The Great Events by Famous Historians

A little run of three or four hundred miles, though, is scarcely worth mentioning by way of showing what an auto can do in a real endurance contest. A much more notable trip was the non-stop run from Jackson, Michigan, to Bangor, Maine, in November, 1909, by E.P. Blake and Dr. Charles Percival. The distance of 1,600 miles was covered in 123 hours, which meant traveling at an average speed of 13 miles an hour in rain and snow and mud over country roads at their worst. In all that time the motor never once stopped. In the Munsey historical tour of 1910 a Brush single-cylinder car covered the 1,550 miles of a schedule designed for big cars and came through with a perfect score. If you know the hill roads of Pennsylvania you'll realize what that means in the way of car performance.

Still more remarkable endurance tests are the transcontinental trips which are undertaken so frequently nowadays that they no longer attract attention. One such trip which shows what very little trouble an automobile gives when handled with reasonable care was that made in 1909 by George C. Rew, W.H. Aldrich, Jr., R.A. Luckey, and H.G. Toney. Traveling by daylight only, they made the journey of 2,800 miles from San Francisco to Chicago in nineteen days in a Stearns car. They might have done better if they had not loitered along the way. On one occasion they stopped to haul water a distance of twenty-five miles for some cowboys on a round-up. The motor gave no trouble whatever, while the only trouble with tires was a single puncture caused by a spike when they tried to avoid a bad stretch of road by running on a railroad track.

The time record from ocean to ocean was held by L.L. Whitman, who left New York in a Reo four-thirty at 12.01 A.M. on Monday, August 8, 1910, and arrived in San Francisco on the 18th, covering the 3,557 miles in 10 days 15 hours and 13 minutes. This achievement may be more fully appreciated by comparing it with the transcontinental relay race in which a courier carried a message from President Taft to President Chilberg, of the Alaska-Yukon-Pacific Exposition, in September-October, 1909, in 10 days 5 hours, by using thirty-two cars and as many different drivers who knew the roads over which they ran.

Those who are fortunate enough to have friends who own cars know that automobiles can climb hills; and that the accepted way to do it is to throw in the extra special high gear, tear the throttle out by the roots, advance the spark twenty minutes, and push hard on the steering wheel. The fact that the car will overlook such treatment and go ahead is a source of never-failing wonder. Indeed, when it comes to hill-climbing the automobile is so far ahead of the locomotive that it seems like wanton cruelty to drag the latter into the discussion at all.

The steepest grade on a railroad doing a miscellaneous transportation business climbed by a locomotive relying on adhesion only is on the Leopoldina system in Brazil between Bocca do Monte and Theodoso, where there is a stretch of 8-1/3 per cent. grade with curves of 130 feet radius. There are some logging roads in the United States with grades of 16 per cent. How trifling this seems when compared with the feat of a Thomas car which climbed Fillmore Street, San Francisco, which is alleged to have a gradient of 34 per cent., with twenty-three persons on board. As 25 per cent. is regarded as the maximum safe gradient for an Abt rack railway, since the cog-wheel is liable to climb out of the rack on any steeper grade, it will be seen that the strain upon the credulity of the hearer of this story is almost as great as that upon the car must have been.

Enthusiasm may be expected to run high in the presence of such astounding triumphs, and it should, therefore, not be deemed surprising that accounts of hill-climbing contests are generally lacking in definiteness. The name of the car and the driver are always given with scrupulous care, but such incidental details as length of ascent, minimum, maximum, and average gradient, maximum curvature, and so on, are generally left to the imagination.