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+The Project Gutenberg EBook of The 1893 Duryea Automobile In the Museum of
+History and Technology, by Don H. Berkebile
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The 1893 Duryea Automobile In the Museum of History and Technology
+
+Author: Don H. Berkebile
+
+Release Date: September 22, 2009 [EBook #30055]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THE 1893 DURYEA AUTOMOBILE ***
+
+
+
+
+Produced by Colin Bell, Joseph Cooper, Stephanie Eason,
+and the Online Distributed Proofreading Team at
+https://www.pgdp.net.
+
+
+
+
+
+
+
+
+
+  CONTRIBUTIONS FROM
+  THE MUSEUM OF HISTORY AND TECHNOLOGY:
+  PAPER 34
+
+
+  THE 1893 DURYEA AUTOMOBILE
+  IN THE MUSEUM OF HISTORY AND TECHNOLOGY
+
+  _Don H. Berkebile_
+
+
+
+  EARLY AUTOMOTIVE EXPERIENCE       5
+
+  CONSTRUCTION BEGINS               6
+
+  DESCRIPTION OF THE AUTOMOBILE    16
+
+
+
+[Illustration: FIGURE 1.--DURYEA AUTOMOBILE in the Museum of History and
+Technology, from an 1897 photograph. The gear-sprockets were already
+missing when this was taken, and the chain lies loosely on the pinion.
+Shown at the right, the Duryea vehicle following the recent restoration
+(Smithsonian photo 34183).]
+
+
+
+
+  _Don H. Berkebile_
+  THE 1893 DURYEA AUTOMOBILE
+  _In the Museum of History and Technology_
+
+
+     _During the last decade of the nineteenth century a number of
+     American engineers and mechanics were working diligently to develop
+     a practical self-propelled vehicle employing an internal-combustion
+     engine as the motive force. Among these men were Charles and Frank
+     Duryea, who began work on this type of vehicle about 1892. This
+     carriage was operated on the streets of Springfield, Massachusetts,
+     in 1893, where its trials were noted in the newspapers. Now
+     preserved in the Museum of History and Technology, it is a prized
+     exhibit in the collection of early automobiles._
+
+     _It is the purpose of this paper to present some of the facts
+     discovered during the restoration of the vehicle, to show the
+     problems that faced its builders, and to describe their solutions.
+     An attempt also has been made to correlate all this information
+     with reports of the now almost legendary day-to-day experiences of
+     the Duryeas, as published by the brothers in various booklets, and
+     as related by Frank Duryea during two interviews, recorded on tape
+     in 1956 and 1957, while he was visiting the Smithsonian._
+
+     THE AUTHOR: _Don H. Berkebile is on the staff of the Museum of
+     History and Technology, in the Smithsonian Institution's United
+     States National Museum._
+
+
+Of the numerous American automotive pioneers, perhaps among the best
+known are Charles and Frank Duryea. Beginning their work of automobile
+building in Springfield, Massachusetts, and after much rebuilding, they
+constructed their first successful vehicle in 1892 and 1893. No sooner
+was this finished than Frank, working alone, began work on a second
+vehicle having a two-cylinder engine. With this automobile, sufficient
+capital was attracted in 1895 to form the Duryea Motor Wagon Company in
+which both brothers were among the stockholders and directors. A short
+time after the formation of the company this second automobile was
+entered by the company in the Chicago Times-Herald automobile race on
+Thanksgiving Day, November 28, 1895, where Frank Duryea won a victory
+over the other five contestants--two electric automobiles and three Benz
+machines imported from Germany.
+
+In the year following this victory Frank, as engineer in charge of
+design and construction, completed the plans begun earlier for a more
+powerful automobile. During 1896 the company turned out thirteen
+identical automobiles, the first example of mass production in American
+automotive history.[1] Even while these cars were under construction
+Frank was planning a lighter vehicle, one of which was completed in
+October of 1896. This machine was driven to another victory by Frank
+Duryea on November 14, 1896, when he competed once again with
+European-built cars in the Liberty-Day Run from London to Brighton. The
+decision to race and demonstrate their autos abroad was the result of
+the company's desire to interest foreign capital, yet Frank later felt
+they might better have used their time and money by concentrating on
+building cars and selling them to the local market. Subsequently, in the
+fall of 1898, Frank arranged for the sale of his and Charles' interest
+in the company, and thereafter the brothers pursued separate careers.
+
+
+[Illustration: FIGURE 2.--WORKMEN IN THE DURYEA FACTORY in Springfield,
+Mass., working on some of the thirteen 1896 motor wagons. (Smithsonian
+photo 44062.)]
+
+
+Frank, in 1901, entered into a contract with the J. Stevens Arms and
+Tool Company, of Chicopee Falls, Massachusetts, which built automobiles
+under his supervision. This association led in 1904 to the formation of
+the Stevens-Duryea Company, of which Irving Page was president and Frank
+Duryea was vice president and chief engineer. This company produced
+during its 10-year existence a number of popular and well-known models,
+among them a light six known as the Model U, in 1907; a larger
+4-cylinder called the Model X, in 1908; and a larger six, the Model Y,
+in 1909. In 1914 when Stevens withdrew from the company, Frank obtained
+control. The following year he sold the plants and machinery, liquidated
+the company, and, due to ill health, retired.
+
+Charles, in the meantime, located in Reading, Pennsylvania, where he
+built autos under the name of the Duryea Power Company.[2] Here, and
+later in Philadelphia under the name of the Duryea Motor Corporation and
+other corporate names, he continued for a number of years to build
+automobiles, vacuum cleaners and other mechanical devices. Until the
+time of his death in 1938, he practiced as a consulting engineer.
+
+
+= Department of the Interior
+  U.S. PATENT OFFICE,
+  April 1, 1887
+  Admit Mr. Charles E. Duryea
+  to this Office on all business days
+  between the hours of 2 and 4 P.M.
+  until otherwise ordered.
+
+  [Signature]
+  Chief Clerk
+
+  Countersigned,
+  [Signature]=
+
+[Illustration: FIGURE 3.--ADMITTANCE CARD of C. E. Duryea to the
+U.S. Patent Office, 1887. (Gift of Rhea Duryea Johnson.)]
+
+
+
+
+Early Automotive Experience
+
+Born in 1861 near Canton, Illinois, Charles E. Duryea had learned the
+trade of a mechanic following his graduation from high school, and
+subsequently turned his interests to bicycle repair. He and his brother
+James Frank, eight years younger, eventually left Illinois and moved to
+Washington D.C., where they were employed in the bicycle shop of H. S.
+Owen, one of that city's leading bicycle dealers and importers. While in
+Washington, Charles became a regular reader of the Patent Office
+Gazette,[3] an act which undoubtedly influenced his later work with
+automobiles. A short time later, probably in 1889, Charles contracted
+with a firm in Rockaway, New Jersey, to construct bicycles for him, but
+their failure to make delivery as promised caused him to go to Chicopee,
+Massachusetts, where he contracted with the Ames Manufacturing Company
+to do his work. Moving there in 1890, he obtained for his brother a
+position as toolmaker with the Ames Company. Thus, Frank Duryea, as he
+was later known, also became located in Chicopee, a northern suburb of
+Springfield.
+
+
+[Illustration: FIGURE 4.--CHARLES E. DURYEA, about 1894, as drawn by
+George Giguere from a photograph. (Smithsonian photo 48335-A.)]
+
+
+During the summer, 1891, Charles found the bicycle business left him
+some spare time, and the gasoline-powered carriages he had read of
+earlier came constantly into his mind in these periods of idleness.[4]
+He and Frank studied several books on gasoline engines, among them one
+by an English writer (title and author now unknown);[5] this described
+the Otto 4-stroke cycle as now used. Some engineers, however, were
+concerned because this engine, on the completion of the exhaust stroke,
+had not entirely evacuated all of the products of combustion. The
+Atkinson engine, patented in 1887, was one of the attempts to solve this
+as well as several other problems, thus creating a more efficient cycle.
+This engine was designed so that the exhaust stroke carried the piston
+all the way to the head of the engine, while the compression stroke only
+moved the piston far enough to sufficiently compress the mixture. The
+unusual linkage necessary to create these unequal strokes in the
+Atkinson engine made it seem impractical for a carriage engine, where
+compactness was desired.
+
+
+=_Agents Want{d}_
+
+SYLPH CYCLES RUN EASY
+
+Pneumatics not enough; springs necessary for comfort & safety Sylph
+spring frame saves muscle & nerves & is perfection. All users delighted.
+Investigate. We also make a 30 lb. rigid Sylph. Cata. free.
+
+Rouse-Duryea Cycle Co. _Mfrs._ 16 G st., Peoria, Ill.=
+
+[Illustration: FIGURE 5.--ADVERTISEMENT of Duryea bicycle company,
+_Scientific American_, September 9, 1893.]
+
+
+Going to Hartford, Connecticut, possibly on business relating to his
+bicycle work, Charles visited the Hartford Machine Screw Company where
+the Daimler-type engine was being produced,[6] but after examining it he
+felt it was too heavy and clumsy for his purpose. Also in Hartford he
+talked over the problem of a satisfactory engine with C. E. Hawley, an
+employee of the Pope Manufacturing Company, makers of the Columbia
+bicycle. Hawley, searching for a way to construct an engine that would
+perform in a manner similar to the Atkinson, yet would have the
+lightness and compactness necessary for a carriage engine, suggested an
+idea that Charles believed had some merit. This idea, involving the use
+of what the Duryeas later called a "free piston," was eventually to be
+incorporated in their first engine.[7]
+
+
+[Illustration: FIGURE 6.--J. FRANK DURYEA, about 1894, as drawn by George
+Giguere from a photograph. (Smithsonian photo 48335.)]
+
+
+
+
+Construction Begins
+
+Back in Chicopee again, Charles began planning his first horseless
+carriage. Frank later stated that they leaned heavily on the Benz
+patents in their work;[8] but while the later engine and transmission
+show evidence of this, only the Benz manner of placing the engine and
+the flywheel seem to have been employed in the original Duryea plan.
+Charles reversed the engine so that the flywheel was to the front,
+rather than to the rear as in the Benz patent, but made use of Benz'
+vertical crankshaft so that the flywheel rotated in a horizontal plane.
+Previously most engines had used vertical flywheels; Benz, believing
+that this practice would cause difficulty in steering a propelled
+carriage, explained his reason for changing this feature in his U.S.
+patent 385087, issued June 26, 1888:
+
+     In motors hitherto used the fly-wheels have been attached to a
+     horizontal shaft or axle, and have thus been made to revolve in a
+     vertical plane, since the horizontal shaft is best adapted to the
+     transmission of power. If, however, in this case we should use a
+     heavy rotating mass, corresponding to the power employed and
+     revolving rapidly in a vertical plane, the power to manage the
+     vehicle or boat would become very much lessened, as the flywheel
+     continues to revolve in its plane. I therefore so design the
+     apparatus that its crank shaft x has a vertical position and its
+     fly-wheel y revolves in a horizontal plane.... By this means the
+     vehicle is not only easily controlled, but also the greatest safety
+     is attained against capsizing.
+
+To the Duryea plan, Benz may also have contributed the idea for
+positioning the countershaft, though its location is sufficiently
+obvious that Charles may have had no need for copying Benz. Charles
+wisely differed from Benz in placing the flywheel forward, thus
+eliminating the need for the long driving belt of the Benz carriage. Yet
+he did reject the bevel gears used by Benz, which might well have been
+retained, as Frank was later to prove by designing a workable
+transmission that incorporated such bevel gears. The initial plan, as
+conceived by Charles, also included the details of the axles, steering
+gear, countershaft with its friction-drum, the 2-piece angle-iron frame
+upon which the countershaft bearings were mounted, and the free piston
+engine with its ignition tube, since hot-tube ignition was to be
+employed. No provision was made, however, for a burner to heat the tube;
+nor had a carburetor been designed, though it had been decided not to
+use a surface tank carburetor. The plans called for no muffler or
+starting arrangement.[9] Many engines of the period were started simply
+by turning the flywheel with the hands, and Charles felt this method was
+sufficient for his carriage.
+
+
+[Illustration: FIGURE 7.--DRAWING SHOWING PRINCIPLE of the Atkinson
+engine; this feature is what the Duryeas were trying to achieve with
+their free-piston engine, by substituting the free piston for the
+unusual linkage of the Atkinson. (Smithsonian photo H3263-A.)]
+
+[Illustration: FIGURE 8.--DRAWING OF 1885 BENZ engine, showing
+similarity in general appearance to Duryea engine. From Karl Benz und
+sein Lebenswerk, Stuttgart, 1953. (Daimler-Benz Company publication.)]
+
+
+The Ames plant customarily had a summer shutdown during August; thus,
+during August of 1891 Charles and Frank had access to a nearly empty
+plant in which they could carry on experiments and make up working
+drawings of the proposed vehicle. It cannot now be conclusively stated
+whether any parts were made for the car during August or the remainder
+of the year. It is more likely that the brothers attempted to complete a
+set of drawings. Frank Harrington, chief draftsman at Ames, may have
+helped out at this time; from Charles' statement of April 14, 1937, it
+is learned that he did prepare drawings during 1892.
+
+
+=C. BENZ.
+
+SELF PROPELLING VEHICLE.
+
+No. 385,087. Patented June 26, 1888.=
+
+[Illustration: FIGURE 9.--ILLUSTRATION FROM U.S. patent 385087, issued
+to Carl Benz, showing the horizontal plane of the flywheel, a feature
+utilized by the Duryeas in their machine.]
+
+
+The first contemporary record of any work on vehicles is a bill, dated
+January 21, 1892, for a drawing made by George W. Howard & Company. This
+drawing was made in the fall of 1891 by Charles A. Bartlett, a member of
+the Howard firm and a neighbor of Charles Duryea, according to a
+statement by Charles in the _Automobile Trade Journal_ of Jan. 10, 1925.
+He was then also of the opinion that this drawing may not have had
+anything to do with the carriage they were about to assemble, but a
+notation found by Charles at a later date has led him to believe that it
+possibly concerned a business type vehicle he had discussed with an
+unidentified Mr. Snow.
