the patent rights to Anton Langenkamp and Charles Dederich... No idea who Dederich was but Langenkamp looks like a local busiessman... He and his brother Bernard bought the local brewery in Tisch Mills in 1887 and proceeded to make great beer `til they sold the place in `98. Interests in local lumber mills, active in politics etc.

But can't find any record that Richard EVer got his trike off the paper...

Mention in The Electrical World, November 8, 1890

Our Illustrated Record of Electrical Patents
439,395. Velocipede; Richard J. Fleischer, of Tisch Mills, Wis. Assignor of two-thirds to Anton Langenkamp and Chas. Dederich, both of same place. Application filed March 21, 1890. In a velocipede, the combination, with a frame or platform carrying forks, pins or lugs, of a series of galvanic cells or generators and an electromotor on said frame or platform, a lever for varying the position of the brushes of said motor, a transverse rod extending across the top of the cells and connected to the upper ends of one of the metallic plates in each cell, and flexible connections connected to the ends of the rod and provided with enlargements or clutches to engage the forked pins or lugs.

The next US patent that shows from "Richard J. Fleischer" is 538,643 dated April 30, 1895 for a "Detonating Fire-Alarm"... basically a canister of explosive powder with a fuse that was intended to warn folks that their place was already engulfed in flames...

He gave his address then as Milwaukee...

Varied interests seems like, as his US Patent 582389 from May, 1897 was for a rotary steam engine...

"The Motor way" in 1905 mentions Milwaukee's first "automotive floral parade", and "...Dr. RJ Fleischer and family in a touring car which was covered with pink poppies and chestnut leaves..."

Looks like Richard became a medical doctor, but continued to dabble...

US Patent 888602 from May 26, 1908 for "...effective sealing of the jars of secondary batteries..." and US Patent 907487 from December 22, 1908 for a "Storage-Battery Attachment" (a built-in hydrometer)

From "Automobile topics" in 1911

Milwaukee Specialty Reorganized
The Milwaukee Auto Specialty Co., of Milwaukee, Wis., which succeeded to the business of the General Accumulator Battery Co. several years ago, has been incorporated with $75,000 capital, Dr. Richard J. Fleischer as president. The concern has a factory at 124 Second street, where it makes the Radium line of accessories, including storage batteries..."

There are ads from the "General Accumulator and Battery Co." starting in 1908:

Popular_Mechanics_1908April.jpg (42.27 KiB) Viewed 871 times

His son Walter managing a garage they opened in 1913...
From "The Accessory and garage journal":

The Milwaukee Auto Specialty Company. Milwaukee. Wis., maker of accessories, has opened a garage and service station at Chestnut and Seventh streets, adjoining its factory. Walter R. Fleischer is in charge as manager.

And Richard finally retiring from the biz in 1920...

From "Automotive industries":

The Milwaukee Auto Specialty Mfg. Co. has been incorporated, with a capital stock of $25000, by members of ... Dr. Richard J. Fleischer, who founded the business, will retire, his son, Walter R. Fleischer, taking over his interest.

In "Iron age":

The entire Interest has been acquired by Walter R. Fleischer, Walter J. Raley and William J. Schubert, who were associated with the old concern. It will continue the manufacture of metal automotive specialties and parts.

Interesting guy...

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Nice detail from the early days of power electronics...
http://www.youtube.com/watch?v=QWfg6SHxpJk


One in action...
http://www.youtube.com/watch?v=OWZE6g6Ytlw




I want.

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CYCLING.
BY A. WYNTER BLYTH, M.R.C.S., L.S.A. Medical Officer of Health and Public Analyst for Marylebone.

(A lecture delivered before the Balloon Society, Westminster Aquarium, July 21st, 1882. Reprinted in The Wheelman, Volume 1, October, 1882 - March, 1883)


History. - The history of the application of mechanism set in motion by the feet or hands to four-wheeled carriages is, I believe, anterior in time to the idea of two-wheeled machines. In the London Magazine for August, 1769, there is an illustration and desciption of "a chaise to go without horses, by a certain John Vevers." It appears to have been a true velocipede, - a large open carriage, - and the footman sat behind and worked certain levers, while the master, sitting in front, steered by a mechanism applied to the front pair of wheels.

In the early part of this century a strange machine of French origin was imported. At first it was called the "Dandy Horse," afterwards the "Hobby Horse." It appears to have become in a few months the rage of the fashionable world, then to have declined with equal rapidity. The decline was probably in part due to the storm of ridicule which the movement excited. The construction of the "dandy-horse" was very simple: two wheels of equal size, one in front of the other, connected by a wooden bar. The front wheel could be twisted by means of a suitable mechanism to the right or left; the rider sat on the middle of the bar, his feet on the ground, and by alternately pushing with his feet propelled himself along. Nothing could well have looked more absurd than a gentleman, exquisitely dressed in the fashion of the times, going along the muddy streets in this guise. The caricaturists did not fail to take advantage of a sight so novel, so extraordinary. I have found in the British Museum twenty-five caricature prints, ridiculing dandy-horses (1819-1821); probably there are more than these, for some may have escaped my notice. A few of the caricatures may be noticed. One, for example, - one of the best, - is by Cruikshank, and is entitled The Horsedealer. In the foreground, a coarse-looking man, in shirt-sleeves and striped waistcoat, is attempting to sell a "dandy-horse" which two swells are regarding. The horsedealer "warrants him sound and free from vice." One of the gentleman rejoins that he does not think there is "quite barrel enough;" the other swears "he has been down." Three horses stretch their necks out from an adjoining stable, staring at the phenomenon with looks of fear and curiosity. A surly groom sits scowling on a low stool, with folded arms, while in the background are two or three mounted dandies.

There is another entertaining print, entitled "Bumbailiff outdone, or one of the comforts attending the patent hobbyhorse." A debtor is represented cycling away from the baliffs. A third print is subscribed, "The Spirit moving the Quakers upon wordly vanities." A crowd of Quakers, with their broad-brimmed hats and long quaint coats, are seen on dandy-horses, going to the meeting-house, the front wall of which is covered with hooks or pegs, upon which those who have already arrived have hung their wooden steeds.

(The titles of some of the other prints are as follows: - "A raw Irish jaunting car, the dandy's hobby; the velocipede, or perambulator, by which you can walk at your ease, and are able to walk in the mud at the same time." "A land cruise on one of the patent hobby-horses exhibiting at the west end of town." "Going to Hobby Fair." "The ladies' accelerator." "Parsons' hobby, or comfort for a Welch curate." "Anti-dandy infantry, or the velocipede cavalry unhobbyed." "Collegians at their exercises, or brazen-nosed hobbies." "Stop him who can, or the English patentee introducing a French hobby-horse, or a bit of a rush down Highgate Hill to Long Acre." "Every one on his hobby." "The female race, or dandy chargers racing at Maidenhead.")


On the dandy or hobby-horse dying out, the velocipede took its place. The history of the early velocipede can never be told in its entirety, for it is a history of isolated efforts made by ingenious mechanics, working under every kind of disadvantage. Machines were, however, produced, - rough, complicated, and clumsy; a few showed distinctly germs of the modern improvements. The idea of two wheels, the one provided with pedals, took a practical form certainly as early as 1862, for in the exhibition of that year a machine was exhibited; but it made no mark, nor was it until fourteen years later that anything approaching the modern bicycle was adopted in England. In that year Mr. Charles Spencer introduced the two-wheeler, which has been called "bone-shaker." The wheels of the "bone-shaker" are of nearly equal size. The machine is constructed of wood; it is heavy, and possesses a rigidity justifying its name. Nevertheless, on such a machine, Mr. Spencer rode from London to Brighton, a feat recorded in The Times of Feb. 19, 1869.

From 1868 up to the present the record of the wheel has been one of progress; the substitution of iron and steel for wood, the invention of the spider wheel, the application of India-rubber to the tire, and ball-bearings to the wheel, combined with almost perfect springs, have reduced friction and vibration to a minimun.

A few years ago a distinguished mathematician held that it was impossible for cycling to be a saving of labor; for, said he, you have to move your own body in addition to that of the machine. Experience has proved this view to be altogether erroneous, for distances can be accomplished by cyclists which are simply impossible to the mere pedestrian, and with less fatigue. The explanation is, I believe, simply this: when we stand or walk, the weight of our bodies presses on the ground, representing a force which in no way aids progression; it is lost; but on the wheel this force is utilized. The difference between walking and cycling is, then, as follows: walking is wholly muscular exertion; cycling is one-third muscular force, two-thirds weight force or gravity. The cyclist alternately puts his weight first on one pedal, and then on the other, and the chief part of the muscular force used is not used in directly rotating the pedals, but in this shifting of the weight of the body. A long walk tires the ankle-joints, the knees, and the hips, in part from the very weight they have to support; and this weight, so long as we walk, is continuous, but in cycling it is discontinuous. In cycling, the main stress is on the muscles in front of the thigh; in walking, the calves and the muscles moving the feet are among the first to get weary, but so little is this latter the case on the wheel, that a rider, after a long and sustained effort, often feels quite up to any reasonable amount of walking.

Speed Of Bicycles. - With regard to the speed of bicycles, from the records of races, we are enabled to speak with some precision. As might be expected, the speed diminishes with the distance to be traversed.

Mr. Cortiss, an athletic surgeon, has ridden the mile at a little over twenty-two miles per hour. Mr. Falconer has cycled two miles at a little over nineteen miles per hour. Twenty-five miles have been ridden at an average speed of eighteen seven-tenths miles per hour. Fifty miles at a speed of seventeen three-tenths per hour; and, lastly, a hundred miles in the Bath competition have been cycled in seven hours and twenty-six minutes, or an average of thirteen two-eighths miles per hour.

The speed of tricycles cannot be said to have been settled; the machines are, however, rapidly approaching in perfection the bicycle, and though it is improbable that they will ever attain such high speed as the two-wheel, they have advantages which, to a great extent, compensate for a little slower movement.

Tricycles And Bicycles Compared. - Tricycles are less dangerous; they are more comfortable for touring purposes, since a larger amount of personal luggage can be carried, and it is so much easier to stop when and where you choose and enjoy the scenery. On the other hand, bicycles have not alone the convenience of swiftness, but of being easily stored. In the future, without doubt, each morning will be seen some twenty or thirty thousand cyclists coming toward their business in commercial centres, and if each of them are to ride tricycles, the matter of storage might be difficult, without considering the yearly rent for warehouse room; but a bicycle can stand in a passage, in an office, an area, or almost anywhere, and, lastly, not the least advantage is the greater readiness, in case of injury to the rider or the machine, that the bicycle and rider may be conveyed by a hansom, or any other light carriage, to his home or a railway station.

What Is The Best Machine To Buy? - As to the question, What is the best bicycle or tricycle to get? the answer is, that there are so many varieties of machines, and so many different wants to satisfy, that each must judge for himself. With regard to bicycles, those who have practically studied the subject are unanimous in their opinion that for each height of rider there is a diameter of wheel which cannot with any comfort be exceeded. It is possible for men of ordinary height to ride very tall machines, but they do so with much greater labor and risk than if they rode machines suitable to their height and length of leg. Learners generally, and middle-aged men, might do worse than to get a "Facile," a much safer steed than the ordinary bicycle. A little time ago, a gentleman, nearly sixty years of age, did a hundred miles in the day on a Facile, so that, although a small machine, it is capable of doing good work.

With regard to tricycles, there are all kinds of makes; they may be divided roughly into those that have the steering wheel behind, and those that have it in front. The former class were at first in favor; but at the present time riders, with justice, prefer the Salvos, Cheylesmores, and Fleets, - all front-steerers. The Humber, it is true, though a rare steerer, is a great favorite; but the Humber is a special machine altogether. Those who, knowing nothing practically about tricycles, yet wish to purchase one, should go to some of the numerous establishments where machines are let on hire, and try every make they think is most suitable for their particular requirements; otherwise they may buy a machine which they will afterwards be glad to part with at a loss.

Cycling For Ladies. - Ladies are now cycling, and their numbers are daily increasing. For ladies the best possible machine is a Sociable, always provided they can get a companion, who should preferably be a male cyclist. In this way the lady learns with ease; she is provided with a suitable escort; and, if anything goes wrong, she has assistance at hand. Besides the advantages of the Sociable for ladies, the machine itself has intrinsic merits likely to render its growing popularity permanent. On a long tour - a companion is almost a necessity for any enjoyment - a Sociable will carry any reasonable amount of luggage; there is a division of labor; the moving of three wheels is divided among two persons; and, lastly, it is far safer in descending a steep hill than any other machine.

A very special machine has been brought out by the Centaur Coventry Company, in which four people propel the three wheels of a tricycle. The labor of movement is here minimised, for to each person there is only about seven-tenths of a wheel. In all probability, this machine will become a great favorite wherever there is an adult cycling family.

Long Journeys. - Wonderful journeys have been done on the modern machines; a cyclist has ridden on a bicycle 202 miles in the twenty-four hours.

(There have recently been performed on the bicycle longer distances. Mr.W. S. Britten has ridden to Bath and back in the twenty-four hours, 212 miles. Mr. W. F. Sutton rode 222 miles in twenty-three hours and fifty-five minutes, twenty-one and a half of which he was in the saddle! This is certainly a feat which it will be difficult to imitate or exceed.)

The Rev. H. G. Simms rode from Birmingham to near Brighton in about twenty-two hours, a little over 154 miles, on a Coventry rotatory tricycle. Messrs. Bird and Marriott, the one on a Humber bicycle, the other on a Humber tricycle, rode from Derby to Hollyhead within the twenty-four hours, a distance of 180 miles.

The Use Of Cycling. - Tricycles or bicycles are used at the present time by many rural postmen in different parts of the world, by clergymen, by medical men, by policemen, and it has even been gravely proposed that a volunteer battalion of cyclists should be formed. This idea, at first sight whimsical, on close examination seems both feasible and practical. What quicker and more convenient method, indeed, is there of transporting, in a few hours, a thousand or two thousand men, armed with weapons of precision, to occupy a distant part, and hold it, - for a few hours it may be, - against a superior force, until the main body comes to their assistance; or, again, what readier method of transmitting intelligence is there, in the presence of roads, and the absence of rail or wire? But the great boon of cycling - leaving the volunteer battalion to its merits - is its value to the working-man in the extension of his residential area. The working-men in our great cities have to live, for the sake of proximity to their work, in crowded tenements, in which cleanliness is difficult, and pure air impossible; while their progeny, cramped up in a single room, grow up under conditions unfavorable to their health, and inimical to their morality. But let the working-man save his money and buy a bicycle (the larger and broader tricycle will in nearly every case be out of the question on account of storage room). A radius of ten to fifteen miles is then open to him, and if he has to get up an hour earlier in the morning, and to come home an hour later in the evening, the benefits of purer air, cheaper and better accommodation for himself and family, will in the long run more than repay. Any cheaper means of locomotion, which has a tendency to make the English home healthier by relieving the pressure that has hitherto herded men and women together like penned-up animals, should receive the hearty support of the hygienist, the philanthropist, and the legislature.