+
+By early 1892 Charles needed capital to finance his venture, an old
+carriage to attach his inventions to, a place to work, and a mechanic to
+do the work. On March 26, he stopped by the Smith Carriage Company and
+looked over a selection of used buggies and phaetons. He finally decided
+on a rather well-used ladies' phaeton which he purchased for $70. The
+leather dash was in so deplorable a state it would have to be recovered
+before the carriage went onto the road, and the leather fenders it once
+possessed had previously been removed; yet the upholstery appeared to be
+in satisfactory condition, and the candle lamps were intact.
+
+
+[Illustration: FIGURE 10.--PHANTOM ILLUSTRATION of Benz' first automobile.
+(From _Carl Benz, Father of the Automobile Industry_, by L. M. Fanning,
+New York, 1955.)]
+
+
+Two days later, Charles was able to interest Erwin F. Markham, of
+Springfield, sufficiently to obtain his financial aid in the project. A
+contract was drawn up between the two men, which stated that Mr.
+Markham was to put up $1000 for which he received a five-tenths share of
+the venture. When the $1000 had been used, he then had the option to
+continue his aid until the project had been carried to a successful
+climax, and retain his half share, or to refuse further funds and
+relinquish four of his five-tenths interest in the business.[10] Had he
+eventually chosen the latter, Charles would obviously have had to seek
+assistance elsewhere.
+
+
+[Illustration: FIGURE 11.--THE HOWARD & CO. BILL showing the first work
+performed toward a motor vehicle. While this may not refer specifically
+to the machine now in the museum, it is evidence of early work.]
+
+[Illustration: FIGURE 12.--THE SHOP OF JOHN RUSSELL & SONS. It was on
+the second floor of this building that Charles and Frank Duryea built
+their first motor vehicle. (Courtesy of the _Springfield Union_.)]
+
+
+That same day, March 28, Charles found working space and machinery
+available at John W. Russell & Sons Company in Springfield.[11] The
+Russells had recently completed a large government order of shells for
+the famous dynamite guns later used on board the cruiser _Vesuvius_ in
+the Spanish-American War, and this left an entire second floor,
+approximately 35 × 85 feet, virtually unoccupied, according to an
+affidavit of William J. Russell of April 30, 1926. Now ready to begin
+the actual work, Charles hired his brother Frank to start construction.
+Frank started about the first of April, receiving a raise of about 10
+percent over the salary he had received at Ames. Before the vehicle was
+completed a number of other men performed work on some of the parts,
+among them William Deats who had been hired by Charles primarily to work
+on bicycles in the same area, but who occasionally assisted on the
+carriage. Russell Company records show time charged against Charles
+Duryea by six other Russell employees: W. J. Russell, P. Colgan, C. E.
+Merrick, T. Shea, L. J. Parmelee, and A. A. Poissant.
+
+
+[Illustration: FIGURE 13.--J. FRANK DURYEA looking over the Russell shop
+lathe on which he turned parts for the first Duryea vehicle. Photo taken
+about 1944. (Courtesy of the _Springfield Union_.)]
+
+
+It is Frank Duryea's remembrance that he started work on Monday, April
+4. He first removed the body, with its springs, and placed it on a pair
+of wooden horses where it remained until the summer of the following
+year. The next step was to remove the rear axle and take it to a
+blacksmith shop where the old axle spindles were cut off and welded to a
+new drop-center axle. Following this the front axle spindles were
+removed, the ends of the axle slotted, and a webbed, C-shaped piece
+carrying the kingpin bearings was fitted into each slot, braced from
+underneath by short brackets which were riveted and brazed in place. The
+old spindles then were welded to the center of offset kingpins which in
+turn were mounted in their bearings in a manner similar to that in which
+the frame of the Columbia high-wheeled bicycle was mounted in its fork.
+Arms welded to the lower end of the kingpins were connected by the tie
+rods to an arm on the lower end of the vertical steering column, located
+on the center of the axle.
+
+
+[Illustration: FIGURE 14.--A PORTION of the Russell shop records showing
+charges made against Charles Duryea during 1893-1894.]
+
+
+While work on the running gear advanced, some progress was made in the
+construction of the engine. Patterns for the castings were fabricated,
+most of them by Charles Marshall on Taylor Street,[12] and castings were
+poured. The body or main casting of the engine resembled a length of
+cast-iron pipe: it had no bosses or lugs cast on, nor any water jacket,
+for they thought the engine would be kept cool merely by being placed in
+the open air. The front end of the engine was secured to the vehicle by
+four bolts which passed through the halves of the bearings and onto four
+projections on the open end of the engine. As the crankshaft of this
+engine was retained in constructing the present engine, it is logical
+to assume that the bearings were the same also. The head was cast as a
+thick disc, with both intake and exhaust valves located therein, and was
+bolted onto the flanged head end of the engine.
+
+Inside the cylinder was the strange arrangement previously suggested by
+C. E. Hawley. To the connecting rod was attached a rather ordinary
+ringed piston, over which was fitted a free, ringless piston, machined
+to fit closely the cylinder bore. This floating piston could move freely
+a distance equal to the compression space. The intention was that on the
+intake stroke, suction would open the intake valve, which had no
+positive opening arrangement, and draw in the mixture which then was
+compressed as in a regular Otto engine. Fired by the hot-tube ignition
+system, the force of the explosion would drive both pistons down,
+forcing the outer one tight against the head of the smaller one, and at
+the end of the stroke the longer wall of the outer piston would strike
+an arm projecting into the cylinder near the open end, moving forward
+the exhaust valve rod to which the arm was attached, thus pushing open
+the valve in the head.[13] On the exhaust stroke the unrestrained outer
+piston moved all the way to the head, expelling all of the products of
+combustion and pushing the exhaust valve shut again. With a bore of four
+inches or less, this engine, Charles believed, should develop about
+three horsepower and run at a speed between 350 to 400 revolutions per
+minute.[14]
+
+As no ignition system had yet been provided, they prepared a 4-1/2-inch
+length of one-quarter inch iron pipe, closed at one end, and screwed the
+open end into the head. Heating this tube with an alcohol burner would
+cause ignition of the mixture when a portion of it was forced into the
+heated tube toward the end of the compression stroke. No attempt was
+made at this time to use the electrical make-and-break circuit used in
+their second engine, as the free piston would have wrecked the igniter
+parts on the exhaust stroke, and the push rod located on the end of the
+piston would have prevented the piston from closing the exhaust valve.
+
+After keying the flywheel to the lower end of the crankshaft, Charles
+and Frank decided to make an attempt to run the engine. Carrying it
+into a back room, probably during July or August, 1892, they blocked it
+up on horses. A carburetor had not yet been constructed, so they
+attempted to start the engine by spinning the flywheel by hand, at the
+same time spraying gasoline through the intake valve with a perfume
+atomizer previously purchased at a drugstore in the Massasoit House.
+Repeated efforts of the two men to start the engine resulted in failure.
+
+
+[Illustration: FIGURE 15.--CONJECTURAL drawing of the free-piston engine
+used in the Museum vehicle prior to the present engine. (Drawing by A. A.
+Balunek.)]
+
+
+In the belief that the defects, whatever they might be, could be
+remedied after the engine was installed, the Duryeas went ahead and
+mounted the engine in the carriage. To do this they shortened the
+original reach of the carriage, allowing the engine itself to become the
+rear continuation of the reach. The four ears on the front, or open end
+of the engine, were bolted to the centrally located frame, with the
+bearing blocks in between. This frame, the same one now in the vehicle,
+was constructed of two pieces of angle iron, riveted and brazed
+together. Greater rigidity was obtained by a number of half-inch iron
+rods running from the frame to both front and rear axles. Because of the
+absence of any mounting brackets on the engine casting itself, a wooden
+block with a trough on top to receive the body of the engine was fitted
+between the engine and the axle, while two U-shaped rods secured it with
+clip bars and nuts underneath.
+
+Beneath the flywheel was mounted the friction transmission of Charles'
+design. This consisted of a large drum, perhaps 12 inches in diameter,
+equal in length to the diameter of the flywheel and keyed to a shaft
+directly under the center of the crankshaft and parallel to the axles.
+(Diameter of drum estimated by examination of existing features.) In
+view of the four projections of the frame extending downward and just in
+front of the jackshaft position, it is likely that these supported the
+four jackshaft bearings. Being a bicycle manufacturer, Charles saw the
+need for a differential or balance gear. Accordingly, he purchased from
+the Pope Manufacturing Company a very light unit of the type formerly
+used on Columbia tricycles, and installed it somewhere on the jackshaft.
+A small sprocket on each end of the shaft carried a chain from the
+larger sprockets clamped to the spokes of each rear wheel. The lower
+surface of the flywheel had been machined so as to form a friction disc,
+with a one-quarter inch depression 3 inches in diameter turned in the
+center. The drum was positioned so that its upper surface was
+one-quarter inch below the face of the flywheel. Hanging loosely around
+the drum was an endless belt, one and one-half inches wide, first made
+of rather soft rubber packing material. The belt lay on the drum surface
+between the fingers of a shipper fork. While it lay under the 3-inch
+depression in the center of the flywheel, the belt and the drum were at
+rest, but when it was moved away from that depression the belt wedged
+itself tightly between the drum and flywheel, the resulting friction
+causing the drum to turn and setting the vehicle into motion. The
+farther the belt was moved toward the outer edge of the wheel, the
+faster the drum and the vehicle moved.
+
+In September 1892, Charles, who had contracted with a Peoria, Illinois,
+firm to have bicycle parts manufactured, decided to move to that city.
+Departing on the 22d of September, he did not return to Springfield for
+over two years, and thus was not able to participate in the completion
+and testing of the carriage. At the time of his departure several units
+on the carriage were incomplete. A carburetor had not been built, nor
+had a satisfactory burner or belt-shifting device. Charles had
+experimented with various shifting levers just before leaving
+Springfield: however, as he reported later, he did not succeed in
+designing a workable mechanism.[15] Frank Duryea, now left to finish the
+work unassisted, continued the experiments with the belt shifter. He
+finally worked out a fork mounted on a carriage that was supported by
+two rods, each of which slid in two bearings. Although the short
+distance between the two bearings caused the shifter carriage to bind
+occasionally, the device was thought to be sufficient and was installed
+just in front of the frame. Connected to a system of cables, arms, and
+rods, possibly similar to the present cam-bar shifter, the shipper-fork
+carriage was moved from side to side by raising or lowering the tiller.
+
+
+[Illustration: FIGURE 16.--DRAWING of the carburetor used on both Duryea
+engines, 1893-1894, showing sight feed on left and choke mechanism on
+right. (Smithsonian photo 13455.)]
+
+
+Turning now to an efficient burner for heating the ignition tube, Frank
+started with an ordinary wick-type kerosene lamp with a small metal
+tank. Wishing to use gasoline in the lamp, he found it necessary to
+fabricate a number of burner units before he found a type that gave him
+a clean blue flame. He then found the flame to be very sensitive to
+drafts and easily extinguished, and devised a small shield or chimney to
+afford it some protection.
+
+Early in October, while still working with the burner, Frank developed a
+severe headache. He felt the fumes of the lamp had probably caused it,
+and went to his room in the home of a Mr. and Mrs. Patrick on Front
+Street in Chicopee. After he noticed no improvement, a doctor's
+examination showed he had typhoid fever, and on October 5 he was
+admitted to the Springfield Hospital. Here he remained for one month,
+being discharged on November 5. Returning to his room he was informed
+that because of the fear that he might be a typhoid carrier, the
+Patricks preferred him to find other lodgings. He readily accepted the
+invitation of Mr. and Mrs. D. H. Nesbitt of Chicopee to take a room with
+them. After several weeks recuperation in their home, he left
+Springfield to visit his mother in Wyoming, Illinois.
+
+After a restful visit at home Frank Duryea returned to Springfield and
+finished the work on his burner. Now only the lack of a carburetor
+prevented a trial of the vehicle. He recalls that he studied several
+gasoline-engine catalogs and in one of them, a Fairbanks catalog he
+believes,[16] he saw a design that seemed to suit his needs. He decided
+to simplify the construction and operation of his carburetor and had a
+small bronze casting made to form the body of it. Inside was a gasoline
+chamber with two tapped openings, one to receive a pipe from the
+2-gallon gasoline tank mounted above the engine, the other taking a pipe
+to the overflow tank underneath the engine, thus maintaining the
+gasoline level without the use of a float valve. This latter tank had a
+hand pump on one end so that the overflow gasoline could at times be
+pumped again into the main tank. Gasoline passed from the carburetor
+chamber through a needle valve, adjusted by a knob on top, then through
+a tiny tube that entered the pipe leading to the intake valve. It is not
+certain whether this intake pipe was at first fitted with the choke
+arrangement later used with the second engine.
+
+Frank, hoping at last to be rewarded for his efforts by the sound of
+explosions from the engine, was ready to give the carriage an indoor
+trial. Standing astraddle of the reach and facing to the rear, he spun
+the flywheel with both hands, taking care not to get his hands caught
+between the wheel and the frame. His efforts were in vain, as there was
+complete failure to obtain ignition. He then made a new ignition tube,
+nearly twice as long as the original 4-1/2-inch tube, and turned down
+its wall as thin as he thought safety allowed. The thinner wall did not
+conduct the heat off so rapidly and thus kept the tube hot enough to
+permit ignition. After this slight change, he was able to get a few
+occasional explosions but he does not now believe that the engine ever
+operated continuously. Each explosion was accompanied by a loud knock,
+due, undoubtedly, to the movement of the free piston. Had the engine
+operated continuously, it is likely that the action of the free piston
+would have shortly wrecked the engine. Further efforts appeared
+unwarranted until alterations could be made.
+
+
+= ALL AGREEMENTS CONTINGENT UPON STRIKES, ACCIDENTS AND OTHER CAUSES
+                     BEYOND OUR CONTROL
+
+  CABL ADDRESS "MOTODURYEA," PHILADELPHIA      WESTINGHOUSE AND W. U. CODES
+
+  DURYEA LABORATORIES                          CHAS. E. DURYEA, CONSULTING
+                                                   ENG'R
+  WE SOLV MECHANICAL AND OTHER PROBLEMS        TESTS, SEARCHES, OPINIONS,
+                                                   EXPERT IN PATENT SUITS.