The Best Food For The Tourist. - I may be expected to say something relative to the best food for the cyclist, the more especially when he is making a prolonged effort; but I have studied the diets recorded as in use, and find that those who have done long journeys successfully have used that class of diet which science has shown most suitable for muscular exertion, viz., one of a highly nitrogenized character, plenty of meat, eggs and milk, with bread, but not much butter, and no alcohol. I have cycled for over fifty miles, taking frequent draughts of beer, and under these circumstances, although there has been no alcoholic effect, it has caused great physical depression. The experience of others is the same. However much it may stimulate for a little while, a period of well-marked depression follows. I attribute this in part to the salts of potash which some beers contain, in part to injurious bitters, and in part to the alcohol. My own experience as to the best drink when on the road is most decidedly in favor of tea. Tea appears to rouse both the nervous and muscular system, with, so far as I can discover, no after-depressing effects.

Conclusion. - Those who witnessed the colossal meet at Hampton Court of over two thousand riders, or who have even casually marked the great development of cycling, as can be seen in the enormous manufacture, in the excellence, variety, and ingenuity of the machines, or in the large periodical literature devoted entirely to the interests of cycling, or in the numerous clubs and associations, or, lastly, in the simultaneous rise of a hundred minor industries dependent on the greater, may well ask, where will it end? Steam tricycles; electric bicycles; the whole metropolis paved with wood or asphalt; the great main roads of the country reconstructed, with a special reference to the cyclists' requirements; the rise again of the old coaching inns, under the name of cycling hotels; all these are possibilities, some are probabilities. In any case, I trust I have shown that the wheel has its raison d'etre and its uses, and that its great future may be confidently forecast. The wheel is a temperance organ; alcoholic excess is fatal to long rides. The wheel is abolishing the groups of idle young men on highdays and holidays, standing at the corners of the streets, generally full of mischief, - a mischief sometimes deepening into crime. The pent-up passions now evaporate with copious perspiration in road and lane.

The wheel is a civilizer; the knights of the road have a freemasonry of their own; they meet together, they help each other, and are knit into one mighty brotherhood by mutual sympathies.

"Fortune herself is a cyclist, -
Long Live the Wheel!"

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Mergomobile_c1880.jpg (46.83 KiB) Viewed 984 times

...with advanced Yo-yo ratchet drive...

Mergomobile_c1880a.jpg (65.86 KiB) Viewed 984 times

...and super-comfy spring-loaded seat

Mergomobile_c1880b.jpg (42.27 KiB) Viewed 984 times

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Man, I think I am in love again... with a 20 year-old French girl...

Dunno why some folks think French gals have a racy reputation...

Albert_Joseph_Penot.jpg (47.13 KiB) Viewed 1094 times

Probably we can blame the French for this. Folks like Gladiator, that were one of the largest and most successful bike manufacturers in France by the early 1890s:

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My grrrl's racy, but not THAT way...

Seen here:
http://www.motorbase.com/manufacturer/by-id/92554516

In 1891 Alexandre Darracq and Jean Aucoc formed a partnership to make Gladiator bicycles at a factory on the eastern edge of Paris at Pré-Saint-Gervais. Late in 1896 an English financial syndicate headed by Harry Lawson brought together the cycle firms of Clément, Gladiator, and the French Humber branch. Darracq soon left and established his Perfecta works whilst Adolphe Clément remained involved with Clément-Gladiator organisation.

By the mid 1890's these guys were sticking motors on their tricycles...

In his 1897 book "Du Char Antique à l'Automobile: Les Siècles de la Locomotion et du Transport par voie de terre" (From the Antique Chariot to the Automobile: The Centuries of Transport and Locomotion by land), Marcevaux talks about these trikes in his final chapter "The animated motors. - Automobiles and Motorcycles" (usual bad translation from original French):

Motorcycles are generally the three-wheeler. We saw earlier that MM. Dion and Bouton had the first idea of ​​applying steam to cycling. Today manufacturers use the same petroleum in tricycles out of their workshops, and without equaling the speed of the powerful four-wheel cars, these slim machines, in races where they competed, have always given very satisfactory results. (Paris-Marseille and return approximately 1.700 km in 83 h. 13 min., 20 kil. to the 40 hours. Rain and wind.) The small petrol engine of the tricycle Dion is located at the rear of the vehicle, it turns on electrically by means of two accumulators contained in a sheath fixed under the horizontal tube of the frame. A pair of pedals allows the rider to add their muscle power to mechanical power in difficult passages or steep inclines.

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Tricycles of the Gladiator company are arranged differently. The wheels are steered and placed parallel to the front and the engine. The mechanism is therefore under the eyes of the rider. Moreover, the weight of it, covering only the rear wheel, the pressure is evenly distributed on all three wheels, which is worth only better for the tires. As with the Dion tricycle, the tricycle Gladiator is equipped with pedals that are operable to move up inclines. The same company builds quadricycles of similar construction.

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Finally, an engineer whom we had already mentioned, Mr. Bollée, of Mans, has invented a petroleum tricycle known as the Bollée Voiturette.

The Bollée voiturette is a tandem tricycle. Furthermore it has the advantage of carrying two passengers and even some luggage, this machine has a solid stability. Its parts are very simple and very obvious, its maneuvering easy. Spending on petroleum barely exceeds two cents per kilometer and three changes of speed ensures the greatest running average of 25 kilometers per hour.

Everything in the Bollée voiturette was sacrificed to the practical, unfortunately nothing to elegance. The considerable width of this vehicle, lowering its center of gravity that is, running, only 40 centimeters above the ground, the exteriority of its bodies, are a kind of monster, a monster, indeed, wonderfully docile and convenient.

From the foregoing it follows that motoring is currently capable of rendering the greatest service. We emphasize the word now, because many people, sadly impressed by the enumeration of defects publicist warned that any should give to this kind of engine, imagine that the mechanical locomotion, given its recent introduction, is still impractical. It is true that this prejudice is disappearing, as the horseless carriages are multiplying in the streets of our cities and our roads of France, unspoilt by rules and regulations, which does not occur in all countries, England for example.

Not to mention the companies that currently make to the general public motors applicable to trams, road tractors, the hackney coaches, every day we see our merchants welcome the new invention, as they adopt for their deliveries to their services, traveling salesmen, the horseless carriage. For tourists who are performing at their option, daily journeys of 100 or 200 km, ask them if motoring is practical, and why they do not expect the improvements and you will see they will not hide their desire to laugh ...

And now, we cannot close this chapter without touching on a question which must be described as burning, having already raised a number of discussions and put many minds in turmoil, this issue affects both cycling and motoring as we wanted, without good reason, oppose one another.

Motoring and cycling are two modes of locomotion, that is all their report them, and the second not dethrone the first over the use of the car has replaced walking.

Bicycle and horseless carriage can coexist, they do run the same time road, and it is concerning them, the only way that we can venture out at the same time.

In the words, not very correct, but quite striking, we have written many times, cycling is a sport, motoring is transportation.

In cycling, man uses all his organs of locomotion and also involves all the energy available to him: muscular energy, mental energy. We know that it is valuable to racing cyclists and for many of them, the success factor. Experiments with dynamometers and medical tests have established that the winner of a long distance race was the most tired sometimes, but his tenacity, increased in inverse proportion to his muscular efforts, as it kept him in the saddle to the finish line.

Feeling contact with the ground only by a narrow tire, tracing its path to the rigor in a rut, cleaving the air in balance and speed: phenomena that creates by his own will change abruptly his pace or direction by a sudden pressure on the pedals or handlebars - I was going to say a wing beat, as does the bird - always have a time of satisfaction after effort of the muscles, such are the charms that only the bicyclist knows. Adding to his horse, from time a drop of oil is sufficient.

Financially, the motorist spends much more, but his muscle effort is zero: the driver is carried, and it is clear that over long distances, it will beat all cycling champions. But apart from any question of endurance and speed, mechanical locomotion is for all ages and both sexes: it is the supreme mode of tourism that is suitable for women - accompanied by a sportsman for driving the vehicle, - means that allows all to enjoy, without the concerns of the mechanism, the charms of the trip.

Nice! Now women can enjoy locomotion too (as long as there's a man along to drive)!


Here's a pic of my girl, Anthelmina, on a newer Gladiator trike, where they'd gone rear-engine same as Dion and Bouton:

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Many of the press reports prefaced her name with "La Petite"... one reporter described her as "délicieuse", but that's just rude...

For a couple of years she had been having some successes around velodromes in Franch and England, but truthfully, often in "mixed" tandem competition:

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But she REALLY starting making the news when she agreed to tour Australia as a promo show for the latest Gladiator motorized trikes...

La Presse March 5, 1898

Cycling
TODAY'S NEWS
For Australia. - We announced a few days ago, a so-called Australian manager was negotiating with two riders to take them to Australia.

The first negotiation having failed, he resumed yesterday with two other riders, Marie-Paule and Serpolette, who, too, are reluctant to make the trip without first serious guarantees on the part of the impresario.

La Presse March 25, 1898

Cycling
TODAY'S NEWS
Last night the little racer Serpolette left for Marseilles, where she embarkes for Australia.

The Sydney Morning Herald Saturday 16 April 1898

A RACING WOMAN FOR SYDNEY.
Madam Serpolette, the famous French racing woman, is on her way to Sidney in the steamer Armand Beebic. She is one of the best racing women of France, and has recently won a six days' race in England, besides many races in which she has competed.

The Advertiser (Adelaide)Tuesday 19 April 1898

A FEMALE RACING CYCLIST.
One of the latest products of the old world is the female racing cyclist. The belles of the Parisian racing paths have, at the Olympia in London, endeared themselves to the hearts of the English crowds, and the manner in which the French ladies follow speedy pace and race from the home bend to the taps in tip-top sprints has put many of the sterner sex to the blush in the old country. Two of the most famous riders on the French and Engish tracks are Mdlles. Lisette and Serpolette, and, observes the Sydney Daily Telegraph, news was received in the city yesterday by a local cycling firm that the latter lady is on her way to Australia to race and give exhibitions on the local paths. The tour of Serpolette in the colonies has been arranged by M. Ullmo, who recently conducted the visit of the French pace follower, Lesna, with such success. Serpolette will arrive in Australia in about a fortnight, and her appearance will no doubt be eagerly awaited.

The Dubbo Liberal and Macquarie Advocate (NSW)Wednesday 20 April 1898

The latest excitement in the world of sport is a female bicycle racer. The young lady, who is to arrive in Australia next week from Paris, has a great reputation as a "scorcher," and holds some good records for speedy riding. When racing she wears a sort of bloomer costume, which it is stated she is willing to abandon - and of course adopt some other garb - in deference to stricter Australian ideas.

The lady's name is Serpolette, which familiar cognomen carries the memory back to the saucy servant in the "Bells of Corneville"; and if the cycling Serpolette is as speedy as her operatic namesake was fast, she should make a few records.

Morning Bulletin (Rockhampton, Qld) Saturday 23 April 1898

CYCLING.
Madam Serpolette, the famous French racing woman, is on her way to Sydney in the steamer Armand Behic. She is one of the best racing women of France, and has recently won a six days' race in England, besides many races in which she has competed. She will give exhibitions in various towns in the colonies. She will ride an open frame Machine, and will wear skirts. While in Australia the Frenchwoman will make an attempt on several records, including the one and five miles and the intervening marks. The fair visitor will land from the boat at Western Australia, and will show at South Australia and Victoria before coming on to Sydney.

Australian Town and Country Journal (NSW) Saturday 23 April 1898

Field Sports and Aquatics.
Cycling.
The lady cyclist is getting on. Mdlle. Serpolett, a French champion is on her way to Australia, under engagement to a French cycle company, to ride for all records from one to five miles. The distinguished female is on board the Armand Behic, which should reach Albany this week. It is her intention, or, rather, that of her manager, to give exhibition rides in West Australia before coming to the eastern colonies. That Mlle. Serpolette is something of a "stayer" is shown by the fact that she won a six days' contest at the Olympia, London, this year. Six-day ladies' races do not mean that the competitors ride all day for six days on end. Each day's riding time is generally limited to four hours or thereabouts, but even this task is sufficiently exacting for the weaker (?) sex. Mlle. Serpolett will, it is understood, make one great concession to the Australian sense of decency by riding in skirt instead of bloomers, but a rider going for records in skirts has about the same chance of success a swimmer undertaking, in heavy boots and a long overcoat, to establish new figures for 100 yards. To judge from her photograph, the visiting cycliste is well-proportioned and athletic-looking - if such a term may be applied.

The mention of "bloomers" here is bad news... It's true, back in France she could ride comfortably like this:

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But to backwoods Victorians this was code for "uppity feminist into lewd behaviour", and she might as well be dressed like this:

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The West Australian (Perth, WA) Monday 25 April 1898

Public Notices.
PUBLIC NOTICE.
Mons. ULLINO, the Australasian Representative for the GLADIATOR CYCLE CO., of Paris, who arrived from France last week and is staying for a few days at De Baun's Hotel, would be glad to hear of a firm who is willing to take up the DIRECT AGENCY of this well-known Machine.

This wheel is ridden by Lucien Lesna, the well-known French Champion, who visited the colonies last year; Porta, the Five Miles Champion of Australasia; all the Continental "cracks ;" and Mademoiselle Serpolette, the great Lady Champion, the only woman who ever rode a motor tricycle, which is a Gladiator, in Australasia. She is now visiting this colony. This firm are also the makers of the Electric (imperial) Triplet, two of which Lesna Tom Linton, and Champion are bringing over in a couple of months' time, when they will take on any man in Australia either in matches or behind pace.

The West Australian (Perth, WA) Monday 25 April 1898

SPORTING NEWS.
CYCLING.
MORE CHAMPIONS FOR AUSTRALIA.
LESNA, LINTON, AND CHAMPION
ARRIVE FOR THE SPRING
MEETINGS.
By the French mail steamer Armand Behic, which reached Albany a few days ago, there arrived from France Monsieur Lucien Ullmo, the representative in Australasia for the Gladiator Cycle Company. Those who were interested in the doings of Lesna, the great French pace follower, who visited the Eastern colonies at the end of last year, will remember Monsieur Ullmo as his manager. Lesna's career was a successful one, and at the time he secured most of the long distance records for Australia. His visit was so successful that Monsieur Ullmo states that the company have made arrangements for Lesna to re-visit Australia in company with Tom Linton, the English "crack," and Champion, a young French rider, who is described as a second Michael as a pace follower. These three riders will arrive in October next, and will be prepared to engage in matches against any rider then in Australia. Linton will compete with anyone behind pace from 5 miles up to 30 miles, Champion from 30 miles to 100 miles, and Lesna from 100 miles upwards. Accompanying Monsieur Ullmo is Mademoiselle Serpolette, champion wheelwoman of the world, an account of whose performances also appears in this issue. They have brought with them a motor tricycle, which is said to be the first genuine motor machine ever imported to Australia. It is capable of travelling at a speed of 40 miles per hour, and will be used by Mademoiselle Serpolette in the streets today. Lesna and his confrères will bring with them two electric pacing machines, the success of which have in France been phenomenal.

A LADY RACING CYCLIST.
THE WORLD'S CHAMPION IN PERTH.(By "Pedal.")
The immunity from cycle racing by the gentler sex which the Australian colonies have enjoyed up to the present time seems likely to be ended. On Saturday there arrived in Perth Mademoiselle Serpolette, the champion lady cyclist of the world. Cycle races for women are carried on to a large extent in France, England, Germany, and more especially in the two former countries. Events for women are included in almost every programme which is contested in the French capital, and at the Olympia track in London races for women are of daily occurrence. Monsieur Ullmo,the Australian representative of the Gladiator Cycle Co., who "engineered" Lesna's successful tour of the Eastern colonies last year, also arrived by the same boat as Mademoiselle Serpolette. With the assistance of M. Porta, who acted as interpreter, I was enabled yesterday to glean from the lady some of her performances on the wheel and also obtain from her her intended movements while in the colonies. Four years ago, when but 16 years of age, Mademoiselle Serpolette made her début on the racing path in an amatuer race at Aix les Bains, and was successful in annexing the event. She repeated the performance at Avignon a week or two later, and her riding being of such a high order she was engaged to ride in London at the Olympian track. She competed there at Christmas, 1895, and met with varying success during her six weeks' stay in England. Here she (in conjunction with Fournier, the then French champion) defeated the English tandem pair, Barden and Miss Grace, for the championship. Returning to France she met Louise Roger, Marie Paul, and other well-known lady riders, and defeated them for the one kilometre championship of France for 1896, the medal for which she now wears. With Jacquelin, the great French sprinter, she defeated all-comers in a tandem race on the Velodrome d' Hirer at Paris. At Strausberg, in Germany, she defeated the German champion, and at Rouen won the two-kilometre championship. Returning to France, she retired from the racing path after a time, but eight months ago she once again entered the ranks of competition, this time with a motor tricycle, with which she was more than ordinarily successful. Madamoiselie Serpolette has one of these tricycles, the first in Australia, with her, and will use it in the streets to-day. It is capable of attaining a speed of 40 miles per hour. During her visit to Australia she will endeavour to arrange either handicap or scratch races against any lady in Australia. She will also give exhibition rides behind pace and will, if possible, establish records throughout the colonies both with the bicycle and motor tricycle. Mademoiselle Serpolette rode to Osborne yesterday on her 22lb. racing machine. She wears a patent divided skirt, which is not at all suggestive even of the bloomer costume, and although it allows of perfect freedom appears like an ordinary walking dress. She will appear on the Association track during the week, and will probably give an exhibition ride at the North Fremantle race meeting on Saturday next in the interests of the Gladiator Cycle Co., which firm has sent her to the Antipodes.

The West Australian (Perth, WA) Tuesday 26 April 1898

SPORTING NEWS.
CYCLING.
NOTES AND COMMENTS.
(BY "PEDAL.")
Max Porta and J. A. Healey left yesterday for the Murchison in order to compete at pace meetings at Cue and Mount Magnet. They will be absent about a fortnight, and will therefore not be competitors at the North Fremantle race meeting on Saturday next.

Mademoiselle Serpolette, the racing wheel woman who is at present in Perth, rides a machine geared 75 inches.

Music from the various parts of a bicycle is certainly something new, but according to an English authority it has lately been evolved. A trick rider, Sarrazin, in his performances at the French Vaudeville Theatre, takes his wheel apart while in motion, and then suspends each part from a series of cords strung across the stage. When nothing is left for him to straddle but the rear wheel, he takes a little hammer out of his pocket, and plays tunes on the suspended parts of his machine, moving along from one to the other precariously balanced on the single wheel. The pitch of the various parts of the bicycle varied, and M. Sarrazin was not very communicative on the subject, but on his strange instruments he managed to play several melodies.

The manager of the Austral Cycle Agency received the following telegram from J. R. Denning, the overland wheel- man, who returned to Norseman on Saturday last, having met with an accident on the overland journey attempted by him:- "Chain broke, and walked for four days, one without food and water; strained my left leg. Cannot leave on return before Wednesday. Had a rough time, but will not give up yet." It is probable that Denning will again attempt the journey.

The adjourned meeting of the League council will be held on Wednesday evening in the secretary's office.

Pressure of space necessitates the holding over of an exhaustive analysis of the handicaps issued by the official handicappers for the North Fremantle Cycling Club's inaugural race meeting, to be held next Saturday, and an article dealing with the handicapping system generally.

Mademoiselle Lizette is the holder of the world's record for one hour among women riders. Mademoiselle Serpolette holds the two-kilometre record.

All the French cracks serve 12 months in the army. Mercier, Nossam, and Jaquelin have served their time and returned to the track, riding faster than ever. Bourillon, Norin, and Piette give up racing and don the tunic for a year in
August next.

Electric pacing has revolutionised long-distance racing in France, and is likely to be adopted in England during the season just started. The Rover Company will adopt these machines. Lesna and his confrères will bring two with them to Australia next spring.

The Fremantle Bicycle Club, not satisfied with the refusal of the League committee to sanction the holding of a race meeting on May 7, has applied to the council for patronage.

When Virgin was on his overland ride, he, like Denning, lost his way and became disabled and was forced to return to Norseman. He was delayed only one day, however, before he set out again.

The motor-tricycle, which Mademoiselle Serpolette brought with her has not yet been unpacked. She will probably ride it on the track tomorrow evening.

Parsons, it is rumoured, will pay another visit to America for the next racing season, in company with B. H. Walne and other Australian riders.

The West Australian (Perth, WA) Wednesday 27 April 1898

SPORTING NEWS.
CYCLING.
NOTES AND COMMENTS.
(By "Pedal.")
MADEMOISELLE SERPOLETTE.
Mdlle. Serpolette, the champion lady cyclist, yesterday rode to North Fremantle and Fremantle, and there inspected the local cycling tracks. She expressed approval of each track, and was especially earnest in her admiration of the North Fremantle track, which she said equalled the best she had seen in England, Belgium, France, or Italy. Mdlle. Serpolette lunched at the Cleopatra Hotel, and was afterwards entertained on board the steamer Kalgoorlie, at the south quay. In the evening a visit was paid to the Fremantle track, where Mdlle. Serpolette had a spin, which she relished very much. She was pleased to note the excellent accommodation provided for spectators. After this she returned to Perth by road. During her stay at North Fremantle arrangements were made by Mr. Geo. Oury, on behalf of the N.F.B.C, for Mdlle. Serpolette to try to break the five-miles world's record on the North Fremantle track on its opening day, Saturday next. A five-mile exhibition will be given behind pacers, and Mdlle. Serpolette will also give an exhibition on the electric motor tricycle.

The West Australian (Perth, WA) Friday 29 April 1898

SPORTING NEWS.
CYCLING.
MADEMOISELLE SERPOLETTE.
Mademoiselle Serpolette tried her motor cycle on the road from Perth to Fremantle yesterday against a very strong head wind. She was accompanied by several cyclists. The machine attained an average speed of 18 miles an hour. In many places the attendants were conspicuous by their absence. Madamoiselle Serpolette rode round the
North Fremantle track several times on her bicycle, and will endeavour to use the motor cycle tomorrow if the portion of the track now so heavily banked can be in any way accommodated to the use of a tricycle. On the way back from Fremantle, Mdlle. Serpolette gave an exhibition of speed, and compassed the distance, including stoppages to light the lamp and avoid the traffic, in the time of 38 minutes, beating the train by 10 minutes. The machine (a Gladiator motor cycle) worked beautifully.

The West Australian (Perth, WA) Thursday 28 April 1898
Display Advertising

SATURDAY, APRIL 30, 1898.
NORTH FREMANTLE CYCLING CLUB.
INAUGURAL RACE MEETING.
FIRST AND ONLY APPEARANCE FIRST AND ONLY APPEARANCE
Of
MDLLE. SERPOLETTE. MDLLE. SERPOLETTE.
MDLLE. SERPOLETTE. MDLLE. SERPOLETTE.
(Champion Lady Cyclist of the World).

ONE MILE PACED BY A QUAD.

EXHIBITION BY ELECTRIC MOTOR TRICYCLE.

ROLL UP AND SEE ROLL UP AND SEE

THE BEST CYCLE MEETING YET HELD IN W.A.

TWO EXHIBITIONS. EIGHTEEN EVENTS. TWO EXHIBITIONS.
TWO EXHIBITIONS. EIGHTEEN EVENTS. TWO EXHIBITIONS.

AND DON'T YOU FORGET IT!

T. J. LOVEGROVE, Secretary

West Australian Sunday Times (Perth, WA) Sunday 1 May 1898

NORTH FREMANTLE BICYCLE CLUB.
INAUGURAL MEETING.
The opening meeting of the North Fremantle Bicycle Club was held on the new track on the banks of the Swan this afternoon. There was a very fair attendance, but the racing was of an uninteresting character owing to the careless manner in which the handicaps had been compiled. Following are the results:

MAIDEN HANDICAP.
First prize, £5; second, 30s.; third, 10s
First Heat.
R. J. Saunders, 60yds. 1
F. Cooper, 15yds...... 2

Time,2min. 23sec.

Second Heat.
E. S. Brown, 20yds...1
F. A. Craeg, 50yds...2

Time, 2min. 23sec.

Third Heat.
T. Houston, 50yds..1
J. Taylor, 60yds...2

Time, 2min. 27 i see.

Fourth Heat.
C. H. Holm, 30yds.1
M. Musgrove ......2

Time, 2min. 24 2.5sec.

Final.
Craig .. 1
Brown .. 2
Cooper . 3

Time, 2min. 18 3.5sec.

NORTH FREMANTLE WHEEL RACE.
Two miles.
First prize, £20; second, £5; third, £2.

First Heat.
B. Walker,. 210yds.. 1
H. Webster, 180yds.. 2
A. Jewel,.. 150yds.. 3

Won by half a wheel, the remainder being all out of it.
Time, 4min. 39 1.5sec.

Second Heat.
J. R. Colledge, 180yds. 1
C. J. Lewis,... 250yds. 2
B. W. Everett,. 140yds. 3
Time, 4min. 36 1.5sec.

Third Heat.
E. R. Shaw,.. 150yds. 1
C. J. Levien, 160yds. 2
J. Coultas,.. 250yds. 3
Time, 4min. 34sec

Final.
Walker... 1
Shaw..... 2
Levien... 3

HALF-MILE HANDICAP.
First prize, £6; second, £2, third, £1.

First Heat.
Shaw,... 40yds... 1
Webster, 50yds... 2
Time, 1min. 1sec.

Second Heat.
J. R. College, 40yds. 1
B. Walker,.... 60yds. 2
Time, 1min. 5 2.5sec.

Third Heat.
C. J. Levien, 40yds. 1
F. A. Craeg,. 60yds. 2
Time, 1 min. 3 2.5sec.

Fourth Heat.
J. Hodgins, 70yds... 1
F. Webb,... 50yds... 2
Time, 1min. 2 1.5sec.

Fifth Heat.
C. Morrison, 25yds... 1
B. C. Best,. 70yds... 2
Time, 1min. 5sec.

Final
Shaw..... 1
Craig.... 2
Colledge. 3
Time, 1min.

SCRATCH RACE.
One mile.
First prize, £8; second, £2.
Ken Lewis... 1
G. Stotter... 2
J. F.Clare... 3
Won as he liked.
Time, 2min. 20 2.5sec.

CLUB HANDICAP.
First prize, £5; second, £2; third, £1
Two Miles.
F. A Craig, 100yds. 1
F. Cooper,.. 30yds. 2
J. Bovell,.. 90yds. 3
Time, 4min. 52 1.5sec.

Madelle. Serpolette, the champion lady cyclist of the world, gave an exhibition behind pacing, and also with Ken. Lewis, on a tandem. She was evidently indisposed, but created great interest.

West Australian Sunday Times (Perth, WA) Sunday 1 May 1898

The World of Wheels.
(BY "THE WANDERER.")
Apart from the fun enjoyed from the touchiness of Thomas, the chief topic of interest in wheeling circles during the past week was the tricycle doings of Mademoiselle Serpolette, who has evidently persuaded "Pedal" that she is the champion of the world. She can ride well, and made her first public appearance at North Fremantle meeting yesterday. Her costumes are neat and appropriate, and were the envy of West Australian female folk. Surely, some of the grotesque feminine figures which we witness in our streets daily will improve after the example set by the French maid.

The West Australian (Perth, WA) Monday 2 May 1898

NORTH FREMANTLE RECREATION RESERVE.
OPENED BY THE PREMIER.
THE RACING
...
Another step in the progress of cycling as a sport was inaugurated on Saturday, when the North Fremantle Club successfully carried out a programme of events on the new track. Financially, judging from the attendance, the meeting should be a pronounced success, thereby placing the club on a strong footing, with consequent good fortune for racing men generally.

The new track (the cost of which is given elsewhere) is generally approved of by racing men, though as yet it is in a primitive state. The chief objection - but an unavoidable one at present - is its narrowness. That portion of it, however, which is completed is highly commended by competitors and others qualified to advance an opinion. The fast times in which most of the events were run bore evidence of the superiority of cement over other classes of surface for the promotion of speed. The straight is undoubtedly a fine one, and unlike the conditions prevailing on most tracks, every competitor within reasonable distance on rounding the last turn has an equal chance in this respect. The fresh breeze which was blowing sent clouds of sand from the enclosure on to the track, the result being an unusual number of falls. None of those who collapsed, however, sustained any injuries. The high banking at the south end was responsible for the erratic riding of those of the competitors who have never previously ridden on such an up-to-date path.

The introduction of a new phase of cycle racing into Australia was occasioned by the exhibitions given by Mademoiselle Anthelmina Serpolette, a French cycliste of repute, who is visiting the colonies under engagement to the Gladiator Cycle Co. There being no dressing-rooms on the ground, the landlady of the Gresham Hotel adjoining kindly placed one at the disposal of the wheelwoman, who wore a neat red plush bloomer costume. It was noticeable that her appearance on the track was not the signal for the applause which is characteristic of the reception with which visiting champions in all classes of sport have been received upon their début before Australian crowds. Whether this was due merely to apathy or to a desire to express disapproval of the presence of women on the racing track is, of course, a matter of opinion. Apart, however, from that aspect of the question, there can be no doubt that Mademoiselle Serpolette possesses all the credentials of a cycling champion in Europe, and it can readily be believed that the coldness of her reception had a discouraging effect. Indeed, she confesses to having felt the indifference shown. This, added to the fact that she was undoubtedly seriously indisposed, and appeared only that she might keep faith with the public and the club, can no doubt be urged as an excuse for the slow time recorded by her in the half-mile exhibition which she gave behind pace, and the unsensational nature of her performance and her abandonment of her proposed attempt to lower records. Ken Lewis and C. Glasson paced her the distance on a tandem. She was also announced to appear on a Gladiator motor tricycle, but the steepness of the banking of the track rendered such an undertaking absolutely dangerous. A tandem ride in company with Ken Lewis over one mile was substituted. The machine used was a roadster obtained on the ground. Despite this and the fact that no toe-clips were attached, the time recorded was fairly good.

The West Australian (Perth, WA) Monday 2 May 1898

SPORTING NEWS.
CYCLING.
(NOTES BY "PEDAL."
Yesterday Mademoiselle Serpolette, with her Gladiator Motor Tricycle, rode from Osborne to the WEST AUSTRALIAN offices, St. George's-terrace, in 15min. 4sec., against a head wind. To-day it is her intention to start from the entrance to the Perth Park on Mount Eliza and ride to the entrance to Osborne in order to ascertain in what time the journey can be done on the machine.

An interesting exhibition may be seen in the window of Messrs. Splatt, Wall and Co., Hay-street, where the Gladiator Motor Tricycle is shown in company with an old ordinary bicycle. The revolution in the construction and utility of "ye velocipede" within only a few years is strikingly illustrated.