+  DEVELOP INVENTIONS, ASSIST INVENTORS         35 YRS EXPERIENS. HEATING,
+                                                   GAS ENGIN, AUTO, ETC.
+  FOR THINGS TO MAKE OR SEL CONSULT US         A PRIDEWORTHY RECORD OF
+                                                   THINGS ACCOMPLISHT
+
+                            PHILADELPHIA, PA.
+                            3528 N. 18TH ST.
+
+  Dear Mr Mitman                                  24 Nov 1920
+
+On the train I had some time to puzzle over that car. Been working
+nights to make up time lost in the day so did not hav much.
+
+I made a sketch for you but did not show the spring that holds the
+circuit breaker in contact with the spark point. That thin finger was
+part of it. A spring was wound spirally--not helically--around the
+projecting end of the breaker pivot and the end of the spring hookt over
+the thin finger. See sketch herwith.
+
+Just how the central end of the spring wire was fastened to the square
+of the pivot I do not kno. We did in some cases bore a hole thru and
+simply stick the spring thru but this put most of the action right at
+the bend in the wire and it broke quickly. So in other cases we fitted a
+light grooved spool or pulley and wound the spring around this and so
+avoided a sharp bend. If this was used it has been lost with the spring.
+A couple generations of boys playing in that barn was too many.
+
+The Haynes steering sketch also worries me. If that vertical post came
+up thru that slot in the floor the crank had to be long as the sketch
+shows in order to get over to the driver conveniently. Then if he tried
+to make a complete circle with it he could not reach far enuf forward to
+do it easily. And he had to make a turn or two be cause H shows bevel
+gears of about same size so the post had to make same number of turns
+the worm made. Sketch herewith to illustrate my thought.
+
+  Yrs for the historical facts
+         Chas. E. Duryea=
+
+
+[Illustration: FIGURE 17.--LETTER EXPLAINING the circuit breaker spring
+and the brass projection on top of the ignition chamber. Mr. Mitman was,
+at the time, curator of engineering in the U.S. National Museum.]
+
+
+The two pistons were first pinned together into a single unit which was
+probably ringless, since it is believed the walls of the outer piston
+were too thin to admit rings. Because the piston no longer struck the
+exhaust valve, a short rod had to be screwed into the pistonhead; this
+pushed the valve shut at the completion of the exhaust stroke. The
+remaining problem, the opening of the exhaust valve, was solved by
+screwing a device to the side of the cylinder which operated from the
+sidewise motion of the connecting rod. This device shifted a small
+spacer between the piston and the striker arm of the exhaust-valve rod,
+permitting the piston to push open the exhaust valve. On alternating
+strokes the spacer shifted back out of the cylinder; therefore, no
+contact was made between piston and striker arm. Sometime in February
+1893, the altered engine was successfully started.
+
+At last the transmission could be tested. Will Russell had come upstairs
+to watch the trial, and according to a statement by him, given April 30,
+1926, Frank, standing to the right of the engine and behind the rear
+axle, reached forward and with the combination tiller-belt-shifter,
+moved the belt into driving position. The carriage started forward, but
+as it approached the wall of the building Frank discovered that he could
+not get the belt back into the neutral position. In desperation, he
+grasped the rear axle with both hands and was dragged a short distance,
+attempting to stop the machine, before it struck the wall. He had,
+however, sufficiently retarded it so that no damage was done.
+
+This short trial demonstrated some of the weaknesses in the friction
+transmission. Since the speed of the surface of the flywheel, in feet
+per second, increased in proportion to the distance of the point of
+contact from the center, the outer edge of the belt attempted to run
+faster than the inner edge. This conflict of forces not only put an
+undue load on the motor causing a great loss of power, but it also
+created a tendency for the belt to work towards the outer edge of the
+flywheel. Conversely, when the operator desired to return the belt to
+neutral, it strongly resisted any efforts to slide it toward the center
+of the wheel, as Frank had learned from the wall-bumping incident.
+Furthermore, the rubber belt on the friction drum had worn so badly
+that it had to be replaced at least once during the brief experiments.
+
+
+[Illustration: FIGURE 18.--IGNITION CHAMBER, switch, and breaker contacts
+of the present Duryea engine.]
+
+
+At this point, Frank and Markham felt that the carriage was anything but
+satisfactory. While they were trying to decide what steps should be
+taken next, Frank added one last improvement to the engine. Fearing that
+the uncooled cylinder might suffer damage from the excessive heat, he
+constructed a copper water jacket in two halves, drew them together
+around the cylinder with clamping rings and soldered the seams. Asbestos
+packing sealed the end joints where the jacket contacted the cylinder.
+Thinking back, Frank does not recall that he ever used a water tank with
+this engine, though he does remember adding water through the upper
+jacket opening. The engine was run only for a few brief periods
+following this addition.
+
+Obviously this collection of patchwork could not fulfill their needs for
+an engine. First, it would be next to impossible to start if the body
+was placed on the running gear, as the flywheel then would be
+practically inaccessible. The absence of rings on the piston caused a
+further loss of power to the already overloaded engine. The flywheel was
+too light. The absence of any form of governor left the operator with no
+control over the engine speed. Ignition was poor, partly owing to the
+hot-tube arrangement, and partly to the excessive distance between the
+engine and the carburetor. Frank wrote his brother Charles on February
+6[17] that in his opinion the mixing chamber was so far from the engine
+that the gasoline could not be drawn into the cylinder as liquid, and it
+was too cold to vaporize and go in as gas. Thus he had difficulty in
+getting the engine started. When it did start the explosions were
+unmuffled. Less important to him than these defects, however, was the
+awkward and unsightly wooden engine mount.
+
+
+
+
+Description of the Automobile
+
+
+Sometime in the early part of March, Frank convinced Markham that he
+could construct a new and practical engine, using only previously tried
+mechanical principles.[18] Drawing up new plans for this engine, he took
+them to Charles Marshall who began work on the patterns for the new
+engine castings. After the patterns had been delivered to the foundry,
+Frank left Springfield for a short vacation in Groton, Connecticut,
+where he visited with his fiancée. On May 17, 1893, several weeks after
+his return to Springfield, they were married.
+
+The engine castings were undoubtedly received from the foundry prior to
+Frank Duryea's marriage, and the work of machining and assembling the
+parts went on through the spring and summer. This engine, still on the
+carriage in the Museum of History and Technology, is cased with a water
+jacket, and has bases on top to support the front and rear bearings of
+the starting crankshaft, and a base with port on the upper right side
+where the exhaust-valve housing was to be bolted. On the underside are
+two flanges, forming a base for seating the engine on the axle. A
+separate combustion chamber is cast and bolted to the head. Inside this
+chamber are located the igniter parts of Frank's electric ignition
+system. The fixed part, an insulated electrode, is screwed into the
+right side of the chamber and is connected with the ignition switch
+outside, to which one of the ignition wires is attached. A breaker arm
+inside is pinned to a small shaft extending through the top of the
+chamber. Around the breaker-arm shaft is a small coil spring (originally
+a spiral spring, according to the letter of Charles Duryea shown in fig.
+17), anchored below to a thin brass finger extending toward the right
+side of the car, and above to a nut screwed tightly onto the shaft. This
+nut is also the terminal for the other ignition wire. The action of the
+spring keeps the breaker arm and the electrode in constant contact until
+the push rod on the end of the piston strikes the arm and separates the
+two parts. Breaking contact then produces the ignition spark. Since the
+mechanism would spark at the end of both the exhaust and compression
+strokes, the battery current is conserved by a contact strip, on the
+underside of the larger exhaust-valve gear, by means of which the flow
+of current is cut off during the greater part of the cycle.
+
+On the left side of the combustion chamber is bolted the housing
+containing the tiny intake valve. A comparatively weak spring seats this
+valve in order that the suction created by the piston can easily pull it
+open. Clamped onto the valve housing is the intake pipe, enclosing the
+choke and carrying the carburetor on its forward side. The choke
+consists of two discs which block the pipe, each with four holes at the
+edges and one in the center. Turning one disc by means of a small handle
+outside, so that the four outer holes cannot coincide with those in the
+other disc, decreases the flow of air and causes all air to rush through
+the center hole, where the tiny carburetor tube passes through. The
+present carburetor was transferred over from the first engine. When
+Frank later installed the engine on the carriage he noticed the close
+proximity of the intake pipe to the open end of the muffler. Believing
+that the fumes might choke the engine, he attached a long sheet-metal
+tube to the intake pipe so that fresh air would be drawn in from a point
+farther forward on the vehicle.
+
+Moving to the right side of the engine brings the exhaust-valve assembly
+into view. This valve is contained in a casting bolted over the exhaust
+port in the side of the cylinder, and from the casting a pipe leads to
+the muffler underneath. The valve is pushed open by a rod connected to a
+crank which is pinned to the lower end of a shaft carrying an iron gear
+on top. This gear is in mesh with a fiber gear, keyed to the upper end
+of the crankshaft, with half the number of teeth. This ratio permits the
+opening of the exhaust valve on every other revolution.
+
+The crankshaft of the first engine was retained for the new engine, thus
+giving the two engines the same stroke of 5-3/8 inches, but the bore was
+increased slightly to 4-3/8 inches. With this larger bore and with the
+engine speed increased to 500 rpm, Frank rated this engine at 4 hp.[19]
+A heavier flywheel, with a governor resting in the upper recess, was
+pressed onto the crankshaft. As the operator of the vehicle had no
+control over the carburetor once he climbed into the seat, this governor
+was necessary to maintain regular engine speed. Its function was to move
+a slide on the exhaust-valve unit to prevent the valve from closing.
+Thus the engine, with the suction broken, could not draw a charge on the
+next revolution. During the recent restoration of this carriage it was
+found that while most parts are still intact, nearly all of the
+governor parts are missing. A description of them must therefore be
+based on the recollections of Frank Duryea, along with certain evidences
+seen on the engine.
+
+
+[Illustration: FIGURE 19.--UNDER SIDE of exhaust valve mechanism showing
+electrical contacts that give spark only on every other revolution.]
+
+
+Just on top of the flywheel, and surrounding the crankshaft, rest two
+rings, 3-7/8 inches in diameter. Into the opposing surfaces of these
+rings are cut a series of small inclined planes, appertinent to each
+other. On the outer circumference of the upper ring two pins pass
+through a pair of lugs mounted in the flywheel, causing the ring to
+rotate with the flywheel, yet permitting vertical movement. Underneath,
+the other ring is allowed to turn slightly when, by means of two
+connecting links, the arms of the governor push against them. These two
+arms, each constructed like a right angle and pivoted at the apex, are
+arranged directly opposite each other far out in the flywheel recess. As
+a weight on one angle of the arm presses outward by centrifugal force
+against a spring, the other angle presses inward against the connecting
+link mentioned above. The turning of the lower set of inclined planes
+against the fixed set above raises the upper ring and the fork resting
+on it. The upward movement of this fork, which is a continuation of an
+arm pivoted to a bracket midway between the crankshaft and the slide
+carrying the exhaust valve stop, causes the other end of the arm to
+drop, pulling the slide down with it. In this manner the closing of the
+exhaust valve is blocked, preventing the intake of the next charge, and
+therefore the engine misses one or more explosions until it slows to its
+normal speed.
+
+A starting shaft is mounted above the engine casting by a cast-iron
+bracket on either end. The front end of the shaft has a bevel gear which
+is held by a coil spring behind the front bracket, just out of contact
+with a bevel gear pressed onto the upper end of the crankshaft. The
+short rear portion of the shaft is a tube which slides over the main
+shaft. Fitting the removable handcrank to the squared end of the hollow
+shaft and turning the crank clockwise, will advance the forward section
+of shaft through the medium of a pair of inclined collars. With the
+bevel gears now engaged the engine may be cranked. When ignition begins,
+the inclined collars slide back down each other's surfaces, the shaft is
+again shortened, and its bevel gear springs free of the one on the
+crankshaft.
+
+
+[Illustration: FIGURE 20.--PISTON AND CONNECTING ROD of second engine.
+Screw on rod is where oil is poured into connecting rod to lubricate wrist
+pin and crankshaft.]
+
+
+While Frank worked on his engine, he realized that certain parts of the
+old running gear would need to be altered or replaced. In view of the
+heavier and more powerful engine, he felt the old wheels, probably
+having compressed band hubs, were inadequate. He procured a set of new,
+heavier wheels[20] with Warner-type, cast-iron reinforced hubs. The
+angle iron frame, apparently sturdy enough to carry the added weight,
+was retained, but it was decided to install a heavier rear axle.[21] The
+front axle assembly was at first allowed to remain unchanged, as was the
+steering apparatus. A short time later when the engine and friction
+transmission were bolted in place on the running gear, Frank saw that
+the rigidity of the framework had an undesirable effect. When the
+vehicle passed over any unevenness in the shop floor, the framework was
+distorted and caused the jackshaft bearings to bind tightly enough on
+the shaft to prevent its being turned by hand. In order to provide the
+3-point suspension necessary to eliminate this distortion, Frank
+attached the forward parts of the framework to an extra wooden spring
+bar, installing between this bar and the front axle a vertical fifth
+wheel of the type ordinarily used in a horizontal position in any light
+carriage.
+
+Frank next calculated that with the faster running engine the speed of
+the vehicle would be about 15 miles an hour, too much for the heavily
+loaded wheels. As he intended to make use of the original transmission,
+he decided to decrease the speed by increasing the size of the friction
+drum. He accomplished this by sliding a heavy fiber tube over the
+original drum, bringing its diameter to approximately 14 inches. The
+original shipper fork carriage was improved by separating the original
+bearings to a greater distance, and eliminating one of the two bearings
+on one end. This permitted a smooth and free operation of the small
+sliding carriage.