The West Australian (Perth, WA) Wednesday 4 May 1898

SPORTING NEWS.
CYCLING.
MDLLE. SERPOLETTE.
The French cycliste, Mdlle. Serpolette, who is at present in Western Australia, and who intends visiting the Eastern colonies in the interest of the Gladiator Cycle Co., for whom she is riding, has postponed her departure till next week.

The West Australian (Perth, WA) Wednesday 4 May 1898

SOCIAL NOTES.
(BY "SIGMA.")
An engagement is announced between Mr. F. P. Downing, barrister, of Perth, to Miss Ida Stone, daughter of Mr. Justice Stone. The wedding will take place on the return of Mr. and Mrs. Stone from Europe.

***

Hearing that Mdlle. Serpolette, the cycliste, was the happy possessor of some of the handsomest and newest of bicycle costumes, I called on her yesterday to see if I could get a view of these garments and, perchance, gather a few items of information about cycling generally, which might be of interest to some of my readers. Mdlle. Serpolette was very charming. We held quite an interesting conversation. Although Mdlle. Serpolette races in public and gives exhibitions of cycling, she does not in the least degree ape mannish manners, but is contented to be womanly and, what is more, ladylike. She is pretty and graceful, and I thought looked very nice indeed in the well-cut coat and skirt of grey cloth, with a vest and ruffles of pink muslin and cream guipure, which she was wearing when I called on her. Need I say that she is disgusted with the state of our streets, which she declares are totally unfit for cycling. On Saturday last she gave an exhibition of riding at Fremantle, and she spoke with evident annoyance of the remarks made on her dress, which was rational and the shape invariably worn in Paris. Knowing the aversion which English-speaking people have to a woman riding in knickerbockers, which sentiment she cannot in the least understand, she has, out of deference to their opinions, had several costumes made with divided skirts, and these I had much pleasure in inspecting. They are made by one of the best Parisian tailors, and are triumphs of the sartorial art. They are all, without exception, heavily braided, a mode of trimming which has displaced all other kinds of ornamentation for cycling costumes for the present in Paris. The divided skirt, when the wearer is walking, has every appearance of the skirt proper, and by the skilful buttoning of a panel both at the back and the front, the two divisions are made into one harmonious whole. The ends of the two divisions fall to the ankle, and to the bottom hem is fastened a loose silk lining which draws in and fastens tightly above the knees.

* * *

Mille. Serpolette contends, and with perfect truth, that this divided skirt is much better for the purpose than the one which the English women cling to with such pertinacity. She declares that Englishwomen are very easily shocked and that their sense of modesty forbids them adopting bifurcated garments, not seeing that the skirt displays much more of the leg, which it seems their ambition to hide, is absolutely dangerous by reason of its voluminous folds, and also is - that crime of all crimes in the eyes of a Frenchwoman - distinctly ungraceful. The five costumes I saw - all heavily braided - were a smoke blue, with the coat lined with blue silk revers, sleeves and back trimmed with black braid; a black serge similarly adorned; a brown serge with short coat reaching to the waist line and fastened with oblong horn buttons. The handsomest of all was, I think, a grey cloth costume, with the blouse ornamented with lines of black braid crossing and re-crossing each other, and made with a tabbed basque and pouched at the waist. The rational costumes, with their short knickers or culottes, in claret-coloured corded velvet and black cloth, distinctly became the slight figure and graceful carriage of the Parisienne.

* * *

Mdlle. Serpolette, in answer to my questions, said that hats in the shape known as Alpine or Tyrolese, simply ornamented with a quill or wing, wore mostly favoured by the fashionable ladies of Paris, and thick white gloves, drawn over the hands and fastened without buttons, were almost invariably worn. Mdlle. Serpolette leaves to-day for Adelaide, and from thence she proceeds to Melbourne, where she is under engagement to give some exhibition riding on her "Gladiator" bicycle. Her original intention of visiting Coolgardie has been abandoned. She says that she is not really very fond of bicycle riding, and the skirts which Australian ideas of modesty and the tracks which West Australian ideas of roads have forced upon her make it anything but a pleasant pastime in Perth. "What," I asked her, apropos to nothing, "do you think of the dressing of the ladies here?" "Shocking! Dreadful!! I am sorry to have to say," she answered. "In Paris ladies are wearing skirts very tight round the hips and with trains, and are very smart indeed when walking in the street; but here one sees nothing but skirts and blouses. So far as I can see there is very little attempt at dressing as we understand it in Paris, but there the aim and object of life is to get as much pleasure out of it as possible, while here -," and a shrug of the shoulders finished the sentence more graphically than any words. There is, however, every excuse for not wearing elaborate toilettes in Perth streets. Costumes that would excite no special notice in the fashionable quarters of Paris or London would be quite out of place for ordinary wear here, where, with our simpler social life, we reserve our best frocks for special occasions. Nor can it be expected that we should be quite so advanced as the Parisiennes in the matter of dress, but this I will say, speaking from personal experience, that when the occasion comes to don fine clothes you will see proportionately quite as many tastefully dressed women in Perth as in many very much larger and wealthier cities. The reception to the Governor of South Australia only yesterday is a case in point. Quite a number of exceedingly pretty costumes graced the occasion, and afforded proof of what I am always glad to assert, that one who has lived here for some time cannot fail to be struck with the increasing good taste in dress shown by the ladies of Perth.

The West Australian (Perth, WA) Thursday 5 May 1898

SPORTING NEWS.
CYCLING.
NOTES AND COMMENTS.
(BY "PEDAL.")
Mademoiselle Serpolette will leave for the Eastern colonies on Tuesday next, the 10th inst.

West Australian Sunday Times (Perth, WA) Sunday 8 May 1898

The World of Wheels.
(BY "THE WANDERER.")
The poor exhibition given by Mademoiselle Serpolette at the North Fremantle meeting will not give Australians a great idea of the powers of the lady racing cyclists of the "naughty continong." Serpolette will want to ride about twenty times as fast if she wishes to lay any claim to the championship. There are a dozen girls, even in Perth, who could run over her.

* * *

There must be something seriously wrong with the performances attributed to the pretty little French maid, or she was lamentably out of form. It is stated that she was unwell, but at the time she appeared frisky enough. At present it does not appear as though cycle racing for ladies will catch on.

* * *

Yet there are a few lady riders who are aspirants for honours. One of the local agents has supplied a member of the fair sex with the diamond frame machine, and this damsel may be seen during the evenings scorching about the streets and on the Fremantle-road. She also has a spin on the track now and again. Joe Fontaine didn't turn her off either, even though she had not parted with the usual "'arf a quid"

* * *

Serpolette goes eastward on Tuesday, and will therefore be unable to accept the challenge thrown out by Miss or Mrs. Spicer. The latter says that she can cut out a mile in 2min. 20sec, which she contends is a bit ahead of the visitor.

* * *

No matter what her abilities may be, there can be no excuse for the cold manner in which she was received by the crowd. Most of the spectators gazed at her open mouthed in an ignorant sort of manner as though they had never seen or heard of a fair creature in bloomers before. Seeing that it was her first appearance in Australasia it is only reasonable to argue that if the spectators were up to the standard of Australian crowds she would have been given an encouraging cheer. The argument which has been put forward to the effect that the apathy was a direct expression of opinion that women cycle racing won't hold water. The average colonial is about the last to object to a fair one attired in any garments or in any position. In fact, the more scanty the apparel the better he likes her. The indifference shown was felt by Serpolette, and she rightly puts it down to the ignorance of the crowd.

Western Mail (Perth, WA) Friday 13 May 1898

SPORTING NEWS.
CYCLING.
NOTES AND CHAT.
(BY PEDAL.)
The French racing cycliste who had been visiting Perth for the past fortnight departed for the Eastern colonies on Tuesday by the mail train. She intends riding at Adelaide on the 19th inst., and will then proceed to Sydney, remaining at Melbourne a few days en route. Upon her arrival at Sydney, Mademoiselle Serpolette will go into active training, with a view to giving exhibitions behind pace and establishing women's records for Australia. Monsieur Ullmo, the Australian representative of the Gladiator Cycle Company, in whose interests Mademoiselle Serpolette is visiting the colonies, also left for the East by the same train. He has appointed Messrs. Splatt, Wall and Co. as the local agents for the company, one of whose principal lines are the electric motor cars.

Western Mail (Perth, WA) Friday 13 May, 1898

THE OVERLAND WHEELMEN.
ADELAIDE, May 10.

At midnight on Monday, May 9, J. H. Wright, the Perth cyclist, arrived at Adelaide from fhe western capital. He started on March 28 for the purpose of lowering Virgin's record to Brisbane. He set out with Denning, who was called back after reaching Coolgardie. Wright proceeded by himself, and was ahead of time at Ponton Station. Here he was attacked by diarrhoea, brought on by the use of impure water. A delay of a day occurred. Upon reaching Kennedy and McGill's Station the illness returned, and compelled him to lay up for a week at Eucla. He was splendidly cared for by the South Australian Telegraph officials at Nullarbor Station, where his weakness compelled him to stay three days. Manwarra was his next destination, but he missed the road in the sand and had to walk 16 miles. Wright refers in most eulogistic terms to the kindness of Mr. Gleeson, manager of the Manwarra Station, who could not do enough for the weary wheelman. At this point Wright is over a week behind the record.

Interest in the several attempts which are being made by several wheelmen to cross the continent on their machines is increasing. The announcement that F. A. White, a well-known rider, was to commence the long and tedious journey caused a great assemblage at the Post-office on Monday morning as the hour appointed for his departure drew near. White rode up from Fremantle, leaving the Port at 8:30 o'clock. He was met by a large crowd of his club mates and other wheeling enthusiasts, and, headed by Mademoiselle Serpolette on her electric tricycle, a parade through the streets was held. A halt was made at Jacoby's hotel, where, at the invitation of Monsieur Ullmo, the assemblage drank success to the departing wheelman in bumpers of Pol Roger champagne. Mr. Lou Wall proposed the toast of his health, and on behalf of wheelmen throughout Australia wished White success on his trip, to which the latter suitably responded. The health of Mademoiselle Serpolette was also honoured. When the assembled returned along St. George's terrace to the starting point the crowd which had congregated was an extremely large one. To the accompaniment of many encouraging cheers White set off on his long journey at about 10:30 o'clock. He was accompanied as far as Midland Junction by J Coultas, E. White, and J. R. Denning, and as far as Greenmount by Swain and Fredericks. Jones, a local rider, will go as far as Coolgardie with him, his intention being to secure the Perth to Coolgardie record.

White, who is riding in the interests of the Gladiator Cycle Co., intends following the same route as that traversed by Virgin, Snell, Richardson, James Bros., and others, who have succeeded in riding across the sand plains and lonely wastes which abound between the goldfields and South Australia. He will endeavour to lower Virgin's record from Perth to Brisbane, and will then go on to Rockhampton. He will return to Perth over the same course, his object being to secure a world's long-distance record, which is at present held by J. L. Jefferson, an English rider, who recently traversed Siberia.

On Monday we received the following telegram from White :-Arrived here (York) at 8 o'clock to-night, having been splendidly paced by Fredricks. Found the roads very bad. Feel well and am starting again in the morning. Fredricks is returning. Milage covered so far, 86.

On Wednesday we received from White the following telegram -
" Hines' Hill, May 11.
"Arrived here 8:30 this morning. Jones broke forks and saddle springs. The roads are loose and rough. Am doing well, and expect to reach Southern Cross to-night."

On Tuesday Mr. J. R. Denning, one of the wheelmen who recently attempted to cross the continent but failed, again set out on the journey to Brisbane via Adelaide, Melbourne, and Sydney. He left Fremantle at 9 a.m. and the city at 10:30 a.m. Previous to his departure from the Austral Cycle Agency, a large crowd assembled, and when Denning moved off he was accorded some encouraging cheers, which were renewed as he left the Post Office.

Denning was accompanied for a few miles by some of the metropolitan wheelmen. He will follow the same route as that previously taken by him. He is riding the same machine as on the previous occasions, but has now taken the necessary duplicate parts. He will endeavour to overtake White, who left on Monday.

West Australian Sunday Times (Perth, WA) Sunday 15 May 1898

The World of Wheels.
(BY "THE WANDERER.")
The departure of Mademoiselle Serpolette is viewed with satisfaction by those who profess to object to a "fair damsel in bloomers." The cyclists of Perth have been given au object lesson in the way of cycling dress, and also in the way of sitting on and using their machines. The French maid will ride at Adelaide on Wednesday or Saturday next, and after making a tour of the colonies, will return to Perth, and probably join the team of French racing cracks who are expected to arrive early in the spring. For once the Council of the League have welcomed a proposal which is likely to open up a new era in cycling in the colonies. When the co-operation of the League to the visit of the continental crack riders was sought the council to a man warmly supported it. If the Leagues of the other colonies support the promoters the visit of the team will be an accomplished fact, and they will make their first appearance in Australia on our track. Such teams have revolutionised cycling in America and other countries, and the promoters are to be congratulated on coming to the rescue of the sport in these climes, when it is undoubtedly seriously in need of some impetus.

The Advertiser (Adelaide, SA) Tuesday 17 May 1898

GENERAL NEWS.
A LADY RACING CYCLIST.
An interesting event in cycle history is the arrival of Mdlle Serpolette, a French lady cyclist of only 20 years of age, who has followed cycle racing for the last four years, and has earned a fair share of fame. The young visitor has a prepossessing appearance and a ladylike manner, and is bound to be popular. If no matches with others of her sex can be arranged, she will be content to give exhibitions, and with this object has brought out a motor-cycle driven by electricity. Negotiations are in progress for Mdlle. Serpolette to appear at the Ariel Cycling Club's meeting on May 30.

The Advertiser (Adelaide, SA) Tuesday 17 May 1898

MDLLE. SERPOLETTE.
A LADY RACING CYCLIST.
Among the passengers by the R.M.S. Britannia, which cast anchor at Largs Bay on Monday evening after an exceedingly tempestuous voyage, were Mr. L. Ullmo, of Sydney, and Mddle. Serpolette, a famous lady cyclist from France, and none were more glad to get ashore than they. "Spokesman," of the Advertiser, met them on board ready to land, and during the trip in the launch and the run up to the city obtained some interesting particulars of Mademoiselle's cycling career and her intentions in Australia. The trip to the colonies was arranged by Mr. Ullmo, who brought Lesna out last year, and it is probable that next season he will also introduce some of the best attractions and novelties Australia has yet seen. If arrangements can be made with the leagues for Mdlle. Serpolette to appear and give exhibitions, the cycling meetings in all the colonies will be made very attractive, and her presence should assist the leagues to have a profitable year. For Mademoiselle, who is only 20 years of age, does not in any way answer to the popular idea of the French female cyclist. She is pretty and graceful, and has a charming ladylike manner. No one would think from her appearance that she has followed cycle-racing for four years, as she looks frail and delicate, and the last two days on the steamer has told severely on her. Yet she has defeated many noted cyclists, and has held her own with Jacquelin, one of the fastest sprinters in the world. She will rest for a week or fortnight at the South Australian Hotel, and will then go on to Sydney, which will be her head-quarters during the eight months she intends to remain here. After two months in Sydney she will re-visit Adelaide, and if possible arrange matches with any lady riders here, and give exhibitions behind pace or on her motor-cycle. The visit has been arranged chiefly on account of the Gladiator Cycle Company, in which Mr. Ullmo is interested, and Mdlle. Serpolette will ride that company's machine. She has brought two racing Gladiators with her - one a diamond frame and the other a dropped frame. In any engagements here she will use the lady's machine, and will ride in skirts. The motor-cycle, which is driven by electricity and which is quite new to Adelaide, will arrive next week by the Australian and will probably be used at the Ariel Cycling Club's sports on May 30 if arrangements can be made for Mademoiselle to appear. In the course of a conversation that was interrupted by the tossing of the launch and the roar of the train, Mdlle. Serpolette said that she began racing in 1895 at Aix, Avignon. At Christmas of that year she went to London, and for a month raced morning and night in matches in which 15 Englishwomen and ten Frenchwomen took part. Amongst the competitors were Mrs. Grace, Misses Land, Patterson, Marie Paule, Marcel Vautreux, Bearing, Henrietti Louisette, and Louise Roger. She rode in handicaps and scratch races and in tandem races with women. It was at that time at the Olympia track that she and Fournier defeated Mrs. Grace and Barden, the best mixed tandem pair of England. Then she went to Paris and achieved several successes, her best performance being the winning of the one kilometre championship for ladies in 1 min. 33 sec. The race was held under the auspices of the Artistic Club, and Mdlle. Serpolette won it with a very fast sprint. All the French champions, she says, are young. Bourillon, Morin, and Gongolty are each 20, Jacquelin 21, Pielti 19, and she herself is 20. The strain in racing has not affected her at all, it has improved her health, and she loves the pastime. She did not do much at an exhibition she gave in West Australia, as she was unwell, and she was much hurt at the treatment she received from the crowd. She has invented an improved cycle costume for ladies, and hopes to introduce some new Paris styles into Australia, having with that object brought a number of samples of skirts that may be used as they are or be altered into divided skirts. They are known as Gladiator Serpolette skirts, and have been patented.

As already announced, Mr. Ullmo has arranged with Tom Linton, Lesna, and Champion to come to Australia next season and they will land in the West on October 6. If satisfactory arrangements cannot be made with the leagues for their appearance Mr. Ullmo will promote paced matches between them on his own account. It is likely that Cordang, the celebrated Dutchman, who holds the record for 24 hours (616 miles) will also come out.

The Advertiser (Adelaide, SA) Wednesday 18 May 1898

MDLLE. SERPOLETTE.
Arrangements have been made by the Ariel Cycling Club and Mr. L. Ullmo for Mdlle. Serpolotte, the French racing cyclist, to appear at the club's sports on May 30, subject to the league consenting to allow her to ride. By the reciprocity agreement arrived at in 1896 the South Australian, New South Wales, and Victorian leagues resolved not to countenance women's races, and it is therefore not intended that Mdlle. Serpolette shall race. She will simply give an exhibition of riding on a motor-cycle driven by electricity, and at the same time will show some beautiful French cycling costumes that she has brought out with her. The motor-cycle, which will be the first of its kind seen in Adelaide, can be driven at from 30 to 40 miles an hour, and Mademoiselle, on inspecting the Exhibition track yesterday, was satisfied that she could give a creditable exhibition on it. In Perth, where the league allowed an exhibition, it was found that the track was too steep to allow the machine, which is a three-wheeler, to be taken round at a high rate of speed.

Western Mail (Perth, WA) Friday 20 May 1898

MADEMOISELLE SERPOLETTE.
ADELAIDE, May 18.
Mademoiselle Serpolette, the French lady cyclist, who arrived by the R.M.S. Britannia, will not be allowed to race here, or attempt records for the colony, but the League of S.A. Wheelmen will probably not object to her giving medium-paced exhibitions on the tracks.

The Queenslander (Brisbane, Qld) Saturday 28 May 1898

Cycling
Cycling Notes.
By "WARRIGAL."
Serpolette, the French cycliste tourist, intends to go for the one to five mile records, wearing a skirt and riding a dropped frame (says a Melbourne correspondent of the "Critic"). If she is good enough to take down men's records so much the better for the triumph of the skirt party, but most people think that once a woman becomes a track racer rational dress is not at all objectionable, and is indeed a necessity. Mrs. Powell, wife of the champion trick cyclist, it is said, will be asked to race Serpolette. Mrs. Powell rides a diamond frame, and wears a most ingenious divided skirt which would not shock the most antiquated anti-cyclist. When she rides through the city it is only an expert who can see that she is not wearing the orthodox skirt. If Serpolette keeps to her intention of riding a dropped frame, and matches herself against Mrs. Powell, the writer, though strictly a disbeliever in betting, is willing to risk a considerable fortune on the plucky little Melbourne cycliste, winner of the only woman's road race ever held here, and two century run badges.

Australian Town and Country Journal (NSW) Saturday 28 May 1898

Field Sports and Aquatics.
Cycling.
Mdlle. Serpolette is in Adelaide resting, after a tempestuous voyage from Albany. Some time this week she will come on to Sydney, which city will be her headquarters during her eight months' stay in Australia.

South Australian Register (Adelaide, SA) Monday 30 May 1898

THE HOLIDAY.
The seventy-ninth anniversary of the Queen's Birthday will be celebrated by a public holiday in South Australia to-day. It is not often that such a host of attractions is presented for the amusement of the public as is the case on this occasion. The Adelaide Racing Club will carry out the second day's programme of their Birthday Meeting at Victoria Park. The Ariel Bicycle Club have secured fine inter-colonial and local talent for their race meeting on the Jubilee Oval this afternoon. Mdlle. Serpolette and her motor cycle should add greatly to the attractiveness of the sports.

The Advertiser (Adelaide, SA) Monday 30 May 1898

TO-DAY'S BICYCLE RACES.
The Ariel Cycling Club's race meeting to be held on the Exhibition Oval to-day will be the last of the season, and as an excellent programme, with one or two undoubted novelties, has been prepared, and as the prospects of fine weather are of the brightest, a fitting termination to what has been a successful racing season may confidently be predicted. The first appearance of a lady on the track in the person of Mdlle. Serpolette, the famous French racing cyclist, will no doubt be the chief attraction, but irrespective of this an excellent programme has been prepared, and the contests in the Ariel Wheel Race and the Five Miles Scratch should alone be well worth going to see. Mdlle. Serpolette had a trial run on her motor-tricycle on Saturday, and had but little difficulty in getting the machine round the turns at a high rate of speed. Including the six finals there are altogether 18 events on the programme, and the first will be run at 2 o'clock. Mdlle. Serpolette will not ride the motor-tricycle until 4.25 p.m., so that those who wish to see the Birthday Cup run at the Old Course may get back to the oval in time to see her ride, as well as witness most of the finals. The ten Victorian cyclists who have entered have all arrived.

continues...

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The West Australian (Perth, WA) Tuesday 31 May 1898

SPORTING NEWS.
CYCLING.
NOTES AND COMMENTS.
(By "Pedal.")
THE SPORT IN SOUTH AUSTRALIA.
SOME GOOD RACING.
Adelaide, May 30.
The Ariel Cycling Club sports which were held on the Exhibition Oval to-day, drew 5,000 spectators, and resulted in a large profit. The racing provided was exceptionally good. Body, Barker, Hunt, McDonand, Middleton and Jackson were particularly brilliant. In the final of the Mile Handicap five local riders fell, but none were seriously injured. Balderstone secured first place from Merkel and Dover. Body's riding was particularly brilliant in the May Handicap mile, which was won comfortably by Jackson, followed by W. McDonald chasing him home. Time, 2min. 7 1/2sec. The Half-mile Handicap was secured by McDonald from (35 yards) from Casey (70 yards) and Windsor (60 yards.) Time, 1min. 1 1/2sec. The Ariel Wheel Race was secured by Benbow, from 170 yards, with W. T. Carter (150 yards), and L. P. Hall (270 yards) placed as named. Time, 4min. 25sec. The Mile Scratch event was magnificently contested; a splendid finish between Barker, Jackson and J. C. Baker was fought out in the last three-quarters of a lap, and they finished as named. Body got blocked.

Mdlle. Serpolette appeared on the track on a single machine, and was well received. She came on later on a motor tricycle, but the engine jibbed.

The Advertiser (Adelaide, SA) Tuesday 31 May 1898

THE ARIEL CLUB'S CYCLING RACES.
A SUCCESSFUL MEETING.
SPLENDID RACING.
Coming quickly after the financial failure of the North Adelaide Club's race meeting, and but five weeks after a league meeting which resulted in a loss of over £50 the
announcement of the proposal of the Ariel Club to carry out a big wheel-race programme caused much surprise in cycling circles. Predictions of failure were numerous from the moment the programme was submitted to the league, but the committee and the members of the club spared no effort and were alive to every means of making the gathering a success, and the large crowd that filled the stands and encircled tbe Exhibition Oval on Monday is perhaps the best proof of how the meeting was worked up. The races were under the auspices of the league, but the officials of that body lent no assistance to those in charge of running the meeting, so that the Ariel Club have all the more reason to be proud of the result which will place a good bank balance to their credit. There were nearly 5,000 people on the ground, and as it was estimated that an attendance of 2,000 would pay expenses it will be seen that the meeting has lifted the club into the position of the wealthiest in Adelaide.

For a total amount of prize money of £89 the programme was an ideal one. It attracted several well-known riders from Victoria, and was so well arranged that the public were kept interested from start to finish. It was Mdlle. Serpolette, the famous French lady racing cyclist, however, that drew the crowd, and the club were fortunate in securing her for the meeting. Her exhibition on a motor-tricycle was looked forward to with the greatest interest and no one regrets more than she does that the public were disappointed. Owing to the use of unsuitable petroleum the motor could not be got to act, and though all that could be done was done, and fresh oil was obtained the exhibition did not take place. A most successful trial was given in the morning. A start was made on the grass, and when the motor was driving the heavy machine at a fair pace Mdlle. Serpolette turned it on to the track and took it round for a few laps at the rate of about 25 miles an hour. It was intended to give a much better exhibition in the afternoon, and it was hoped to get over five miles in less than 10 minutes, but the motor refused to do its share, and the attempt had reluctantly to be abandoned. When the tricycle was in the arena it was inspected with a good deal of interest, as it is well known that in Europe the motor-car aud the motor-cycle are revolutionising cycling. It has the appearance of an ordinary diamond frame tricycle with two or three boxes attached to the back axle and the top bar. The boxes contain a small electric battery, a supply of specially prepared petroleum, and the motor, which are controlled by two or three levers on the top bar. The machine is started by a few revolutions and then the power is supplied by a small motor operated by the petroleum. The ignition of the oil is caused by an electric spark and the whole operation is electrically controlled. The shaft of the motor is connected with a small pinion which engages a larger tooth-wheel on the back axle, and when this is in action the pedals are thrown out of work, and the rider has only to steer the machine and control the force that is driving it. The speed is regulated by a lever placed on the top bar, near the saddle, but brakes are also provided. There is an ordinary brake on the front wheel and a single band brake on the back axle, so strong that it can pull the machine up when going at full speed, which is said to be 40 miles an hour. There are also two levers on the top bar for controlling the admission of air to the motor or cylinder. The tyres are 2 in. in diameter and the total weight of the machine 1601b. M. Ullmo, who was instrumental in getting Mdlle. Serpolette to come to the colonies, has arranged that she shall give a free exhibition on the machine at the oval from half-past 12 till half-past 1 to-day. Mdlle. Serpolette intended to give an exhibition of riding on a single in a patent divided skirt, but she was refused admission to the track by the league secretary on the ground that the league had not given the club permission for the exhibition to be included in the programme. The referees were appealed to and did not object, but the secretary apparently on the authority of the racing board was obdurate. In deference to the league's wishes the visitor took a dropped-frame roadster, on which she could scarcely do justice to herself, and rode round for three or four laps amidst the cheers of the crowd.

Though many were disappointed at the French lady being unable to ride ample amends were made by the excellence of the racing. The presence of men like Body, Hunt, Middleton, Corbett, Barker, and others from Victoria in competition with our own men could not fail to make the events interesting, and some of the finishes were very exciting.
...

South Australian Register (Adelaide, SA) Tuesday 31 May 1898

CYCLING.
ARIEL CLUB'S RACE MEETING.
GOOD RACING.
The Ariel Cycling Club conducted a successful day's racing at the Jubilee Oval on Monday. They presented a splendid programme, and the 5,000 people who patronised the proceedings witnessed first-class racing. With no wind to check the competitors, fast races were the order of the day.
...
Mdlle. Serpolette received a capital reception when she appeared on a single, and covered a couple of laps, accompanied by Courtney. Later on she came out to give an exhibition on the motor cycle, but the petroleum refused to work, and the machine would not go. The crowd took the disappointment good naturedly. The machine went splendidly on Saturday and on Monday morning. Another attempt will be made on the Jubilee Oval a 12.30 to-day, when the public will be admitted free.
...

Barrier Miner (Broken Hill, NSW) Wednesday 1 June 1898

INTERCOLONIAL NEWS.
South Australia.
ADELAIDE, Tuesday Afternoon.
Mdlle. Serpolette, the French lady cyclist, after the failure of the motor cycle at yesterday's sports, gave a free exhibition to-day. She first rode through the principal streets of the city, and afterwards went to the Jubilee Oval, where, in the presence of a large crowd, she gave an exhibition of the powers of the machine. Although the poor quality of the petroleum interfered with complete success, she appeared twice on the track and drove the cycle at about 20 miles an hour, which is about half the speed it is alleged to go.

The Advertiser (Adelaide, SA) Wednesday 1 June 1898

EXHIBITION OF A MOTOR-CYCLE.
Mdlle. Serpolette, the French lady cyclist, was much surprised that there was no expression of feeling against her on Monday at the Exhibition Oval because her motor-tricycle failed to act and therefore prevented her from giving her promised exhibition of the machine. In Paris such a failure, she says, would have caused a disturbance, while the motor would probably have been broken up and the spectators would have demanded their money back. In order to keep faith with the public as far as possible a free exhibition was given on the oval on Tuesday. Just before noon the machine was taken through some of the principal streets, and in Wakefield-street it ran splendidly and bolted from some cyclists who intended to accompany the rider. A more moderate pace was set in King William and Rundle streets, and then two satisfactory exhibitions were given on the oval. In the first one Mdlle. Serpolette rode several laps at a good rate and half an hour later another short trial at about 20 miles an hour was made. There were hundreds of people present and mademoiselle was loudly cheered. The machine, although fairly satisfactory, does not yet run as it should, as the petroleum which has to be used is not as good nor as powerful as it should be. Mdlle. Serpolette left for Sydney by Tuesday afternoon's express, but it is probable that before she returns to France in eight months' time she will again visit Adelaide.