+
+In August 1893, possibly as a result of indoor experiments, Frank
+discovered that the chains running from the small 5-tooth[22] jackshaft
+sprockets to the large, bronze, wheel sprockets were tight at some times
+and loose at others. This caused considerable unnecessary noise. The
+difficulty apparently was the result of the sprockets being cast and not
+machined. The patternmaker had said he believed he could make the
+pattern accurately enough so that no machining of the castings would be
+necessary. Nice castings were produced, but "these sprockets were the
+reason why an unusual construction was put on the crankshaft [meaning
+jackshaft]," explained Frank Duryea during an interview at the National
+Museum on November 9, 1956. Elaborating further, in reply to the queries
+of E. A. Battison, of the Museum's division of engineering, Duryea told
+of the problem and the solution when he explained that the sprockets had
+places where the shrinkage was not even. The hot metal, contracting as
+it cooled, did not seem to contract uniformly, creating slightly unequal
+distances between teeth. This resulted in the chain hanging quite loose
+in some places and in others the tightness prevented adjustment. He
+contacted Will Russell, foreman of the Russell shop, where the
+automobile was made, and Russell showed him a device, built by George
+Warwick, who had made the Warwick bicycle. It was an internal-cut gear,
+according to Duryea's description, with sprocket teeth on its periphery.
+With sprockets outside and normal teeth inside, the wheels were about 6
+inches in diameter, externally.
+
+These little internal-gear sprockets were hung on double-shrouded
+pinions secured to each end of the jackshaft. A solid disc or housing
+fitted against both ends of the pinion to prevent the internal gear
+from working off sideways. Duryea explained the function of these
+unique little parts: "as soon as tension came on that ring gear that we
+talked about, it not only tightened the chain hanging on this sprocket
+on the upper side, but it tightened it on both sides. [The sprocket]
+rocks right out: both sides of the chain are tight."
+
+This feature is one rarely encountered elsewhere, and Duryea, later in
+the interview said, "To tell you the truth, I think I was just a little
+bit ashamed about the thing, because I had to pull it off. I didn't like
+the looks of it after I got it on."
+
+Two small tanks, each with a capacity of approximately two gallons, were
+mounted over the engine in the positions they still occupy, the one on
+the left for gasoline,[23] the other for water. The small fitting under
+the gasoline tank has a thumbscrew shutoff and a glass-sight feed tube,
+leading to the carburetor. The water tank, an inch longer than the
+gasoline tank, communicates with the water jacket of the engine through
+two pieces of half-inch pipe, entering the jacket from above and below.
+The overflow tank, holding just over a gallon, is suspended between the
+rear axle and the flywheel.
+
+A number of mufflers were constructed for the engine.[24] The first
+experimental one was built of wood, being a box 6 × 6 × 15 inches with a
+hole for the exhaust pipe in one end and a series of small holes in the
+opposite end. Inside, Frank arranged metal plates which were somewhat
+shorter than the depth of the box. Every other one was attached to the
+bottom of the box; the intermediate plates were fastened to the top.
+This contrivance muffled the sound considerably, but, as might be
+expected, soon began to smoke. There can be little doubt that it was
+replaced before any of the outdoor trials began. Another type consisted
+of a cylindrical metal shell, perhaps six inches in diameter and ten or
+twelve inches long. Here a series of perforated baffle plates were
+inserted, with alternating solid plates having parts of their external
+edges cut away. Two bolts running the length of the muffler held on the
+cast-iron heads in a manner quite similar to the Model-T Ford mufflers
+of later years. Though partially satisfactory, Frank, in a November 6,
+1957, interview, complained that it made a metallic sound. Perhaps this
+was the muffler he used from September to November 1893.
+
+
+[Illustration: FIGURE 21.--ILLUSTRATION OF THE NO. 2 SAMSON BATTERY used
+by the Duryeas in their vehicle. (Smithsonian photo 46858.)]
+
+
+On August 28 Frank wrote to Charles saying the carriage was almost ready
+for the road and that he hoped to take it out for a test on the coming
+Saturday, "off somewhere so no one will see us...."[25] There is no
+evidence showing whether the amount of remaining work permitted the
+proposed trial on September 2. The body was finally replaced on the
+running gear, at which time it was found necessary to raise the seat
+cushion several inches by the insertion of a framework made of old
+crating boards. This allowed sufficient room between the seat and the
+frame to suspend the batteries and coil. Six no. 2 Samson batteries were
+contained in this space, three on each side, in rows parallel to the
+side of the vehicle. The Samson battery consisted of a glass jar
+containing a solution of ammonia salts and water, with a carbon rod in
+the center, housing a zinc rod. It is difficult to understand why they
+used Samson batteries rather than dry cells; perhaps they were concerned
+with the mounting cost of the machine and were making use of parts
+already on hand.[26] A coil, possibly from an old gaslight igniter
+system, accompanied the Samson batteries under the seat. This original
+coil is now missing.
+
+The iron dash frame, previously recovered and provided with a rain apron
+to be pulled up over the knees in the event a heavy rain blew in under
+the carriage top, was bolted back in place. Frank and Mr. Markham gave
+the carriage a quick painting; later Frank admitted, "the machine never
+had a good job of painting."[27] Before the motor wagon actually got
+onto the road, a reporter on the _Springfield Evening Union_ got some
+statistics on it and an item appeared on September 16, giving the first
+public notice of the machine.
+
+
+=NO USE FOR HORSES.
+
+Springfield Mechanics Devise a New Mode of Travel.
+
+Ingenious Wagon Now Being Made in This City for Which the Makers Claim
+Great Things.
+
+A new motor carriage, which, if the preliminary tests prove successful
+as is expected, will revolutionize the mode of travel on highways, and
+do away with the horse as a means of transportation, is being made in
+this city. It is quite probable that within a short time one may be able
+to see an ordinary carriage in almost every respect, running along the
+streets or climbing country hills without visible means of propulsion.
+The carriage is being built by J. F. Duryea, the designer and B. F.
+Markham, who have been at work on it for over a year. The vehicle was
+designed by C. E. Duryea, a bicycle manufacturer of Peoria, Ill., and he
+communicated his scheme to his brother, who is a practical machanic in
+this city.
+
+The propelling power is furnished by a two-horse power gasoline motor
+situated near the rear axle and which, when started, runs continuously
+to the end of the trip, notwithstanding the number of times the carriage
+may be stopped. The speed of the motor is uniform, being about 500
+revolutions a minute, and is so arranged that it gives a multiplied
+power for climbing hills and the lower the rate of speed the greater
+power is furnished by the motor. The slowest that the carriage can be
+driven is three miles an hour and the speed can be increased to fourteen
+or fifteen miles an hour. The power is transferred from the driving
+wheel of the motor, which runs horizontally with the main shaft by an
+endless friction belt running on a drum wheel. The belt is controlled by
+a lever within easy reach of the driver and is shifted along the drum
+wheel to increase or decrease the speed. The driving wheel is about
+twenty inches in diameter, having in its center a depression to which
+the belt is shifted to stop the carriage.
+
+The carriage can be reversed by shifting the belt from the end of the
+drum, which gives the forward motion to the opposite side beyond the
+depression in the driving wheel. The power which has been transferred to
+the driving shaft from the motor is in turn transferred to the two rear
+wheels of the carriage by a combination gear and sprockets. An endless
+chain connects the sprockets on the carriage wheels to the sprocket
+wheels on the driving shaft. All of the motive power is located under
+the body of an ordinary phaeton, the hight of which is not increased by
+the machinery. The motor is started by a crank which is easily applied
+to a shaft in the rear of the carriage and the gasoline is ignited in
+the cylinder by electricity. An automatic device stops the flow of
+gasoline into the cylinder when the motor ceases running. The gasoline
+is carried in tanks, which hold about two gallons, and which will run
+the carriage for about eight hours. The wagon is guided by a bicycle
+bar, and the speed is also controlled by this bar.
+
+The method employed in this is as follows: To start the carriage press
+the lever down; to reverse it throw the lever up and to guide the wagon
+turn the lever either to the right or left. The front axle instead of
+turning horizontally plays up and down, in order that the machinery may
+be on a level with the rear wheels, while the front wheels are set on
+the axle by a pivotal joint and are connected with the guiding lever by
+bars with ball bearings. The carriage complete weighs about 220 pounds,
+and the essential features are already covered by patents while others
+are pending.
+
+It is estimated that the carriages can be sold for about $400, and a
+stock company will probably be formed to manufacture them.=
+
+[Illustration: FIGURE 22.--FROM THE _Springfield Evening Union_,
+September 16, 1893.]
+
+
+Toward the latter part of the following week, Frank was ready to give
+the product of his labors its first road trial. On September 21 the
+completed carriage was rolled onto the elevator at Russell's shop.
+Seeing that the running gear was too long for the elevator, they raised
+the front of the machine, resting the entire weight of 750 pounds on the
+rear wheels. Once outside the building, they pushed it into an area
+between the Russell and Stacy buildings. After dark, "so no one will
+see," Will Bemis, Mr. Markham's son-in-law, brought a horse and they
+pulled the phaeton out to his barn on Spruce Street.[28] There, on
+Spruce and Florence Streets the first tests were made. The next day
+Frank wrote his brother saying, "Have tried it (the carriage) finally
+and thoroughly and quit trying until some changes are made. Belt
+transmission very bad.[29] Engine all right." He did admit the engine
+seemed to be well loaded most of the time. He also had an idea in mind
+to replace the poor transmission, explaining the plan to Charles: "The
+three gears[30] on secondary shaft have friction clutches, the two bevel
+gears on same shaft are controlled by a clutch which frees one and
+clutches the other at will. This provides a reverse."
+
+
+=PRIMARY SPARK COILS.
+
+ FOR ELECTRIC GAS LIGHTING.
+
+ Cat. No. 48304.  8 inch                      Price, each, $3 20
+    "     50304. 10   "                            "        3 70
+    "     52304. 12   "                            "        4 30
+    "     54304. Detached Gas Lighting Relays      "        2 75
+
+ For Spark Coils with Relay Attachment, add $2.50 to price for Spark Coil.=
+
+[Illustration: FIGURE 23.--TYPE OF SPARK COIL the Duryeas are believed to
+have used in their electrical circuit, as shown in a catalog illustration.
+(Smithsonian photo 46858-A.)]
+
+
+The _Springfield Evening Union_ of September 22 carried a notice of the
+trial. This report, too, commented on the faulty transmission and the
+plan already in Frank's mind for the new transmission.
+
+     ... The friction belt allowed of the speed being steadily increased
+     or diminished at the will of the driver and caused no sudden
+     forward motion of the carriage, but while this arrangement has many
+     advantages it uses up the power so that the two-horse power
+     furnished by the motor [somewhat less than the rating Frank gave
+     the engine] was reduced to less than three-fourths horse power on
+     reaching the main shaft. This would not be sufficient to propel the
+     carriage up steep grades but would be sufficient to run the
+     carriage on level road.
+
+     The inventors will do away with this belt in favor of a clamp gear
+     and will make the drum wheel smaller. By this means there will be
+     very little power lost in transmission to the shaft and by a
+     patented arrangement the carriage may be started gradually but the
+     speed must be increased by shifting the clamp gear to a succession
+     of gears on the driving wheel of the motor. The speed of the
+     carriage will be fixed permanently according to the size of the
+     gear that the smaller one is shifted to. The test of the machine
+     with the gear arrangement will be made soon.
+
+
+In October Frank decided on another vacation and went to Chicago to see
+the Columbian Exposition. Charles had come up from Peoria to see the
+fair and the two talked over the progress on their motor wagon, and
+discussed the transmission problem. They gave particular attention to
+everything relating to engines and motor carriages, and Frank recalls
+seeing a Daimler quadricycle that impressed him with its performance.[31]
+Just what decisions the two might have made there are unknown, yet it is
+likely that they agreed to give the old transmission one more chance to
+prove itself.
+
+Returning to Springfield, probably in the first week of November, Frank
+gave the friction drive its final test, this time substituting a leather
+belt for the rubber one first used.[32] Mr. Markham, though intensely
+interested in the experiments, apparently was dubious concerning the
+safety of the carriage. It had no brakes, and fearing failure of the
+transmission on a downgrade, he was reluctant to ride in the machine. On
+November 9 he asked Will Bemis to try it for him. The following day the
+_Springfield Morning Union_ gave a description of the run:
+
+     Residents in the vicinity of Florence street flocked to the windows
+     yesterday afternoon astonished to see gliding by in the roadway a
+     common top carriage with no shafts and no horse attached. The
+     vehicle is operated by gasoline and is the invention of Erwin
+     Markham and J. F. Duryea. It has been previously described in The
+     Union and the trial yesterday was simply to ascertain the practical
+     value of a leather friction surface which has been substituted for
+     the rubber one previously used. The vehicle, which was operated by
+     Mr. Bemis, started from the corner of Hancock avenue and Spruce
+     street and went up the avenue, up Hancock street and started down
+     Florence street, working finely, but when about half-way down the
+     latter street it stopped short, refusing to move. Investigation
+     showed that the bearing had been worn smooth by the friction and a
+     little water sprinkled upon it put it in running condition again.
+     The rest of the trip was made down Florence and down Spruce street,
+     to the residence of the inventors. They hope to have the vehicle in
+     good working condition soon.
+
+
+[Illustration: FIGURE 24.--RUNNING GEAR OF DURYEA VEHICLE, showing the
+second engine and other parts as used in January 1894.]
+
+
+The same evening, the late edition ran a brief paragraph stating that
+"the test was made to determine the value of a leather friction surface
+for propelling the wagon, that had been substituted in place of the
+rubber surface, used in the former test." Bemis, according to Frank
+Duryea's recollection, was not impressed with the performance of the
+machine, saying "the thing is absolutely useless," and for a time it
+appeared that further support from Markham would not be forthcoming.
+Frank, believing eventual success to be near, drew up plans showing his
+geared transmission, and with these managed to gain Markham's partial
+support. Money for material and use of the shop was to continue, but
+Frank was to complete the work on his own time.
+
+Now receiving no salary, Frank worked hurriedly on the transmission
+throughout late November, December, and the first two weeks of January.
+First discarding the old friction drum and shaft, and the shipper-fork
+carriage, he bolted a rawhide bevel gear to the lower surface of the
+flywheel. This turns two bevel gears, in opposite directions, on a
+countershaft directly underneath, approximately in the position of the
+old jackshaft. The right bevel gear is secured to the main countershaft
+on which two clutches are mounted, one on each side of the crankshaft.
+On a sleeve turning freely around the countershaft is mounted the
+reverse bevel gear and clutch. Three free-running clutch drums, the
+right one carrying the high-speed gear, the two on the left carrying the
+combination low speed and reverse gear between them, complete the
+countershaft assembly. The clutch assemblies are of Frank Duryea's
+design, having internal arms, expanding outward to press leather-faced
+shoes against the inner surface of the drum, thus securing the drum and
+its gear to the shaft. Behind this machinery is the jackshaft with its
+small differential on the right, two laminated rawhide gears[33] meshing
+with the iron gears of the countershaft, and the internal-gear sprockets
+hanging on the small pinions at either end. A sliding cam bar, mounted
+nearly in the position of the former shipper-fork carriage, is operated
+by the vertical movement of the tiller handle to engage any one of the
+three clutches. With the tiller depressed, the vehicle is in reverse.
+Elevating it slightly puts it into low gear, and raising it still higher
+runs the machine at its highest speed.
+
+
+[Illustration: FIGURE 25.--HALF OF JACKSHAFT, showing rawhide gears,
+double shrouded pinion and half of the Columbia differential.]
+
+[Illustration: FIGURE 26.--HALF OF JACKSHAFT showing double-shrouded
+pinion and half of the Columbia differential.
+
+[Illustration: FIGURE 27.--CAM BAR IN FOREGROUND, operated by tiller,
+actuates the various clutches of the transmission. The overflow gasoline
+tank with the hand pump can be seen in the rear.]
+
+
+= UNITED STATES PATENT OFFICE.
+
+
+  CHARLES E. DURYEA, OF PEORIA, ILLINOIS.
+
+  ROAD-VEHICLE.
+
+
+  SPECIFICATION forming part of Letters Patent No. 540,648, dated
+    June 11, 1895.
+
+  Application filed April 30, 1894. Serial No. 509,466. (No model.)
+
+
+  _To all whom it may concern_:
+
+  Be it known that I, CHARLES E. DURYEA, a
+  citizen of the United States, residing at Peoria,
+  in the county of Peoria and State of Illinois,
+  have invented new and useful Improvements                     5
+  in Road-Vehicles, of which the following is a
+  specification.
+
+  The object of this invention is to produce a
+  road vehicle which shall be self-propelled, not
+  unduly heavy, simple and easy of control and                 10
+  comparatively inexpensive, together with
+  such minor objects as will become hereinafter
+  apparent.
+
+  The invention more particularly relates to
+  the construction and arrangement of parts for                15
+  constituting the driving gearing and to the
+  means for controlling the action thereof; to
+  an improved manner of mounting the front,
+  or steering, wheels upon the front axle, and
+  of mounting the said axle relative to the running            20
+  gear frame, and to the means for effecting
+  the steering; to the appliances for the support
+  of the motor and driving mechanism in
+  an advantageous and efficient manner, and,
+  generally, to improved and simplified details                25
+  of construction throughout the vehicle, all as
+  will hereinafter be rendered more apparent,
+  and the invention consists in constructions
+  and combinations of parts, all substantially
+  as will hereinafter fully appear and be set                  30
+  forth in the claims.
+
+  Reference is to be had to the accompanying
+  drawings, in which--
+
+  Figure 1 is a sectional elevation from front
+  to rear of the improved road-vehicle. Fig. 2 is              35
+  a plan view of the running and driving gear,
+  the vehicle-body being understood as removed.
+  Fig. 3 is a front elevation of the vehicle. Fig.
+  4 is a perspective view of the support and suspension
+  devices for the driving mechanism.                           40
+  Fig. 5 is a vertical sectional view, longitudinally,
+  through the shiftable driving-gear, the
+  controlling devices employed in conjunction
+  with this mechanism being seen in side elevation.
+  Figs. 6 and 7 show the above-mentioned                       45
+  controlling devices as in operative relations
+  differing the one from the other and
+  also from that of Fig. 5.
+
+  Similar letters of reference indicate corresponding
+  parts in all of the views.                                   50
+
+  The parts will now be described in detail
+  with reference to said drawings, and A represents
+  the body which is spring supported
+  on the frame, B, of the running gear. This
+  frame, as shown, is rectangular, and has the                 55
+  body-supporting springs, B{2}, similar to those
+  found in common carriages. This frame has,
+  affixed thereto, at its rear ends, sleeves, _a_, _a_,
+  which loosely embrace the rear wheel axle, D,
+  which is the driven axle of the vehicle. The                 60
+  axle, E, for the front wheels is centrally secured
+  to the running gear frame, B, by the
+  horizontal king-bolt, _b_, whereby such axle
+  may have a swinging movement relative to
+  the frame in a vertical plane, but it has no                 65
+  swinging movement horizontally, the wheels
+  being swivel-mounted on the ends of this axle
+  peculiarly, as will shortly hereinafter be set
+  forth.
+
+  The body, as shown, is in the form of an                     70
+  inverted box, the motor, H, and driving gear
+  being accommodated within the downwardly
+  opening inclosure constituted thereby, and
+  the body also has the upwardly open box-like
+  forward extension, or pit, A{2}, for the accommodation      75
+  of the feet of the rider, the rider's
+  seat being constituted by the top forward portion
+  of the box body. Some other suitable
+  design of body may, of course, be used in lieu
+  of this one shown.                                           80
+
+  The front wheels, _d_, _d_, are hung to the front
+  axle, E, so that the center of each wheel base
+  is in a line coincident with the axis of the pivotal
+  connection which is provided between the
+  journals for the wheels and the axle, which                  85
+  arrangement practically destroys any tendency
+  to deflection from the course that might
+  otherwise arise from striking an obstacle,
+  and so renders the steering easier. In order
+  to effect this the axle is formed with yoked                 90
+  ends, the yoke members, _f_, _f_, being above and
+  below the longitudinal line of the axle. The
+  short journal, _g_, shown for each wheel, has at
+  its inner end an upwardly and downwardly
+  extended arm, _h_, which is return-bent to be                95
+  loosely embraced by the axle yoke, _f_, _f_. The
+  cone pointed screws, _c_, passed through the
+  yoke members, _f_, and into sockets therefor in
+  the arms, _h_, of the journals, _g_, constitute the
+  means for the swivel connection between said                100
+  parts. The lock-nuts, _c_{2}, manifestly, are employed
+  with utility in this connection.
+
+  It will be perceived that inasmuch as in the
+  arrangement shown, the pivotal connections=
+
+
+= (No Model.)      4 Sheets--Sheet 2.
+
+  C. E. DURYEA.
+  ROAD VEHICLE.
+
+  No. 540,648.    Patented June 11, 1895.
+
+
+  _Fig. 2._
+
+
+  _Witnesses_:
+  J. D. Garfield
+  K. I. Clemons
+
+  _Inventor_,
+  Chas. E. Duryea
+  by Chaprictlo Attys.=
+
+[Illustration: FIGURE 28.--A DRAWING AND THE FIRST PAGE of the
+specifications of the first patent issued to C. E. Duryea. It can be
+readily seen that this drawing was not made after the plan of the first
+vehicle.]
+
+
+As the work moved nearer completion Frank realized that the final tests
+would have to be conducted on roads made icy by falling snows. He had
+considerable doubt whether the narrow iron tires would have enough
+traction to move the phaeton. Soon he devised an expedient for this
+situation, communicating to Charles on December 22 that he was "having
+Jack Swaine [a local blacksmith] make a couple of clutch rims so we can
+get over this snow and ice.... Our detachable rims referred to will be
+of 1/8 iron 1-3/4 wide and drawn together at one point by two screws,
+one on either side of felloe. It will be studded with calks in two
+rows."[34]
+
+
+[Illustration: FIGURE 29.--MR. AND MRS. FRANK DURYEA examining vehicle
+in the Smithsonian Institution before restoration.]
+
+
+January 18, 1894, was a day of triumph for Frank Duryea. Writing Charles
+about his success the next day he said, "Took out carriage again last
+night and gave it another test about 9 o'clock." The only difficulty he
+mentioned was a slight irregularity in the engine, caused by the tiny
+leather pad in the exhaust-valve mechanism falling out.[35] Speaking of
+this trip, Frank recalled in 1956:
+
+     When I got this car ready to run one night, I took it out and I had
+     a young fellow with me; I thought I might need him to help push in
+     case the car didn't work.... We ran from the area of the shop where
+     it was built down on Taylor Street. We started out and ran up
+     Worthington Street hill,[36] on top of what you might call "the
+     Bluff" in Springfield. Then we drove along over level roads from
+     there to the home of Mr. Markham who lived with his son-in-law,
+     Will Bemis, and there we refilled this tank with water. [At this
+     point he was asked if it was pretty well emptied by then.] Yes, I
+     said in my account of it that when we got up there the water was
+     boiling furiously. Well, no doubt it was. We refilled it and then
+     we turned it back and drove down along the Central Street hill and
+     along Maple, crossed into State Street, dropped down to Dwight,
+     went west along Dwight to the vicinity where we had a shed that we
+     could put the car in for the night. During that trip we had run, I
+     think, just about six miles, maybe a little bit more. That was the
+     first trip with this vehicle. It was the first trip of anything
+     more than a few hundred yards that the car had ever made.
+
+
+= DURYEA AUTOMOBILE
+  BUILT BY J. F. AND C. E. DURYEA
+          1893
+  U.S. NATIONAL MUSEUM CAT. #307,199
+  SMITHSONIAN INSTITUTION
+  SEPT. 1960       A. A. BALUNEK=
+
+
+Now Frank could give demonstration rides with the motor carriage, hoping
+to encourage more investors to back future work. Cautious Mr. Markham
+finally got his ride, though Frank had to assure him that the engine of
+the brakeless vehicle would hold them back on any hill they would
+descend. The carriage on which he had spent so many hours was to see
+little use after that. Its total mileage is probably less than a hundred
+miles. Little additional work is known to have been performed on the
+carriage after January 1894; there is, however, a letter[37] Frank sent
+his brother on January 19 which tells of contemplated muffler
+improvements. Another message was dispatched to Charles on March 22,
+mentioning the good performance of the phaeton on Harrison Avenue
+hill.[38] This was possibly the last run of the machine, for no further
+references have been discovered.
+
+Frank spent the months of February and March in preparing drawings, some
+of which accompanied their first patent application,[39] while others
+were to be used in the construction of an improved, 2-cylinder carriage.
+Work on the new machine started in April. The old phaeton, in the
+absence of used-car lots, was put into storage in the Bemis barn.[40]
+Later, on the formation of the Duryea Motor Wagon Company in 1895, it
+was removed to the barn of D. A. Reed, treasurer of the company.[41]
+There it remained until 1920, when it was obtained by Inglis M. Uppercu
+and presented to the U.S. National Museum.
+
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1967
+
+For sale by the Superintendent of Documents, U.S. Government
+Printing Office Washington, D.C. 20402--Price 30 cents
+
+
+
+
+Footnotes:
+
+[1] S. H. OLIVER, _Automobiles and Motorcycles in the U.S. National
+Museum_ (U.S. National Museum Bulletin 213, Washington: Smithsonian
+Institution, 1957), p. 24.
+
+[2] G. R. DOYLE, _The World's Automobiles_ (London: Temple Press
+Limited, 1959), p. 67.
+
+[3] Recorded interview with Frank Duryea in the U.S. National Museum,
+November 9, 1956.
+
+[4] Charles Duryea's statement to _Springfield Daily Republican_, April
+14, 1937.
+
+[5] FRANK DURYEA, _America's First Automobile_ (Springfield, Mass.:
+Donald Macaulay, 1942), p. 4.
+
+[6] Letter from Charles Duryea to Alfred Reeves, March 25, 1920; copy in
+Museum files.
+
+[7] History notes dictated by Charles E. Duryea in the office of David
+Beecroft, editor of _Automobile Trade Journal_, on January 10, 1925.
+Copy in Museum files. Hereinafter, these notes are referred to as
+"history."
+
+[8] Frank Duryea in statement made to the Senate Committee on Public
+Administration of Massachusetts, February 9, 1952.
+
+[9] DURYEA, op. cit. (footnote 5), p. 6.
+
+[10] Copy of contract in Museum files.
+
+[11] Affidavit of William Rattman, March 19, 1943, states that the
+Russell ledgers give that date.
+
+[12] Recorded interview with Frank Duryea in U.S. National Museum,
+November 6, 1957.
+
+[13] Letter from Frank Duryea to David Beecroft, November 15, 1924; copy
+in Museum files.
+
+[14] Letter from Charles Duryea to C. W. Mitman, March 21, 1922; copy in
+Museum files.
+
+[15] See "history" (footnote 7), p. 6.
+
+[16] DURYEA, op. cit. (footnote 5), p. 8.
+
+[17] Copy of letter in Museum files.
+
+[18] DURYEA, op. cit. (footnote 5), p. 12.
+
+[19] Letter from Frank Duryea to Charles Duryea, November 3, 1893,
+states that the engine could be run at 700 as well as 500 rpm. Copy in
+Museum files.
+
+[20] DURYEA, op. cit. (footnote 5), p. 14. Also in letter from Charles
+Duryea to C. W. Mitman, January 11, 1922; copy in Museum files.
+
+[21] Letter from Charles Duryea to C. W. Mitman, January 11, 1922; also
+letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in
+Museum files.
+
+[22] Letter from Charles Duryea to F. A. Taylor, December 5, 1936, says
+he "thought" they had five teeth. Copy in Museum files.
+
+[23] Frank later wrote his brother, January 1894, that he fixed the tank
+so it would not draw sediment from the bottom. Copy of letter in Museum
+files.