The Advertiser (Adelaide, SA) Thursday 2 June 1898

SPORTS AND PASTIMES.
CYCLING.
LEAGUE OF WHEELMEN.
The monthly meeting of the council of the League of South Australian Wheelmen was held at the league rooms on Wednesday evening. Mr. R. Cruickshank presided over a large attendance of club delegates.
...
A long discussion took place on the report of the racing board in reference to the refusal of the secretary to allow Mdlle. Serpolette admission to the track to ride on the single at the Ariel club's sports. Mr. CLARK moved that the action of the secretary was ill-advised; in other words, that the secretary be censured. Mr. O'GRADY seconded the motion, and explained the circumstances of the case. The SECRETARY stated that the Ariel club had not permission for Mdlle. Serpolette to appear on a single, and on the authority of two out of the three members of the racing board he saw he refused her admission. He had previously informed the secretary of the sports that the exhibition would not be allowed, but notwithstanding that it was included in the programme. Mr E. PEARSON said the Ariel club had bluffed the league and had got the public on the ground by false pretences. He moved that in the opinion of the council the Ariel club was to blame. Mr. W. MATTHEWS seconded the amendment, and said the secretary was trying to uphold the sport. The CHAIRMAN said the referees did all they could under the circumstances, and at the same time the secretary only acted in accordance with the decision of the racing board. The position arose through the action of the Ariel club. Mr. Pearson's amendment was lost, and Mr. DYER moved an amendment that in view of the fact that the referee had full control of the meeting the secretary had exceeded his duty in stopping Mdlle. Serpolette. The secretary had taken too much on himself. Mr. BROWN seconded the amendment, which was lost on the casting vote of the chairman, and no resolution was come to.
...

South Australian Register (Adelaide, SA) Thursday 2 June 1898

The Motor Cycle. - Several hundred people assembled on the Exhibition Oval on Tuesday morning, and were rewarded with a more satisfactory trial of the motorcycle, under the guidance of Mdlle. Serpolette than took place on Monday. In the morning the machine was run fifteen miles by O'Grady, and, on returning to the Lewis works, was taken in hand by the lady. She rode it through the streets to the Oval, where she gave two exhibitions and was splendidly received. On returning from the Oval the petroleum struck again, and the machine was pushed back to its quarters. By the express in the afternoon Mdlle. Serpolette left for Melbourne accompanied by L. Ullmo, Body, Jackson, Middleton, and Barker. Hunt and McDonald propose to stay in Adelaide for a few weeks, and then proceed to Petersburg and Broken Hill.

Alexandra and Yea Standard (Vic.) Friday 3 June 1898

CYCLING NOTES.
The talk of the track is now centred on Mademoiselle Serpolette, the champion lady cyclist, who arrived in Melbourne this week. The Gladiator Company, the promoters of the tour, are desirous of arranging races for her, either handicap or scratch she will also give exhibitions behind Gladiator motor cycles. Mademoiselle is twenty years of age and her racing career dates from four years back when she won an amateur race at Aix les Bains.

The Sydney Morning Herald (NSW) Tuesday 7 June 1898

SPORTING INTELLIGENCE.
CYCLING.
ARRIVAL OF MADAME SERPOLETTE.
Madame Serpolette, the famous French bicycle rider, arrived in Sydney yesterday. She was seen by our cycling representative at the English and American Cycle Agency. Madame Serpolette does not speak English, but M. Ullmo acted as interpreter, and in answer to questions she said: "I have had a splendid trip out, and enjoyed it very much. I gave an exhibition in Fremantle, and then I came on to Adelaide, where I gave an exhibition on my motor cycle. I intend to stay six months in Sydney, and I am going to give exhibitions here on singles and also behind pace, and with a motor cycle. After that I shall go for a quarter-mile, half-mile, and one mile record. With regard to costume, I ride in skirts which differ slightly from those in ordinary use. I am going to tour all through the country, giving exhibitions wherever a cycle track will permit. I have brought two racing Gladiators. You see, I could not obtain a lady's racing machine out here, and I thought it was best to bring them with me. One is geared to 77, and the other to 92."

M. Ullmo said that he had made arrangements on behalf of the Gladiator Company for Champion and Lesna to visit Australia, and they would bring with them electric pacing machines. They would open in Perth on October 6, and go right through Western Australia. At Adelaide they would appear on November 9 for a three days' meeting, and then come on to Sydney.

Madame Serpolotte's racing wheels are being shown in the window of the English and American Cycle Agency.

Western Mail (Perth, WA) Friday 10 June 1898

SPORTING NEWS.
CYCLING.
NOTES AND CHAT.
(BY PEDAL.)
One would have thought that electric pacing would be far cheaper than manned multicycles, although it is only in its infancy. Riders in France who are desirous of using electric pacing for record breaking have to pay on a sliding scale, according to the distance. A 50 miles record attempt costs the rider £36. At this rate a pacing machine should quickly pay for itself.

Border Watch (Mount Gambier, SA) Wednesday 15 June 1898

CYCLING NOTES.
Lady cycle displays or record attempts have never "caught on" at home, and we doubt if they will prove any more successful in the colonies. A lady tastefully and suitably dressed, on a properly adjusted machine, is a picture that tends to elevate and improve the tone of cycling. But how different is the effect of a lady (?) cyclist tearing round in an undignified manner, either in competition races or in pace following! Mlle. Serpolette, a cycliste of European and English fame, is now in Adelaide, where she gave exhibitions of riding in a becoming divided skirt at the Ariel Race Meeting the other Saturday. This lady is, we believe, charming, and capable of shifting her machine to a lively tune; but with all due respect to Mademoiselle we think the "game" un-ladylike. The morbid curiosity attracted by these exhibitions is one not likely to influence the pastime for its good.

Kalgoorlie Western Argus (WA) Thursday 16 June 1898

Mdlle. Serpolette is evidently making the Australian tour more as an advertiser of a certain brand of cycles and cycle dress than a racer. She looks too fragile for racing, but her costumes are charming, and every brute of a man longs to put his arms around her delicate Parisian waist after being victimised by those graceful costumes and a glance from those dark eyes!

The Sydney Morning Herald (NSW) Friday 17 June 1898

Amusements.
MLLE. SERPOLETTE
will give an Exhibition on the
GLADIATOR MOTOR CYCLE
on the
SYDNEY CRICKET GROUND
on
SATURDAY, JUNE 25th.

The Gladiator Motor Cycles are now on View at the
Showroom,
ENGLISH and AMERICAN CYCLE AGENCY
(Gavin Gibson and Co., Limited),
416 George-street,
Sydney.
Telephone, 9618,

Bicycles for Hire by day, week, or month.

Clarence and Richmond Examiner (Grafton, NSW) Saturday 18 June 1898

NOTES BY "FALCON."
A NOTED FRENCH CYCLISTE.

Clarence_and_Richmond_Examiner_1898Jun18.jpg (28.33 KiB) Viewed 1093 times

The cycling craze in Australia is now on its last wheels, and not even the advent of the charming French rider, Mdlle. Serpolette, can serve to restore it. Two years ago meetings, at which large money prizes were given, were held in Sydney regularly; to-day the League has ceased to excite interest - another evidence of how fleeting is popular favour even where most pronounced. Still Mdlle. expects to do good business, and for this purpose has secured as her manager M. Lucien Ullmo, who was in Sydney with Lesna a little more than a year ago, and who is now preparing for the first public display. This, the fair rider intends making in skirts, divided skirts, on a diamond frame, the first for her own benefit - her patent - the second for a firm's - their patent. At first she thought of riding in "abbreviations," but there was "a word in her ear," and as a result she apologises to the reporter who can speak French in something of the following - "Ah, you English, you are so peculiar, so proper, I hardly like." Mdlle. Serpolette is pretty of face and petite of figure, and is not yet 20 years of age.

The Sydney Morning Herald (NSW) Tuesday 21 June 1898

SPORTING INTELLIGENCE.
CYCLING.
Mdlle. Serpolette made a successful trial with the Gladiator motor cycles at the Sydney Cricket Ground yesterday afternoon. Although Mdlle. Serpolette did not get the machine out it averaged 2 minutes 6 seconds to the mile.

Fitzroy City Press (Vic.) Thursday 23 June 1898

EN PASSANT.
...
Football, cycling, dancing and skating are fast coming in, and all the distaste the scorching summer brought with it for active exercise seems to be as fast going out. A glorious season is anticipated by sport lovers, but it is just possible that the rain predicted and expected to fall in quantities as phenomenal as the power of the sun so short a time ago, will damp it down, and make it probable that skating may regain some of its long-lost popularity here. In this country it must be pursued on prepared floors, which means also it must be under cover. So if the winter turns not to be all that is anticipated, there will be a revival of this almost dropped pastime on the part of a good many of the pleasure loving public, though not, perhaps, on that of those yclept "the best people" in a social sense. Footballers seem just as happy in the mud and rain as they are out of it, and evidently a great deal is needed to damp the public desire to see it, but cyclists will be in sad case if Boreas and Jupiter Pluvius decide to spoil their fun by spoiling tracks instead of making them. The aerial cycle has not yet made it easy for them to hover like Mahomet's coffin 'twixt earth and heaven, and what will the poor cyclists do if the weather fates are not propitious. Life without record breaking and century runs will not be worth living, and the prospect of the only certain scorching they could look forward to in such case is not o'er tempting to cyclists or any others. Writing of cycling reminds, that in Adelaide the cycling sensation of the hour is the appearance of Mddle. Serpolette, the French cycliste, who has many victories to her credit, and whose cycling costumes are to revolutionise ideas on this point. It is not a captivating idea, that of woman entering the cycle racing sphere, but there is comfort in feeling that it is not likely to be a popular one in the colonies. There was difficulty in getting permission to ride at all in Adelaide, there will more difficulty still in getting permission from the leagues, and it is to be hoped that the racing cycliste will never gain a footing here. Many of our girls seem to have already almost lost their heads over the bicycle, should the racing notion ever get into what is left of them, cycling may prove a curse, instead of what, in moderation, might be made a benefit.

The Sydney Morning Herald (NSW) Saturday 25 June 1898

CYCLING.
MADEMOISELLE SERPOLETTE
Mademoiselle Serpolette, the champion French racing female, will make her first public appearance this afternoon on the Sydney Cricket Ground. The times advertised for her appearance are 2.30 p.m. and 3.45 p.m. She is to give an exhibition ride on a motor cycle, which is capable of doing 25 miles an hour without going at top speed. Mademoiselle Serpolette gave an exhibition in Western Australia on a motor cycle prior to coming to Sydney.

Australian Town and Country Journal (NSW) Saturday 25 June 1898

A Famous Lady Cyclist.
MLLE. SERPOLETTE.
(See illustration on this page.)
Mlle. Serpolette is not a brawny, angular person of uncertain age and abnormal muscular development, who speaks learnedly of sprockets, gears, and the like. She is a bright little lady barely out of her teens; her graceful, girlish figure, and handsome, smiling face, rudely upset one's preconceived notions of the cycling woman who exults in pace and the excitement of track racing. "Serpolette," as her friends call her, knows no English beyond a few stock sentences, but in her own tongue is a charming conversationalist. In our illustration Serpolette is shown on her Gladiator motor tricycle, propelled by benzoline and electricity. The manning of this machine demands considerable skill and presence of mind; it is not merely a question of sitting up and holding the handles. This (Saturday) afternoon the first public exhibition of the tricycle in New South Wales will be given at the Sydney Cricket Ground. Of course it was on the bicycle that Serpolette courted and won fame. She has raced in England and many parts of Europe with unvarying success during the past three years. Her stay in Australia will extend over some eight months, during which time she will ride for records, and give exhibitions on both the Gladiator bicycle and tricycle. As a concession to the national sense of modesty, Serpolette will discard bloomers, and wear her patent divided skirt, already the despair of many Australian wheel-women.

The Brisbane Courier (Qld.) Monday 27 June 1898

NEW SOUTH WALES.
(By Telegraph from Our Correspondent.)
SYDNEY, JUNE 26.
LADY CYCLIST INJURED.
Mdlle. Serpolette, the French lady cyclist, was thrown from her motor cycle in the Centennial Park to-day and was badly cut about the face. The accident resulted from a bicyclist coming into collision with the motor.

The Advertiser (Adelaide, SA) Monday 27 June 1898

NEW SOUTH WALES.
MDLLE. SERPOLETTE INJURED.
Sydney. June 26.
In the Centennial Park this afternoon Mdlle. Serpolette, the French lady cyclist, was riding a motor cycle, when a cyclist "scorcher" ran into the machine. The result was Mdlle. was thrown and was so badly cut about the face and head that she was removed to the hospital. The cyclist who caused the trouble was also badly damaged.

Barrier Miner (Broken Hill, NSW) Monday 27 June 1898

Mishap to Mdlle. Serpolette.
SYDNEY, Monday.
Mdlle. Serpolette, the French lady cyclist, was riding her motor cycle in the Centennial Park yesterday, when another cyclist, curious to observe the workings of the motor, collided. Mdlle. Serpolette was thrown, and was severely shaken. She sustained several abrasions, was taken to St. Vincent's Hospital.

The Sydney Morning Herald (NSW) Monday 27 June 1898

SPORTING INTELLIGENCE.
CYCLING.
MDLLE. SERPOLETTE AND HER MOTOR-CYCLE.
So much has been written and said of Mdlle. Serpolette and her motor-cycle that it was only natural that a large number of people would attend the Sydney Cricket Ground on Saturday afternoon to witness the first exhibition of the famous French rider and her Gladiator motor-cycle. The rapid progress and the popularity which the bicycle has gained for itself throughout the entire world seems to have paved the way for the advent of motor-cycles and motor-cars, Paris is undoubtedly the home of the motor-cycle.

In the famous city and its surroundings these engine-driven machines are very popular. In the recent Paris-Bordeaux race, particulars of which are just to hand, motor-cycles of various descriptions were used for pacing the men. Revierre, the winner, was paced by Funier on one of these machines, and an amusing incident is given where Funier, being so overjoyed at Revierre's success, jumped off his machine to congratulate the winner without first stopping the engine. The result was that the machine careered on its way without a rider. A great rush was made after it, and fortunately it was captured before any destruction took place. Mdlle. Serpolette on Saturday showed that she is well accustomed to handle her motor-cycle. She was dressed in the first part of the afternoon in a dress of her own design, more after the fashion of what is known as divided skirts, and it is undoubtedly a far better dress than that which our lady cyclists generally adopt, and quite as becoming. Later in the afternoon Mdlle. Serpolette appeared in bloomers with high-legged boots, the tops of which were under the bottom of the bloomers, and she by no means looked unbecoming. She appeared twice during the afternoon, and did about five miles each time at the rate of about 50 seconds to the lap, which is about 550 yards round. She preferred to use the high banking of the track, and rode on the extreme outside edge. Greater interest would have been given to the proceedings had a pursuit race or something of this sort been arranged. Mdlle. Serpolette was well applauded for her exhibition, and although she does not understand a word of English seemed pleased with her reception. The cars used were of French manufacture, and known as the Gladiator. Under the crossbar of the diamond frame is an electric chamber, and along the top bar are three small handles, one regulating the speed and the others the air and oil. Under the seat is the reservoir, which contain the oil, and which will hold about two quarts. This is sufficient to drive it 80 miles. The grip of the handle-bar revolves so far as to complete the electric circuit which provides the spark for combustion in the cylinders, from which the motive power is gained. When the circuit is disconnected there cannot possibly be a combustion, and consequently the machine cannot move. So that there is no fear of the machine at any time running away or getting beyond the control of the rider. It is simply a matter of the rider being able to steer a tricycle and nothing more. The machines which were used on Saturday weigh about 168lb., and will run on a good road 22 miles per hour, though some of them will run as high as 30.

Kalgoorlie Western Argus (WA) Thursday 30 June 1898

CYCLING.
"THE SCORCHER" AGAIN.
MADAME SERPOLETTE INJURED.
(By Telegraph.)
(From Our Own Correspondent.)
SYDNEY. June 26.
On the Centennial Park this afternoon Madame Serpolette was riding a motor cycle, when a "scorcher" ran into the machine. Madame Serpolette was thrown, receiving a cut face and head. She was removed to the hospital. The "scorcher" was also badly damaged.