+
+[24] The number of mufflers Frank Duryea constructed is not known. He
+wrote Charles, December 22, 1893, that he "will try a new muffler also."
+
+[25] Selden Patent Evidence, vol. 9, p. 110.
+
+[26] See "history" (footnote 7), p. 2. Charles wrote, "Some parts of
+these [referring to the batteries], like the jars, I had on hand for six
+or eight years, and did not need to buy."
+
+[27] Ibid., p. 15.
+
+[28] Ibid., p. 15
+
+[29] Frank stated in this letter that the friction drum originally had
+two belts, forward and reverse, but since they tended to foul each
+other, he removed the reverse belt and left the other to serve for both
+directions. How the shipper fork might have handled two belts is not
+understood.
+
+[30] As actually constructed there are only two gears on the secondary
+shaft. He obviously discovered that one gear secured to two clutches
+would serve for both forward and reverse. Space was also limited.
+
+[31] Recorded interview with Frank Duryea in U.S. National Museum,
+November 9, 1956.
+
+[32] Letter from Frank Duryea to Charles Duryea, November 8, 1893. Copy
+in Museum files.
+
+[33] Frank Duryea, in a recorded interview in the U.S. National Museum
+on November 6, 1957, said that he believed these had been purchased from
+Rochester Rawhide Company.
+
+[34] Letter from Frank Duryea to Charles Duryea, December 22, 1893. Also
+letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in
+Museum files.
+
+[35] Telling of the first use of the car in later days, Frank Duryea
+mentions the many noises and vibrations that accompanied the trip: the
+vibrating tiller, the tinny sounding muffler, the clattering chains. He
+later reported speeds of 3 mph in low gear and 8 mph in high gear.
+
+[36] Letter from Frank Duryea to Charles Duryea, Jan. 19, 1894, says
+they went up hill via Summer and Armor Streets, then out Walnut to
+Bemis' at Central Street School.
+
+[37] The letter read: "I have designed a new muffler and we will proceed
+to make it before long, in a day or two. Instead of one shell 1/8-inch
+thick I shall put a shell 1/16-inch thick inside another of equal
+thickness, but about 1 inch greater diameter i.e., one chamber within
+another so as to cause sound to turn corners to get out. Still another
+shell will be added if it prove insufficient, making it turn about
+again--taking care in each case to give ample room for expansion--outer
+one need not be more than 1/32 inch possibly. Will let two threaded rods
+with nuts hold heads on both or on three cases, if the 3d be essential."
+
+[38] This letter gives further proof that the car never had a brake.
+Frank said the car came back down the hill with no brake, but that the
+engine held the vehicle back.
+
+[39] DURYEA, op. cit. (footnote 5), p. 37.
+
+[40] It is possible that a few parts were removed at this time to be
+used on the two-cylinder car. The muffler may have been one of these,
+and even more likely, the governor parts. Charles Duryea wrote to C. W.
+Mitman December 27, 1921, stating that his younger brother Otho and a
+Henry Wells had put in a battery and gasoline in 1897 and started the
+engine. Because the chains were not on the car they could not attempt to
+operate it; but the engine ran too fast, and finally something broke,
+probably the engine frame, found to be broken during the recent
+restoration. Charles thought the engine ran too fast because some of the
+governor parts were already missing.
+
+[41] Recorded interview with Frank Duryea in the U.S. National Museum,
+November 9, 1956. On the formation of the Duryea Motor Wagon Company,
+Mr. Markham was rewarded for his part of the venture. He had invested
+nearly $3000 in the work, and sold out his rights in the company for
+approximately a $2000 profit.
+
+
+
+
+Transcriber's Notes:
+
+  Passages in italics are indicated by _underscore_.
+
+  The text contained in several of the illustrations, which has been
+  transcribed for this text file, is indicated by =text=.
+
+  Superscript characters are enclosed in brackets {x}.
+
+  Additional spacing after some of the quotes is intentional to indicate
+  both the end of a quotation and the beginning of a new paragraph as
+  presented in the original text.
+
+  Letters printed upside down were corrected silently.
+
+  Misprint " he" corrected to "the" (page 8).
+
+
+
+
+
+End of the Project Gutenberg EBook of The 1893 Duryea Automobile In the
+Museum of History and Technology, by Don H. Berkebile
+
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+    <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" />
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+      The Project Gutenberg eBook of The 1893 Duryea Automobile In the Museum of History and Technology, by Don H. Berkebile.
+    </title>
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+<pre>
+
+The Project Gutenberg EBook of The 1893 Duryea Automobile In the Museum of
+History and Technology, by Don H. Berkebile
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The 1893 Duryea Automobile In the Museum of History and Technology
+
+Author: Don H. Berkebile
+
+Release Date: September 22, 2009 [EBook #30055]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THE 1893 DURYEA AUTOMOBILE ***
+
+
+
+
+Produced by Colin Bell, Joseph Cooper, Stephanie Eason,
+and the Online Distributed Proofreading Team at
+https://www.pgdp.net.
+
+
+
+
+
+
+</pre>
+
+
+<p>&nbsp;</p><p>&nbsp;</p>
+
+
+
+<p class="right"><span class="smcap">Contributions from</span></p>
+<p class="right"><span class="smcap">The Museum of History and Technology:</span></p>
+<p class="right"><span class="smcap">Paper 34</span></p>
+
+<p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p>
+<p class="right"><span class="smcap">The 1893 Duryea Automobile</span><br />
+<span class="smcap">In the Museum of History and Technology</span></p>
+
+<p class="right"><i>Don H. Berkebile</i></p>
+<p>&nbsp;</p>
+
+<table cellpadding="0" cellspacing="5" summary="Table of Contents">
+<tr><td><a href="#Experience">EARLY AUTOMOTIVE EXPERIENCE</a></td><td><span class="spacer">&nbsp;</span></td><td align="right"><a href="#Page_5">5</a></td></tr>
+<tr><td><a href="#Construction">CONSTRUCTION BEGINS</a></td><td><span class="spacer">&nbsp;</span></td><td align="right"><a href="#Page_6">6</a></td></tr>
+<tr><td><a href="#Description">DESCRIPTION OF THE AUTOMOBILE</a></td><td><span class="spacer">&nbsp;</span></td><td align="right"><a href="#Page_16">16</a></td></tr></table>
+<p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p>
+
+
+<div class="figcenter"><img src="images/i02top.jpg" alt="Duryea" /></div>
+<p>&nbsp;</p><p>&nbsp;</p>
+<div class="figright"><img src="images/i02bot.jpg" alt="Duryea" /></div>
+<p><span class="smcap">Figure 1.</span>&mdash;<span class="smcap">Duryea automobile</span> in the Museum of History and
+Technology, from an 1897 photograph. The gear-sprockets were already missing when this was taken, and the chain lies loosely on the pinion.
+Shown at the right, the Duryea vehicle following the recent restoration (Smithsonian photo 34183).</p>
+<p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p><p>&nbsp;</p>
+
+<p><span class='pagenum'><a name="Page_3" id="Page_3">[Pg 3]</a></span></p>
+<p class="right"><i>Don H. Berkebile</i></p>
+
+<p>&nbsp;</p>
+<h1>THE 1893 DURYEA AUTOMOBILE</h1>
+
+<h4><i>In the Museum of History and Technology</i></h4>
+
+<div class="blockquot"><p><i>During the last decade of the nineteenth century a number of
+American engineers and mechanics were working diligently to develop
+a practical self-propelled vehicle employing an internal-combustion
+engine as the motive force. Among these men were Charles and Frank
+Duryea, who began work on this type of vehicle about 1892. This
+carriage was operated on the streets of Springfield, Massachusetts,
+in 1893, where its trials were noted in the newspapers. Now
+preserved in the Museum of History and Technology, it is a prized
+exhibit in the collection of early automobiles.</i></p>
+
+<p><i>It is the purpose of this paper to present some of the facts
+discovered during the restoration of the vehicle, to show the
+problems that faced its builders, and to describe their solutions.
+An attempt also has been made to correlate all this information
+with reports of the now almost legendary day-to-day experiences of
+the Duryeas, as published by the brothers in various booklets, and
+as related by Frank Duryea during two interviews, recorded on tape
+in 1956 and 1957, while he was visiting the Smithsonian.</i></p>
+
+<p><span class="smcap">The Author</span>: <i>Don H. Berkebile is on the staff of the Museum of
+History and Technology, in the Smithsonian Institution's United
+States National Museum.</i></p></div>
+
+<p>&nbsp;</p>
+<p class='dropcap'><span class="caps">Of</span> the numerous American automotive pioneers, perhaps among the best
+known are Charles and Frank Duryea. Beginning their work of automobile
+building in Springfield, Massachusetts, and after much rebuilding, they
+constructed their first successful vehicle in 1892 and 1893. No sooner
+was this finished than Frank, working alone, began work on a second
+vehicle having a two-cylinder engine. With this automobile, sufficient
+capital was attracted in 1895 to form the Duryea Motor Wagon Company in
+which both brothers were among the stockholders and directors. A short
+time after the formation of the company this second automobile was
+entered by the company in the Chicago Times-Herald automobile race on
+Thanksgiving Day, November 28, 1895, where Frank Duryea won a victory
+over the other five contestants&mdash;two electric automobiles and three Benz
+machines imported from Germany.</p>
+
+<p>In the year following this victory Frank, as engineer in charge of
+design and construction, completed the plans begun earlier for a more
+powerful automobile. During 1896 the company turned out thirteen
+identical automobiles, the first example of mass production in American
+<span class='pagenum'><a name="Page_4" id="Page_4">[Pg 4]</a></span>automotive history.<small><a name="f1.1" id="f1.1" href="#f1">[1]</a></small>
+Even while these cars were under construction Frank was planning a
+lighter vehicle, one of which was completed in October of 1896. This
+machine was driven to another victory by Frank Duryea on November 14,
+1896, when he competed once again with European-built cars in the
+Liberty-Day Run from London to Brighton. The decision to race and
+demonstrate their autos abroad was the result of the company's desire to
+interest foreign capital, yet Frank later felt they might better have
+used their time and money by concentrating on building cars and selling
+them to the local market. Subsequently, in the fall of 1898, Frank
+arranged for the sale of his and Charles' interest in the company, and
+thereafter the brothers pursued separate careers.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<div class="figcenter"><img src="images/i04.jpg" alt="Factory Workers" /></div>
+<p class="center"><span class="smcap">Figure 2.&mdash;Workmen in the Duryea factory</span> in Springfield,
+Mass.,<br />working on some of the thirteen 1896 motor wagons. (Smithsonian photo 44062.)</p>
+<p>&nbsp;</p>
+
+<p>Frank, in 1901, entered into a contract with the J. Stevens Arms and
+Tool Company, of Chicopee Falls, Massachusetts, which built automobiles
+under his supervision. This association led in 1904 to the formation of
+the Stevens-Duryea Company, of which Irving Page was president and Frank
+Duryea was vice president and chief engineer. This company produced
+during its 10-year existence a number of popular and well-known models,
+among them a light six known as the Model U, in 1907; a larger
+4-cylinder called the Model X, in 1908; and a larger six, the Model Y,
+in 1909. In 1914 when Stevens withdrew from the company, Frank obtained
+control. The following year he sold the plants and machinery, liquidated
+the company, and, due to ill health, retired.</p>
+
+<p>Charles, in the meantime, located in Reading,<span class='pagenum'><a name="Page_5" id="Page_5">[Pg 5]</a></span> Pennsylvania, where he
+built autos under the name of the Duryea Power Company.<small><a name="f2.1" id="f2.1" href="#f2">[2]</a></small> Here, and
+later in Philadelphia under the name of the Duryea Motor Corporation and
+other corporate names, he continued for a number of years to build
+automobiles, vacuum cleaners and other mechanical devices. Until the
+time of his death in 1938, he practiced as a consulting engineer.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<div class="figcenter"><img src="images/i05.jpg" alt="Admittance Card" /></div>
+<p class="center"><span class="smcap">Figure 3.&mdash;Admittance card</span> of C. E. Duryea to the U.S. Patent Office, 1887.<br />(Gift of Rhea Duryea Johnson.)</p>
+<p>&nbsp;</p>
+
+
+<hr style="width: 65%;" />
+<h2><a name="Experience" id="Experience"></a>Early Automotive Experience</h2>
+
+<div class="figright"><img src="images/i05a.jpg" alt="Charles E. Duryea" /><br />
+<span class="smcap">Figure 4.&mdash;Charles E. Duryea</span>, about 1894,<br />as drawn by George Giguere from a photograph.<br />(Smithsonian photo 48335-A.)</div>
+
+<p>Born in 1861 near Canton, Illinois, Charles E. Duryea had learned the
+trade of a mechanic following his graduation from high school, and
+subsequently turned his interests to bicycle repair. He and his brother
+James Frank, eight years younger, eventually left Illinois and moved to
+Washington D.C., where they were employed in the bicycle shop of H. S.
+Owen, one of that city's leading bicycle dealers and importers. While in
+Washington, Charles became a regular reader of the Patent Office
+Gazette,<small><a name="f3.1" id="f3.1" href="#f3">[3]</a></small> an act which undoubtedly influenced his later work with
+automobiles. A short time later, probably in 1889, Charles contracted
+with a firm in Rockaway, New Jersey, to construct bicycles for him, but
+their failure to make delivery as promised caused him to go to Chicopee,
+Massachusetts, where he contracted with the Ames Manufacturing Company
+to do his work. Moving there in 1890, he obtained for his brother a
+position as toolmaker with the Ames Company. Thus, Frank Duryea, as he
+was later known, also became located in Chicopee, a northern suburb of
+Springfield.</p>
+
+<p>During the summer, 1891, Charles found the bicycle business left him
+some spare time, and the gasoline-<span class='pagenum'><a name="Page_6" id="Page_6">[Pg 6]</a></span>powered carriages he had read of
+earlier came constantly into his mind in these periods of idleness.<small><a name="f4.1" id="f4.1" href="#f4">[4]</a></small>
+He and Frank studied several books on gasoline engines, among them one
+by an English writer (title and author now unknown);<small><a name="f5.1" id="f5.1" href="#f5">[5]</a></small> this described
+the Otto 4-stroke cycle as now used. Some engineers, however, were
+concerned because this engine, on the completion of the exhaust stroke,
+had not entirely evacuated all of the products of combustion. The
+Atkinson engine, patented in 1887, was one of the attempts to solve this
+as well as several other problems, thus creating a more efficient cycle.
+This engine was designed so that the exhaust stroke carried the piston
+all the way to the head of the engine, while the compression stroke only
+moved the piston far enough to sufficiently compress the mixture. The
+unusual linkage necessary to create these unequal strokes in the
+Atkinson engine made it seem impractical for a carriage engine, where
+compactness was desired.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i06.png" alt="Advertisement" /></div>
+<p class="center"><span class="smcap">Figure 5.&mdash;Advertisement</span> of Duryea bicycle company,<br /><i>Scientific American</i>, September 9, 1893.</p>
+
+
+<p>&nbsp;</p>
+<p>Going to Hartford, Connecticut, possibly on business relating to his
+bicycle work, Charles visited the Hartford Machine Screw Company where
+the Daimler-type engine was being produced,<small><a name="f6.1" id="f6.1" href="#f6">[6]</a></small> but after examining it he
+felt it was too heavy and clumsy for his purpose. Also in Hartford he
+talked over the problem of a satisfactory engine with C. E. Hawley, an
+employee of the Pope Manufacturing Company, makers of the Columbia
+bicycle. Hawley, searching for a way to construct an engine that would
+perform in a manner similar to the Atkinson, yet would have the
+lightness and compactness necessary for a carriage engine, suggested an
+idea that Charles believed had some merit. This idea, involving the use
+of what the Duryeas later called a "free piston," was eventually to be
+incorporated in their first engine.<small><a name="f7.1" id="f7.1" href="#f7">[7]</a></small></p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i06a.jpg" alt="J. Frank Duryea" /></div>
+<p class="center"><span class="smcap">Figure 6.&mdash;J. Frank Duryea</span>, about 1894,<br />as drawn by George Giguere from a photograph.<br />(Smithsonian photo 48335.)</p>
+<p>&nbsp;</p>
+
+<hr style="width: 65%;" />
+<h2><a name="Construction" id="Construction"></a>Construction Begins</h2>
+
+<p>Back in Chicopee again, Charles began planning his first horseless
+carriage. Frank later stated that they leaned heavily on the Benz
+patents in their work;<small><a name="f8.1" id="f8.1" href="#f8">[8]</a></small> but while the later engine and transmission
+show evidence of this, only the Benz manner of placing the engine and
+the flywheel seem to have been employed in the original Duryea plan.
+Charles reversed the engine so that the flywheel was to the front,
+rather than to the rear as in the Benz patent, but made use of Benz'
+vertical crankshaft so that the flywheel rotated in a horizontal plane.
+Previously most engines had used vertical flywheels; Benz, believing
+that this practice would cause difficulty in steering a propelled<span class='pagenum'><a name="Page_7" id="Page_7">[Pg 7]</a></span>
+carriage, explained his reason for changing this feature in his U.S.
+patent 385087, issued June 26, 1888:</p>
+
+<div class="blockquot"><p>In motors hitherto used the fly-wheels have been attached to a
+horizontal shaft or axle, and have thus been made to revolve in a
+vertical plane, since the horizontal shaft is best adapted to the
+transmission of power. If, however, in this case we should use a
+heavy rotating mass, corresponding to the power employed and
+revolving rapidly in a vertical plane, the power to manage the
+vehicle or boat would become very much lessened, as the flywheel
+continues to revolve in its plane. I therefore so design the
+apparatus that its crank shaft x has a vertical position and its
+fly-wheel y revolves in a horizontal plane.... By this means the
+vehicle is not only easily controlled, but also the greatest safety
+is attained against capsizing.</p></div>
+
+<p>To the Duryea plan, Benz may also have contributed the idea for
+positioning the countershaft, though its location is sufficiently
+obvious that Charles may have had no need for copying Benz. Charles
+wisely differed from Benz in placing the flywheel forward, thus
+eliminating the need for the long driving belt of the Benz carriage. Yet
+he did reject the bevel gears used by Benz, which might well have been
+retained, as Frank was later to prove by designing a workable
+transmission that incorporated such bevel gears. The initial plan, as
+conceived by Charles, also included the details of the axles, steering
+gear, countershaft with its friction-drum, the 2-piece angle-iron frame
+upon which the countershaft bearings were mounted, and the free piston
+engine with its ignition tube, since hot-tube ignition was to be
+employed. No provision was made, however, for a burner to heat the tube;
+nor had a carburetor been designed, though it had been decided not to
+use a surface tank carburetor. The plans called for no muffler or
+starting arrangement.<small><a name="f9.1" id="f9.1" href="#f9">[9]</a></small> Many engines of the period were started simply
+by turning the flywheel with the hands, and Charles felt this method was
+sufficient for his carriage.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i07a.jpg" alt="Atkinson Engine" /></div>
+<p class="center"><span class="smcap">Figure 7.&mdash;Drawing showing principle</span> of the Atkinson engine; this feature<br />is what the Duryeas were trying to achieve with their free-piston engine, by<br />substituting the free piston for the unusual linkage of the Atkinson.<br />(Smithsonian photo H3263-A.)</p>
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i07.jpg" alt="Benz Engine" /></div>
+<p class="center"><span class="smcap">Figure 8.&mdash;Drawing of 1885 Benz</span> engine, showing<br />similarity in general appearance to Duryea engine. From<br />Karl Benz und sein Lebenswerk, Stuttgart, 1953.<br />(Daimler-Benz Company publication.)</p>
+<p>&nbsp;</p>
+
+<p>The Ames plant customarily had a summer shutdown during August; thus,
+during August of 1891 Charles and Frank had access to a nearly empty
+plant in which they could carry on experiments and make up working
+drawings of the proposed vehicle. It cannot now be conclusively stated
+whether any parts were made for the car during August or the remainder
+of the year. It is more likely that the brothers attempted to complete a
+set of drawings. Frank Harrington, chief draftsman at Ames, may have
+helped out at this time; from Charles' statement of April 14, 1937, it
+is learned that he did prepare drawings during 1892.</p>
+
+
+<p><span class='pagenum'><a name="Page_8" id="Page_8">[Pg 8]</a></span></p>
+<div class="figleft"><img src="images/i08.jpg" alt="flywheel" /><br />
+<span class="smcap">Figure 9.&mdash;Illustration from</span> U.S. patent 385087,<br />issued to Carl Benz,
+showing the horizontal plane<br />of the flywheel, a feature utilized by the
+Duryeas in their machine.</div>
+
+<p>The first contemporary record of any work on vehicles is a bill, dated
+January 21, 1892, for a drawing made by George W. Howard &amp; Company. This
+drawing was made in the fall of 1891 by Charles A. Bartlett, a member of
+the Howard firm and a neighbor of Charles Duryea, according to a
+statement by Charles in the <i>Automobile Trade Journal</i> of Jan. 10, 1925.
+He was then also of the opinion that this drawing may not have had
+anything to do with the carriage they were about to assemble, but a
+notation found by Charles at a later date has led him to believe that it
+possibly concerned a business type vehicle he had discussed with an
+unidentified Mr. Snow.</p>
+
+<p>By early 1892 Charles needed capital to finance his venture, an old
+carriage to attach his inventions to, a place to work, and a mechanic to
+do the work. On March 26, he stopped by the Smith Carriage Company and
+looked over a selection of used buggies and phaetons. He finally decided
+on a rather well-used ladies' phaeton which he purchased for $70. The
+leather dash was in so deplorable a state it would have to be recovered
+before <ins class="correction" title="original reads ' he'">the</ins> carriage went onto the road, and the leather fenders it once
+possessed had previously been removed; yet the upholstery appeared to be
+in satisfactory condition, and the candle lamps were intact.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i08a.jpg" alt="Phantom Illustration" /></div>
+<p class="center"><span class="smcap">Figure 10.&mdash;Phantom illustration</span> of Benz' first
+automobile.<br />(From <i>Carl Benz, Father of the Automobile Industry</i>, by L. M. Fanning, New York, 1955.)</p>
+<p>&nbsp;</p>
+
+<p>Two days later, Charles was able to interest Erwin F. Markham, of
+Springfield, sufficiently to obtain his financial aid in the project. A
+contract was<span class='pagenum'><a name="Page_9" id="Page_9">[Pg 9]</a></span> drawn up between the two men, which stated that Mr.
+Markham was to put up $1000 for which he received a five-tenths share of
+the venture. When the $1000 had been used, he then had the option to
+continue his aid until the project had been carried to a successful
+climax, and retain his half share, or to refuse further funds and
+relinquish four of his five-tenths interest in the business.<small><a name="f10.1" id="f10.1" href="#f10">[10]</a></small> Had he
+eventually chosen the latter, Charles would obviously have had to seek
+assistance elsewhere.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<div class="figcenter"><img src="images/i09.jpg" alt="Bill" /></div>
+<p class="center"><span class="smcap">Figure 11.&mdash;The Howard &amp; Co. bill</span> showing the first work
+performed<br />toward a motor vehicle. While this may not refer specifically<br />to the machine now in the museum, it is evidence of early work.</p>
+<p>&nbsp;</p><p>&nbsp;</p>
+<div class="figright"><img src="images/i09a.jpg" alt="The Shop of John Russell" /><br />
+<span class="smcap">Figure 12.&mdash;The shop of John Russell &amp; Sons.</span><br />It was on
+the second floor of this building that<br />Charles and Frank Duryea built their first motor vehicle.<br />(Courtesy of the <i>Springfield Union</i>.)</div>
+
+<p>That same day, March 28, Charles found working space and machinery
+available at John W. Russell &amp; Sons Company in Springfield.<small><a name="f11.1" id="f11.1" href="#f11">[11]</a></small> The
+Russells had recently completed a large government order of shells for
+the famous dynamite guns later used on board the cruiser <i>Vesuvius</i> in
+the Spanish-American War, and this left an entire second floor,
+approximately 35 &times; 85 feet, virtually unoccupied, according to an
+affidavit of William J. Russell of April 30, 1926. Now ready to begin
+the actual work, Charles hired his brother Frank to start construction.
+Frank started about the first of April, receiving a raise of about 10
+percent over the salary he had received at Ames. Before the vehicle was
+completed a number of other men performed work on some of the parts,
+among them William Deats who had been hired by Charles primarily to work
+on <span class='pagenum'><a name="Page_10" id="Page_10">[Pg 10]</a></span>bicycles in the same area, but who occasionally assisted on the
+carriage. Russell Company records show time charged against Charles
+Duryea by six other Russell employees: W. J. Russell, P. Colgan, C. E.
+Merrick, T. Shea, L. J. Parmelee, and A. A. Poissant.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<div class="figcenter"><img src="images/i10.jpg" alt="J. Frank Duryea" /></div>
+<p class="center"><span class="smcap">Figure 13.&mdash;J. Frank Duryea</span> looking over the Russell shop
+lathe<br />on which he turned parts for the first Duryea vehicle.<br />Photo taken about 1944. (Courtesy of the <i>Springfield Union</i>.)</p>
+<p>&nbsp;</p>
+
+<p>It is Frank Duryea's remembrance that he started work on Monday, April
+4. He first removed the body, with its springs, and placed it on a pair
+of wooden horses where it remained until the summer of the following
+year. The next step was to remove the rear axle and take it to a
+blacksmith shop where the old axle spindles were cut off and welded to a
+new drop-center axle. Following this the front axle spindles were
+removed, the ends of the axle slotted, and a webbed, C-shaped piece
+carrying the kingpin bearings was fitted into each slot, braced from
+underneath by short brackets which were riveted and brazed in place. The
+old spindles then were welded to the center of offset kingpins which in
+turn were mounted in their bearings in a manner similar to that in which
+the frame of the Columbia high-wheeled bicycle was mounted in its fork.
+Arms welded to the lower end of the kingpins were connected by the tie
+rods to an arm on the lower end of the vertical steering column, located
+on the center of the axle.</p>
+
+<div class="figleft"><img src="images/i11.jpg" alt="Russell Shop Records" /><br />
+<span class="smcap">Figure 14.&mdash;A portion</span> of the Russell shop<br />records showing charges made against<br />Charles Duryea during 1893-1894.</div>
+
+<p>While work on the running gear advanced, some progress was made in the
+construction of the engine.<span class='pagenum'><a name="Page_11" id="Page_11">[Pg 11]</a></span> Patterns for the castings were fabricated,
+most of them by Charles Marshall on Taylor Street,<small><a name="f12.1" id="f12.1" href="#f12">[12]</a></small> and castings were
+poured. The body or main casting of the engine resembled a length of
+cast-iron pipe: it had no bosses or lugs cast on, nor any water jacket,
+for they thought the engine would be kept cool merely by being placed in
+the open air. The front end of the engine was secured to the vehicle by
+four bolts which passed through the halves of the bearings and onto four
+projections on the open end of the engine. As the crankshaft of this
+engine was retained in constructing the present engine, it is logical
+to assume that the bearings were the same also. The head was cast as a
+thick disc, with both intake and exhaust valves located therein, and was
+bolted onto the flanged head end of the engine.</p>
+
+<p>Inside the cylinder was the strange arrangement previously suggested by
+C. E. Hawley. To the connecting rod was attached a rather ordinary
+ringed piston, over which was fitted a free, ringless piston, machined
+to fit closely the cylinder bore. This floating piston could move freely
+a distance equal to the compression space. The intention was that on the
+intake stroke, suction would open the intake valve, which had no
+positive opening arrangement, and draw in the mixture which then was
+compressed as in a regular Otto engine. Fired by the hot-tube ignition
+system, the force of the explosion would drive both pistons down,
+forcing the outer one tight against the head of the smaller one, and at
+the end of the stroke the longer wall of the outer piston would strike
+an arm projecting into the cylinder near the open end, moving forward
+the exhaust valve rod to which the arm was attached, thus pushing open
+the valve in the head.<small><a name="f13.1" id="f13.1" href="#f13">[13]</a></small> On the exhaust stroke the unrestrained outer
+piston moved all the way to the head, expelling all of the products of
+combustion and pushing the exhaust valve shut again. With a bore of four
+inches or less, this engine, Charles believed, should develop about
+three horsepower and run at a speed between 350 to 400 revolutions per
+minute.<small><a name="f14.1" id="f14.1" href="#f14">[14]</a></small></p>
+
+<p>As no ignition system had yet been provided, they prepared a 4&#189;-inch
+length of one-quarter inch iron pipe, closed at one end, and screwed the
+open end into the head. Heating this tube with an alcohol burner would
+cause ignition of the mixture when a portion of it was forced into the
+heated tube toward the end of the compression stroke. No attempt was
+made at this time to use the electrical make-and-break circuit used in
+their second engine, as the free piston would have wrecked the igniter
+parts on the exhaust stroke, and the push rod located on the end of the
+piston would have prevented the piston from closing the exhaust valve.</p>
+
+<p>After keying the flywheel to the lower end of the crankshaft, Charles
+and Frank decided to make an <span class='pagenum'><a name="Page_12" id="Page_12">[Pg 12]</a></span>attempt to run the engine. Carrying it
+into a back room, probably during July or August, 1892, they blocked it
+up on horses. A carburetor had not yet been constructed, so they
+attempted to start the engine by spinning the flywheel by hand, at the
+same time spraying gasoline through the intake valve with a perfume
+atomizer previously purchased at a drugstore in the Massasoit House.