Australian Town and Country Journal (NSW) Saturday 2 July 1898

Field Sports and Aquatics.
Cycling.
Mlle. Serpolette made her first public appearance at the Sydney Cricket Ground on Saturday afternoon. Wearing a well-cut Parisian costume, with a divided skirt, she rode a motor tricycle around the enclosure for some miles, but did not bestride her bicycle. The exhibition soon grew monotonous and uninteresting, as the motor cycle did not attain a greater speed than 16 miles per hour. Each of these machines weighs 1681b, and the cost is £100. The driving power is generated by the combustion of naptha. On Sunday Mlle. Serpolette was riding her motor-cycle round Centennial Park, followed, and, indeed, surrounded by cyclists, when a clumsy rider bore in too far, and collided with the motor. Mlle. Serpolette was thrown heavily on the gravel path, and her face was badly bruised. She was driven away in a cab to St.Vincent's Hospital, where her wounds were dressed.

Singleton Argus (NSW) Saturday 2 July 1898

MOTOR CYCLE TRIAL.
An Exhibition in Sydney.
The motor cycle was on public view at the Sydney Cricket Ground on Saturday last, and the trials of the machine that were made by Mdlle. Serpolette were watched with interest by those present, for people have made up their minds that, for better or worse, this new aid to locomotion is to stay. That it had advanced beyond the experimental stage was evident from the fact of the London Post Office authorities recently deciding to employ motor cars in connection with the parcels post service, and the passing of a special set of bylaws regulating the speed of such vehicles on English roads. Further, it will be remembered that in December last the London cabmen were sufficiently alarmed to make an outcry against their appearance in the streets. The latest we hear is that a cabman who is going to drive a motor cycle or motor car has to submit to a somewhat severe examination at Scotland Yard, and in Paris the amateur has to undergo the same test as a professional driver. The other day in Paris the Duchesse d'Uzes, presenting herself as a candidate for a license, did not gain a certificate until she had shown over a distance of about 25 miles of street and boulevard her complete mastery of the vehicle. At presont oil is the predominating motive-power; but carriages driven both by steam and electricity are in use. The electric cabs now to be seen in London streets are admitted to be a success, being clean, comfortable, and fast. The machine used on the Sydney Cricket Ground is said to be capable of travelling along good roads at the rate of over 20 miles an hour; and, if this is true, it is obvious that great care must be necessary in the driving.

Morning Bulletin (Rockhampton, Qld.) Wednesday 6 July 1898

SPORTING INTELLIGENCE.
CYCLING.
At latest accounts Mdlle. Serpolette was still suffering severely from the injuries she sustained last Sunday week. In addition to the cuts on the face and head, she is suffering from shock, and it is feared that one of her eyes will be affected.

Auckland Star, 16 Hōngongoi 1898

CYCLING.
The cycling bodies of Australia appear to have combined in disapproval of the appearance on the racing track of the pretty little French cycliste, Madame Serpolette. The Secretary of the League of New Zealand Wheelmen has received the following interesting letter on the subject from Mr B. Garnet, secretary to the Federated Australian Leagues:- Dear Sir, - The various Leagues being under agreement not to countenance women's races (see clause 10 of reciprocity agreement), I beg to notify you that it will be considered a breach of the agreement should countenance be given to the appearance on the track of the French lady cyclist, Madame Serpolette, who is now visiting these colonies. There is no objection to her appearing in ordinary garb of a female on the track so long as it is not in the guise of a racing cycliste, but anything in the semblance of racing is prohibited. All the Australian Leagues are acting in consonance with each other in this matter, and no doubt your League will also act "similairly."

The Mercury (Hobart, Tas.) Monday 22 August 1898

NEW SOUTH WALES.
SYDNEY, August 18.
As a warning to scorchers, Edward Harrison was fined £2 for riding in the Centennial-park at a pace dangerous to the public. It transpired during the evidence that accused was the "scorcher" who brought Mdlle. Serpolette to grief in the park some weeks back.

The Critic 29 October 1898

Wheeling Matters
Serpolette has packed up her bloomers and left these shores, unwept, unhonored , and unsung.

Worker (Brisbane, Qld.) Saturday 5 November 1898

Sporting.
By Nulla Nulla.
Wonder what has become of the French female scorcher Mdme. Serpolette? Nothing is now heard of her. Unless private meetings are run independent of the leagues by M. Ullmo, the young lady's manager, with the assistance of Lesna and the other probable French visitors, her trip will be a failure. The leagues have wisely prohibited women's races, and the fair French cycliste has not been able to arrange any private matches with riders of her own sex.

So, kinda a sad ending to Anthelmina's tour of Australia... Shunned by the racing establishment, abused in the popular press, and she may have seriously injured herself in the accident with the "scorcher"... and after the one snarky mention of her leaving Australia she completely disappeared. No mention in the French newspapers of her returning to France, or to racing...

This guy in Australia has put together a terrific site about her cycling exploits:
"Mlle. Serpolette's tricycle: the dawn of the motor age in South Australia"
http://users.senet.com.au/~mitchell/lewis/articles/html/a2serpolette.htm

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The Bibliotheque Nationale, Paris has a collection of "Photographie sportive", annual "sports photography" picture albums by Jules Beau. From his album of 1899:

Ancêtres_de_l'automobile_1899.jpg (49.81 KiB) Viewed 1088 times

Captioned by the Library:

Ancêtres de l'Automobile ; première voiture construite par Gotlieb Daimler ; première tri à vapeur, Angleterre, 1881 ; tri à vapeur De Dion et Bouton, 1885 ; première bicyclette à pétrole, 1885;

..."première tri à vapeur, Angleterre, 1881" ... "first steam tricycle, England, 1881." This would make this the first photograph I have seen anywhere of the Parkyns/Bateman steam trike from 1881.

But on closer inspection:

Parkyns_1881a.jpg (25.17 KiB) Viewed 1088 times

This doesn't look anything like the drawings that are out there:


Or the narrative description of the trike given by Bateman (the builder) at the trial:
http://endless-sphere.com/forums/viewtopic.php?f=12&t=8099&start=288

On the part of the appellant, Mr. Bateman, an engineer and machinist, was called as a witness. He described the machine as being like an ordinary tricycle, and capable of propulsion in the ordinary way by the feet of the rider, but with auxiliary steam power to assist the rider, which steam power was, however, sufficiently powerful to move the vehicle if desired without the foot motion. In a metal case (size about two feet by two feet by nine inches) placed below the level of the seat and near the feet of the rider is a small copper tubular boiler and an engine.

...so, a bit of a mystery just whose trike this really was... it would make sense though, that Parkyns shipped his trike over to France (no speed limits!) after the court case.

EDIT: Maybe modified later from original version, for greater speed and/or distance...

Found a nice legal summary for that 1881 trial in England:

THE LAW JOURNAL REPORTS

FOR The Year 1881.

CASES RELATING TO THE POOR LAW, THE CRIMINAL LAW, AND OTHER SUBJECTS CHIEFLY CONNECTED WITH The Duties and Office of Magistrates, PRINCIPALLY DECIDED IN THE QUEEN'S BENCH, COMMON PLEAS, AND EXCHEQUER DIVISIONS, AND IN THE COURT FOR CROWN CASES RESERVED, MICHAELMAS SITTINGS, 1880, TO TRINITY SITTINGS, 1881, BOTH INCLUSIVE.

REPORTED In The Court for Crown Cases Reserved,

By WALTER HENRY MACNAMARA, Esq.,
Barrister-at-law.

In the Queen'S Bench Division,
By J. H. ETHERINGTON SMITH, Esq., and RICHARD HOLMDEN AMPHLETT, Esq., Barristers-at-law.

in the Common Pleas Division,
By WILLIAM PATERSON, Esq., and GILBERT GEORGE KENNEDY, Esq.,
Barristers-at-law.

In the Exchequer Division,
By W. DECIMUS I. FOULKES, Esq., and FRANCIS PARKER, Esq.,
Barristers-at-law.

MAGISTRATES' CASES.
VOLUME L.

LONDON:
PRINTED BY SPOTTISWOODE AND CO., NEW-STREET SQUARE.
PUBLISHED BY EDWARD BRET INCE, 5, QUALITY COURT, CHANCERY LANE.
MDCCCLXXXI.

SUPREME COURT OF JUDICATURE.

CASES RELATING TO THE POOR LAW, THE CRIMINAL LAW, AND OTHER SUBJECTS
CHIEFLY CONNECTED WITH The Duties and Office of Magistrates.

LAW JOURNAL REPORTS, VOL. L.
MICHAELMAS, 1880, To MICHAELMAS, 1881.
44 Victoria.


[IN THE QUEEN'S BENCH DIVISION.]
1881 June 20. July 4. PARKYNS (appellant) v. PREIST (respondent).

Locomotive - Tricycle - Highway, Locomotive on - The Locomotive Act, 1861 (24 & 25 Vict. c. 70), s. 12 - The Locomotives Act, 1865 (28 & 29 Vict. c. 83), ss. 3, 4, 7 - The Highways and Locomotives (Amendment) Act, 1878 (41 & 42 Vict. c. 77), ss. 28, 29, 38.

A motor tricycle was capable of being propelled by steam alone at the rate of ten miles an hour, but when so propelled there was no noise or escape of steam, and nothing which could frighten horses or cause danger to the public using the highway beyond any ordinary tricycle. The weight teas 2 cwt., and the wheels having indiarubber tires would not injure the surface of the road.

The person riding on the tricycle could work it by his feet, either independently of, or in conjunction with the application of the steam power, and by an automatic brake the machine could be stopped in a very few yards.

On a summons against the rider for non-compliance with the rules and regulations for the use of locomotives on highways prescribed by the Locomotive Acts, 1861, 1865 and 1878, the magistrate convicted the appellant.

On appeal it was, -

Held, that the conviction was right, as the tricycle was a locomotive within the definition in section 38 of the Highways and Locomotives (Amendment) Act, 1878 (41 & 42 Vict. c. 77).

This was a Case stated by a Metropolitan police magistrate on his conviction of the appellant on summonses charging him with using a certain locomotive propelled by steam, without observing the conditions prescribed by section 3 of 28 & 29 Vict. c. 83, and section 29 of 41 & 42 Vict. c. 77.

The case and facts are fully stated in the judgment.

J. W. Mellor (Channell with him), for the appellant. - This tricycle is not within the mischief of the statutes, and clearly was not contemplated by them.

They were directed to traction engines, heavy machines, and it will be seen that the separate provisions are wholly inapplicable to such a case as this. The decisions in Taylor v. Goodwin (1) and Williams v. Ellis (2) show that regard will be had to the sort of vehicle contemplated by Acts of Parliament creating penalties or imposing tolls.

Leese, contra, was not called on to argue.

Cur. adv. vult.

The judgment of the Court (3), written by Pollock, B., was (on July 4) read by

Lord Coleridge, C.J. - This is an appeal against the conviction of the appellant by a Metropolitan police magistrate under five summonses, whereby the appellant was charged with using a certain locomotive propelled by steam, being a motor tricycle, upon a public highway, without observing the conditions prescribed by section 3 of the Locomotives Act, 1865 (28 & 29 Vict. c. 83), and section 29 of the Amending Act of 1878 (41 & 42 Vict. c. 77), and by other enactments.

It was admitted before the magistrate and before us, that those conditions had not been observed; and the only question raised for our opinion is, whether the machine in question was rightly held by the magistrates to be a locomotive within the meaning of these sections. The first of these provides that "every locomotive propelled by steam or any other than animal power, on any turnpike road or public highway, shall be worked" according to certain rules and regulations thereinafter contained. Section 29 of the second Act repeals a portion of section 3 of the first Act, and substitutes another regulation to be observed while the locomotive is in motion; but by section 38 the word "locomotive" is again defined as meaning "any locomotive propelled by steam or by other than animal power." The tricycle in question is described in paragraph 8 of the case before us, wherein the evidence of the respondent is set out. He says that he "saw propelled on the public highway, at the rate of about five miles a hour, a tricycle, on which was sitting a man working treadles with his feet, in the manner in which tricycles are usually propelled. He noticed some metal boxes under the seat of the vehicle, but when the vehicle passed him he saw no sign of steam and heard no noise. The metal cases contained a small steam-engine and boiler, and a condensing apparatus, and he saw that the steam was up for the occasion."

On the part of the appellant, Mr. Bateman, an engineer and machinist, was called as a witness. He described the machine as being like an ordinary tricycle, and capable of propulsion in the ordinary way by the feet of the rider, but with auxiliary steam power to assist the rider, which steam power was, however, sufficiently powerful to move the vehicle, if desired, without the foot motion. In a metal case (size about two feet by two feet by nine inches), placed below the level of the seat, and near the feet of the rider is a small copper tubular boiler and an engine. The fuel used is gas evolved from methylated spirit or mineral oil, in the same manner as in the contrivance known as the Whitechapel lamp. There is, therefore, no smoke, and the exhaust steam instead of being blown off into the atmosphere, producing the puffing noise common to locomotives, is discharged into a coiled pipe in another metal case behind the rider's seat, and is there condensed and returned by a small pump to the boiler as hot water, thus at once economising water and fuel, and preventing escape of steam into the atmosphere. The power of the engine was about one horse power indicated, and it was capable of driving the vehicle on a level road at a rate of nearly ten miles an hour, but not more. When the vehicle was so driven there was nothing to indicate that it was being worked by steam power, and nothing which could frighten horses or cause danger to the public using the highway beyond any ordinary tricycle. The weight of the machine was proved to be about 2 cwt., and the tires of the wheels about 1 1/2 inches in width, being similar to bicycle wheels, but somewhat stouter and stronger. The tires being of indiarubber, no injury could be done to the surface of the road by working the machine on it.

It was further proved that the machine was fitted with a brake, sufficiently powerful to stop the machine in a very few yards against the power of the steam even if it continued working. This was effected by the brake having a powerful leverage, so that a force far less than the force of the steam applied to the brake would nevertheless stop the machine. The brake is also fitted with an automatic action, by which when the weight of the rider is off the seat the seat rises, and thereby applies the brake, so that when there is no person sitting on the seat the brake is applied and prevents the machine moving. The machine is guided by a handle, and can be turned completely round in twice its own length. The boiler is tested to bear a pressure of 700 lbs., and it is habitually worked with a pressure of about 150 lbs. Even if the boiler did burst, being tubular and of copper, the only result would be a rent in one of the tubes, and there would be no explosion.

In answer to questions put to him on behalf of the appellant, Mr. Bateman explained that the principle of the invention was capable of extension to larger carriages, but that the use of indiarubber tires practically limited the weight to something not greatly exceeding the weight of this particular machine, and also that the fuel used could not be used economically to obtain very much greater power than was obtained.

It is scarcely necessary to do more than to read this description in order to shew that the tricycle in question comes within the words of the above statutes, as being "a locomotive propelled by steam, or any other than animal power." It cannot be less within this description because it is capable of propulsion in the ordinary way by the foot of the rider, it being expressly found in the case that the steam power was sufficiently powerful to move it, if desired, without the foot motion. It was argued, however, on behalf of the appellant, that such a machine could not have been within the contemplation of the framers of the statutes in question, which apparently were intended to be directed against the use of locomotives larger in size and heavier in weight, and therefore more dangerous to persons using the public highway, than the locomotive in question. It is probable that the statutes in question were not pointed against the specific form of locomotive which is described in this case. Indeed, such a locomotive was not known when they were passed, and probably not contemplated. As, however, it comes within the very words of the statute, it seems to us that we cannot, upon any true ground of construction, exclude it from their operation; and it may be observed that even if the fullest scope be given to this argument, Mr. Bateman's explanation that the principle of the invention was capable of extension to larger carriages would shew that a locomotive similar in construction and principle to that which is the subject-matter of this case might, by reason of its size and power, become much more dangerous; and if this be so, the question to be considered in each case would not be whether the locomotive in question properly came within the language of the statutes, but whether, by reason of the size or weight of the particular machine, it came within the mischief supposed to be contemplated, which shews that such an argument is vicious.

Two cases were cited by counsel for the appellant; but in truth they have no bearing upon the present case. The first was that of Taylor v. Goodwin (1), in which it was held by this Court that a person riding upon a bicycle on a highway at such a pace as to endanger the life or limb of passengers may be convicted of furiously driving a carriage under the provisions of the Highway Act (5 & 6 Will. 4. c. 50), s. 78. The argument in that case turned wholly upon the meaning of the word "carriage" in that Act, and it gives us no assistance. The second case was that of Williams v. Ellis (2). In this case, where a local turnpike Act imposed a toll upon any horse, mule or other beast drawing any coach, sociable, chariot, berlin, &c, it was held that a bicycle was not a carriage liable to toll under the Act. This case was decided upon the ground that the carriages referred to in the statute must be carriages ejusdem generis with the carriages previously specified. This does not appear to us to have any material bearing upon the question now before us. We think that the decision of the magistrate was correct, and that the conviction should stand, with costs.

Conviction affirmed.

Solicitors—Milne, Riddle & Mellor, for appellant Gregory, Rowcliffes & Co., for respondent.

(1) 48 Law J.Rep.M.C. 104; Law Rep. 4 Q.B. D.228.
(2) 49 Law J.Rep.M.C. 47; Law Rep. 5 Q.B. D.175.
(3) Lord Coleridge, C.J.; Pollock, B.; and Manisty, J.

blind-justice.jpg (33.34 KiB) Viewed 1088 times

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French comics from 1899...

Napoleon_sml.jpg (139.8 KiB) Viewed 1080 times

Captions read:

If Napoleon Had Known The Bicycle

I do not speak of railways; if he could use it, Napoleon would be still on the throne ... But had he known only the bicycle or petrol tricycle!

Take the Russian campaign: following the passage of the Niemen, Davout could reach Kutusoff.

Or, arriving at Wilna, Napoleon was taking his bike or tricycle ...

He joined Alexander ... he spoke to him and very probably concluded an alliance with Russia.

In any case, the army arrived in Moscow in late July...

He could have left on August 15... no retreat, no Beresina...

In any case, the horses had served as food to the men, and we returned by sleigh cars, or cars, without difficulty.

And at Waterloo! ... Napoleon dispatched Marbot by bicycle and ordered: "Tell Grouchy to hurry up!"

Lastly, at Waterloo, the Emperor could slip into any port and had the time to embark for America!

Drawings by Henriot.

Hehe... Karl Drais filed his French patent application for his Laufmaschine (rebranded "velocipede") three years before Napoleon died in exile on Saint Helena... so close, but definitely no power-assist or velocipede cigar for Boney.

...and very early hybrid thoughts by the same artist... adding a horse to the horseless carriage, as an assist for hills and a get home strategy for the constant breakdowns...

Le_Journal_Amusant_1899Jan14sml.jpg (60.65 KiB) Viewed 1080 times

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Worlds first and possibly only meet for ice polo on tricycles, Palais de Glace, Paris, December 17, 1898... Jules Beau was there to photograph the action:

Tri-polo_Palais_de_Glace_1898Dec17.jpg (34.36 KiB) Viewed 1080 times

Tri-polo_Palais_de_Glace_1898Dec17a.jpg (35.59 KiB) Viewed 1080 times

Announcement for the meet that day in the paper "Le Journal Amusant":
December 17, 1898

VELOCIPÉDIE AND AUTOMOTIVE
A cycling festival on ice. - A grand cyclists celebration will be given Saturday evening December 17th at the Palais de Glace. Not will change on the ice will be bicycles, tricycles, motorcycles, after a short skate.

Here is the schedule for this gala evening at which many celebrities cyclists positions graciously lend their support.

At 10 am: Grand Carousel bicycle, set by A. Fossier.
Team A. - Jacquelin, A. Fossier, Dumester, Tournié, Gaston.
Team B. - Champion, H. Fossier, Balajat, Pelissier, Williams. Mr. Clergial, team manager, will lead the carousel.

And then for the first time on an ice track will be played in a polo tricycle, set by Jacquelin and Champion.
Team A. - Jacquelin, A. Fossier, Demester.
Team B. - Champion, H. Fossier, Balajat. Captain of the Game: Mr. Clergial.

After a polo match there will be a race between a motorcycle and Jacquelin Champion. Distance: 600 meters. - Starter: Bourrillon, Prize: A vase by Sevres.

The game will be followed by a parade of decorated voiturettes, driven by: Jacquelin, Champion, A. Fossier, Balajat, H. Fossier and Demester.

A prize will be awarded to the prettiest dress of the ladies who take part in the parade.

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Seen here:
http://www.patentmodel.org/

The Rothschild Petersen Patent Model Museum is the largest privately-owned viewable collection of United States Patent Models in the world. Containing nearly 4,000 patent models and related documents, the collection spans America's Industrial Revolution.

and:

The patent models journey began shortly after the birth of the United States. The Patent Act of 1790 required that anyone applying to the U.S. Patent Office for a patent, submit a model of the their invention. Over 200,000 models were submitted during the subsequent 90 years, but after two fires and a growing lack of space, the model requirement was abolished in 1880.

Congress permitted the Smithsonian Institution to select some models, but the bulk was sold at auction in 1925. The winning bidder was Sir Henry Wellcome, founder of Wellcome Pharmaceutical Company (now known as Glaxo Smith Kline). After Wellcome's death, the collection was broken up and thousands of models were sold off by a succession of private owners.

Alan Rothschild acquired the remainder of the original collection in the 1990s from aerospace engineer, Cliff Petersen, and established the Rothschild Petersen Patent Model Museum in 1998. Since then, Mr. Rothschild has added to the Museum with purchases of smaller patent model collections from around the United States, including the purchase of all 82 models in Carolyn Pollan's Patent Model Museum in Fort Smith, Arkansas.

...and I'm really liking this...

US122944.jpg (39.1 KiB) Viewed 1069 times

This from Claude Victor Gaume, Williamsburg, NY for his "Improvement in Electro-Magnetic Engines" patent No. 122944 from Jan. 23, 1872.

US122944Fig1.jpg (120.33 KiB) Viewed 1069 times

Today we might smile at its efficiency and torque curves, but it'd be hard to beat on "BLING factor" alone...

Patents for electric motors really "took off" in the 1870's... looking at the numbers of US electric motor patents by decade:

US_Motor_Patents-Decades_to_1879.jpg (24.13 KiB) Viewed 1069 times

It was in 1873 that Zénobe Gramme figured out he could use one of his dynamos to spin a second dynamo as a motor - the transmission of power to do useful work (more that just the telegraph and arc lighting,) where to date the world had been getting along with ropes and belts and hydraulics and pneumatics...

One more model:

US156920.jpg (21.13 KiB) Viewed 1069 times

This from Charles J. B. Gaume, Brooklyn, NY for his "Improvement in Electro-Magnetic Motors" Patent 156920 from November 17, 1874.

US156920Fig1.jpg (109.4 KiB) Viewed 1069 times

I'm guessing that "Charles J. B. Gaume" and "Claude Victor Gaume" were related, but Charles was far more prolific, starting back in 1867...

Charles J. B. Gaume, Davenport, Iowa
Improvement in Electro-magnetic Engines. Patent 63380 April 2, 1867.

Charles J. B. Gaume, New York, NY
Improvement in Electro-magnetic Engine. Patent 87835 March 16, 1869.

The Builder
June 18, 1870

Miscellanea.
Electricity Utilised. - At the last exhibition of the American Institute, there was seen an elliptic lock-stitch sewing-machine, driven by a small electric engine, which might easily be put into a common hat-box. A series of eight magnets are set on the periphery of a circle, and around these revolves an armature of steel, which is continuously propelled by the magnetic action, and thus operates the machinery that moves the needle. The current may be cut off entirely, or the speed of the needle graduated as may be desired. The inventor is one Charles Gaume.

The Telegraphic Journal and Electrical Review
May 15, 1874.

Patents.
2618. F. A. Palmer, of New York. (A communication from C. Gaume, of New York, U. S. A.) An Improvement in Electro-Magnetic Engines. Dated August 2, 1873. - The feature of novelty of this invention consists chiefly of an improved construction of the armatures whereby "pull back" or retardation is obviated. The armatures consists of a central bar attached at its centre to the face of the wheel and having cross-heads formed upon them about midway between its centres and ends, the said crossheads having short bars formed upon their ends parallel with the central bar, and the ends of which project to equal distances upon the outer and inner sides of the said crossheads. The aforesaid wheel revolves in bearings in the frame of the engine, and the said armatures are operated in connection with horse-shoe magnets having coils connecting with a battery and with suitable appliances for successively closing and breaking the circuit.

Louis Bastet, of Tarrytown, and Charles J.B.Gaume, of Brooklyn, NY
Improvement in Electro-Magnet Engines. Patent 155062 September 15, 1874.

Charles J. B. Gaume, Brooklyn, NY
Improvement in Electro-Magnetic Motors. Patent 156920 November 17, 1874.

Charles J. B. Gaume, Williamsburg, NY
Improvement in Electric Motors. Patent 163924 June 1, 1875.

Charles J. B. Gaume, Brooklyn, NY
Improvement in Electro-Magnetic Engines. Patent 211985 February 4, 1879.

The Commissioners of Patents Journal.
May 20, 1881.
United States of America.
Titles of Patents Granted 3rd May, 1881.
240,994. Charles J. B. Gaume, of Brooklyn, N.Y., for "A gas-engine." - Application filed 19th January, 1881. - No model.

The Scientific and Literary Review
August 5, 1881

Recent American and Foreign Inventions.
An Improvement in Gas Engines has been patented by Mr. Charles J. B. Gaume, of Brooklyn, N. Y. The object of this invention is to simplify the construction of gas engines, and to utilise the power produced by the explosion of the mixture of gas and air to greater advantage.

Scientific American
April 14, 1883

Miscellaneous Inventions.
Mr. C. J. B. Gaume, of Brooklyn, N. Y., has received letters patent on an improvement in fishing tackle, which consists of a rod with a bell on the tip, which rings when a fish by a nibble causes the slightest tension of the line. There is also a spring attachment so contrived that when the fish takes a firm hold a lever is pulled, which relieves the spring to which the line is attached, thus automatically jerking the hook into the fish's mouth.

Annual Report of The Commissioner of Patents
For the Year 1884
Alphabetical list of patentees
Gaume, Charles J.B., Brooklyn, assignor to Continental Gas Engine Company, New York, N.Y. Gas Engine
Patent 302,478 July 22, 1884.

Mr. C. J. B. Gaume, of Brooklyn, N. Y.
Motor for operating swinging devices. Patent 404613 June 4, 1889.

From the book "The Electric Motor and its applications"
By Thomas Commerford Martin, Joseph Wetzler, 1891

On April 2, 1867, Chas. J. B. Gaume, of Iowa, patented an electro-magnetic engine of which a side elevation in Fig. 34, and a plan view in Fig. 35 are shown. In the Gaume construction a series of electro-magnets were placed on the periphery of a wheel, and journaled to the same axis was another wheel revolving between the adjacent magnets, carrying a series of armature plates attracted successively. The battery wires were so connected through the motor that a reserve power might be attached or detached by the motion of a governor upon the engine, the speed of which determined the battery connection.

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By an inspection of the figures it will be seen that the electro-magnets were mounted upon the horizontil shaft, the wheel carrying the armatures being mounted upon the same shaft, but revolving in an opposite direction. Each of these wheels carried a bevel pinion, and both meshed with a third bevel gear, mounted upon a vertical shaft, to which the governor was attached. The wires of the electro-magnets were led to the commutator in the usual manner.

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Below the armature beams and between the magnets was a supplementary oscillating arm, having pivoted to its outer ends two upright rods, the upper ends of which were attached to the beam which carried the topmost pair of armatures. To the ends of the lower oscillating beam were also pivoted two crank arms or pitmen, the upper ends of which were coupled to the driving shaft by means of crank arms. As all of the series of bars which were operated upon came down as close as possible together within the magnetic field of each pole, the commutator broke the circuit of that series of magnets and closed the circuit of the other series, whereby the other ends of the series of bars were brought into action. In this way an oscillating motion of the beams was produced, and the upper beam served through its connections to produce a rotary motion of the driving shaft. When the circuit was first closed through the series of magnets the lowest of the corresponding series of armature bars was attracted directly to the magnets, and by its movement all the other armatures opposite, whose ends rested upon each other, were caused to move a corresponding distance, upon which the lowest bar became magnetic, attracted the second one and drew it down in contact with it, thus giving all the beams a further movement. The second bar, as it came in contact with the first, became magnetic and attracted the third, and so on through the series till all the bars were in contact, as shown in the figure.

The electric governor was of the usual pivoted ball construction, and revolved upon a sliding collar on a vertical shaft rotated by an arrangement of bevel wheels, as before indicated. When the balls rose under increase of speed, a central rod was depressed, raising by an arrangement of levers the horizontal pivoted circuit breaker shown at the bottom of the side-elevation.

This circuit breaker or switch had three keys, which, when the switch was in a horizontal position were in contact with three corresponding plates to which were attached wires from auxiliary batteries. When the governor reached a certain high speed it disconnected one of the keys and consequently one of the sources of electrical power. If the speed still increased, the electrical connection between the second or central key was broken, and so on. Thus it will be seen, the amount of electrical power was graduated to the speed, the successive connections being severed as the speed increased, and, conversely, being restored when the speed decreased.

As is usual with this type of machine, a determinate impulse in a given direction having been communicated to the wheels, their impetus carried them in the intervals of time when the electric circuit was broken, and the electric impulse being imparted at a certain period, the armatures were individually attracted toward the electro-magnet next in series, and an additional impulse was obtained, producing an increment of speed.

Turns out Charles also had several patents for gas engines, and this seems to have been the main focus for his company:

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Continental Gas Engine Co. (and made by the Delamater Iron Works Co.) of New York, in 1883. Constructed under the " Gaume and other patents," it was a cheap edition of the typical small horizontal compression (Otto cycle) engine.

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I thought this pic kinda iconic...

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French military from the late 1880's. Caption reads

The Velocipedistes
A proud horse! Never tired, and eating only 2 cents of oil per day.

Another pic of these guys:

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...guess there's a long history of bikes and the military... US troops checking out a Hanebrink:

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wait'll they find out about power-assist...

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As soon as folks starting putting motors on wheels there are reports in the papers about the military sniffing about... mostly about horseless technology in support roles. It took decades more before EVerybuddy gave up their all-terrain horses for front line service...
http://www.youtube.com/watch?v=rfWzXY8A8AU