+Repeated efforts of the two men to start the engine resulted in failure.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i12.jpg" alt="Conjectural Drawing" /></div>
+<p class="center"><span class="smcap">Figure 15.&mdash;Conjectural</span> drawing of the free-piston engine
+used in the Museum vehicle prior to the present engine. (Drawing by A. A. Balunek.)</p>
+<p>&nbsp;</p>
+
+<p>In the belief that the defects, whatever they might be, could be
+remedied after the engine was installed, the Duryeas went ahead and
+mounted the engine in the carriage. To do this they shortened the
+original reach of the carriage, allowing the engine itself to become the
+rear continuation of the reach. The four ears on the front, or open end
+of the engine, were bolted to the centrally located frame, with the
+bearing blocks in between. This frame, the same one now in the vehicle,
+was constructed of two pieces of angle iron, riveted and brazed
+together. Greater rigidity was obtained by a number of half-inch iron
+rods running from the frame to both front and rear axles. Because of the
+absence of any mounting brackets on the engine casting itself, a wooden
+block with a trough on top to receive the body of the engine was fitted
+between the engine and the axle, while two U-shaped rods secured it with
+clip bars and nuts underneath.</p>
+
+<p>Beneath the flywheel was mounted the friction transmission of Charles'
+design. This consisted of a large drum, perhaps 12 inches in diameter,
+equal in length to the diameter of the flywheel and keyed to a shaft
+directly under the center of the crankshaft and parallel to the axles.
+(Diameter of drum estimated by examination of existing features.) In
+view of the four projections of the frame extending downward and just in
+front of the jackshaft position, it is likely that these supported the
+four jackshaft bearings. Being a bicycle manufacturer, Charles saw the
+need for a differential or balance gear. Accordingly, he purchased from
+the Pope Manufacturing Company a very light unit of the type formerly
+used on Columbia tricycles, and installed it somewhere on the jackshaft.
+A small sprocket on each end of the shaft carried a chain from the
+larger sprockets clamped to the spokes of each rear wheel. The lower
+surface of the flywheel had been machined so as to form a friction disc,
+with a one-quarter inch depression 3 inches in diameter turned in the
+center. The drum was positioned so that its upper surface was
+one-quarter inch below the face of the flywheel. Hanging loosely around
+the drum was an endless belt, one and one-half inches wide, first made
+of rather soft rubber packing material. The belt lay on the drum surface
+between the fingers of a shipper fork. While it lay under the 3-inch
+depression in the center of the flywheel, the belt and the drum were at
+rest, but when it was moved away from that depression the belt wedged
+itself tightly between the drum and flywheel, the resulting friction
+causing the drum to turn and setting the vehicle into motion. The
+farther the belt was moved toward the outer edge of the wheel, the
+faster the drum and the vehicle moved.</p>
+
+<p>In September 1892, Charles, who had contracted with a Peoria, Illinois,
+firm to have bicycle parts manufactured, decided to move to that city.
+Departing on the 22d of September, he did not return to Springfield for
+over two years, and thus was not able to participate in the completion
+and testing of the<span class='pagenum'><a name="Page_13" id="Page_13">[Pg 13]</a></span> carriage. At the time of his departure several units
+on the carriage were incomplete. A carburetor had not been built, nor
+had a satisfactory burner or belt-shifting device. Charles had
+experimented with various shifting levers just before leaving
+Springfield: however, as he reported later, he did not succeed in
+designing a workable mechanism.<small><a name="f15.1" id="f15.1" href="#f15">[15]</a></small> Frank Duryea, now left to finish the
+work unassisted, continued the experiments with the belt shifter. He
+finally worked out a fork mounted on a carriage that was supported by
+two rods, each of which slid in two bearings. Although the short
+distance between the two bearings caused the shifter carriage to bind
+occasionally, the device was thought to be sufficient and was installed
+just in front of the frame. Connected to a system of cables, arms, and
+rods, possibly similar to the present cam-bar shifter, the shipper-fork
+carriage was moved from side to side by raising or lowering the tiller.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i13.jpg" alt="carburetor" /></div>
+<p class="center"><span class="smcap">Figure 16.&mdash;Drawing</span> of the carburetor used on both Duryea
+engines, 1893-1894,<br />showing sight feed on left and choke mechanism on right. (Smithsonian photo 13455.)</p>
+<p>&nbsp;</p>
+
+<p>Turning now to an efficient burner for heating the ignition tube, Frank
+started with an ordinary wick-type kerosene lamp with a small metal
+tank. Wishing to use gasoline in the lamp, he found it necessary to
+fabricate a number of burner units before he found a type that gave him
+a clean blue flame. He then found the flame to be very sensitive to
+drafts and easily extinguished, and devised a small shield or chimney to
+afford it some protection.</p>
+
+<p>Early in October, while still working with the burner, Frank developed a
+severe headache. He felt the fumes of the lamp had probably caused it,
+and went to his room in the home of a Mr. and Mrs. Patrick on Front
+Street in Chicopee. After he noticed no improvement, a doctor's
+examination showed he had typhoid fever, and on October 5 he was
+admitted to the Springfield Hospital. Here he remained for one month,
+being discharged on November 5. Returning to his room he was informed
+that because of the fear that he might be a typhoid carrier, the
+Patricks preferred him to find other lodgings. He readily accepted the
+invitation of Mr. and Mrs. D. H. Nesbitt of Chicopee to take a room with
+them. After several weeks recuperation in their home, he left
+Springfield to visit his mother in Wyoming, Illinois.</p>
+
+<p>After a restful visit at home Frank Duryea returned to Springfield and
+finished the work on his burner. Now only the lack of a carburetor
+prevented a trial of the vehicle. He recalls that he studied several
+gasoline-engine catalogs and in one of them, a Fairbanks catalog he
+believes,<small><a name="f16.1" id="f16.1" href="#f16">[16]</a></small> he saw a design that seemed to suit his needs. He decided
+to simplify the construction and operation of his carburetor and had a
+small bronze casting made to form the body of it. Inside was a gasoline
+chamber with two tapped openings, one to receive a pipe from the
+2-gallon gasoline tank mounted above the engine, the other taking a pipe
+to the overflow tank underneath the engine, thus maintaining the
+gasoline level without the use of a float valve. This latter tank had a
+hand pump on one end so that the overflow gasoline could at times be
+pumped again into the main tank. Gasoline passed from the carburetor
+chamber through a needle valve, adjusted by a knob on top, then through
+a tiny tube that entered the pipe leading to the intake valve. It is not
+certain whether this intake pipe was at first fitted with the choke
+arrangement later used with the second engine.</p>
+
+<p>Frank, hoping at last to be rewarded for his efforts by the sound of
+explosions from the engine, was ready to give the carriage an indoor
+trial. Standing astraddle of the reach and facing to the rear, he spun
+the flywheel with both hands, taking care not to get his hands caught
+between the wheel and the frame. His efforts were in vain, as there was
+complete failure to obtain ignition. He then made a new ignition tube,
+nearly twice as long as the original 4-&#189;-inch tube, and turned down
+its wall as thin as he thought safety allowed. The thinner wall did not
+conduct the heat off so rapidly and thus kept the tube hot enough to
+permit ignition. After this slight change, he was able to get a few
+occasional explosions but he does not now believe that the engine ever
+operated continuously. Each explosion was accompanied by a <span class='pagenum'><a name="Page_14" id="Page_14">[Pg 14]</a></span>loud knock,
+due, undoubtedly, to the movement of the free piston. Had the engine
+operated continuously, it is likely that the action of the free piston
+would have shortly wrecked the engine. Further efforts appeared
+unwarranted until alterations could be made.</p>
+
+<p>&nbsp;<a name="fig17" id="fig17"></a></p>
+<div class="figcenter"><img src="images/i14.jpg" alt="Letter" /></div>
+<p class="center"><span class="smcap">Figure 17.&mdash;Letter explaining</span> the circuit breaker spring and the brass
+projection on top of the ignition chamber.<br />Mr. Mitman was, at the time, curator of engineering in the U.S. National Museum.</p>
+<p class="page"><a href="#letter">Text of Letter</a></p>
+<p>&nbsp;</p>
+
+<p><span class='pagenum'><a name="Page_15" id="Page_15">[Pg 15]</a></span>The two pistons were first pinned together into a single unit which was
+probably ringless, since it is believed the walls of the outer piston
+were too thin to admit rings. Because the piston no longer struck the
+exhaust valve, a short rod had to be screwed into the pistonhead; this
+pushed the valve shut at the completion of the exhaust stroke. The
+remaining problem, the opening of the exhaust valve, was solved by
+screwing a device to the side of the cylinder which operated from the
+sidewise motion of the connecting rod. This device shifted a small
+spacer between the piston and the striker arm of the exhaust-valve rod,
+permitting the piston to push open the exhaust valve. On alternating
+strokes the spacer shifted back out of the cylinder; therefore, no
+contact was made between piston and striker arm. Sometime in February
+1893, the altered engine was successfully started.</p>
+
+<p>At last the transmission could be tested. Will Russell had come upstairs
+to watch the trial, and according to a statement by him, given April 30,
+1926, Frank, standing to the right of the engine and behind the rear
+axle, reached forward and with the combination tiller-belt-shifter,
+moved the belt into driving position. The carriage started forward, but
+as it approached the wall of the building Frank discovered that he could
+not get the belt back into the neutral position. In desperation, he
+grasped the rear axle with both hands and was dragged a short distance,
+attempting to stop the machine, before it struck the wall. He had,
+however, sufficiently retarded it so that no damage was done.</p>
+
+<p>This short trial demonstrated some of the weaknesses in the friction
+transmission. Since the speed of the surface of the flywheel, in feet
+per second, increased in proportion to the distance of the point of
+contact from the center, the outer edge of the belt attempted to run
+faster than the inner edge. This conflict of forces not only put an
+undue load on the motor causing a great loss of power, but it also
+created a tendency for the belt to work towards the outer edge of the
+flywheel. Conversely, when the operator desired to return the belt to
+neutral, it strongly resisted any efforts to slide it toward the center
+of the wheel, as Frank had learned from the wall-bumping incident.
+Furthermore, the rubber belt on the friction drum had worn so badly
+that it had to be replaced at least once during the brief experiments.</p>
+
+<div class="figright"><img src="images/i15.jpg" alt="Ignition Chamber" /><br />
+<span class="smcap">Figure 18.&mdash;Ignition chamber</span>, switch,<br />and breaker contacts of the present Duryea engine.</div>
+
+
+<p>At this point, Frank and Markham felt that the carriage was anything but
+satisfactory. While they were trying to decide what steps should be
+taken next, Frank added one last improvement to the engine. Fearing that
+the uncooled cylinder might suffer damage from the excessive heat, he
+constructed a copper water jacket in two halves, drew them together
+around the cylinder with clamping rings and soldered the seams. Asbestos
+packing sealed the end joints where the jacket contacted the cylinder.
+Thinking back, Frank does not recall that he ever used a water tank with
+this engine, though he does remember adding water through the upper
+jacket opening. The engine was run only for a few brief periods
+following this addition.</p>
+
+<p>Obviously this collection of patchwork could not fulfill their needs for
+an engine. First, it would be next to impossible to start if the body
+was placed on the running gear, as the flywheel then would be
+practically inaccessible. The absence of rings on the piston caused a
+further loss of power to the already overloaded engine. The flywheel was
+too light. The absence of any form of governor left the operator with no
+control over the engine speed. Ignition was poor, partly owing to the
+hot-tube arrangement, and partly to the excessive distance between the
+engine and the carburetor. Frank wrote his brother Charles on February
+6<small><a name="f17.1" id="f17.1" href="#f17">[17]</a></small> that in his opinion the mixing chamber was so far from the engine
+that the gasoline could not be drawn into the cylinder as liquid, and it
+was too cold to vaporize and go in as gas. Thus he had difficulty in
+getting the engine started. When it did start the explosions were
+unmuffled. Less important to him than these defects, however, was the
+awkward and unsightly wooden engine mount.</p>
+
+
+
+<hr style="width: 65%;" />
+<p><span class='pagenum'><a name="Page_16" id="Page_16">[Pg 16]</a></span></p>
+<h2><a name="Description" id="Description"></a>Description of the Automobile</h2>
+
+
+<p>Sometime in the early part of March, Frank convinced Markham that he
+could construct a new and practical engine, using only previously tried
+mechanical principles.<small><a name="f18.1" id="f18.1" href="#f18">[18]</a></small> Drawing up new plans for this engine, he took
+them to Charles Marshall who began work on the patterns for the new
+engine castings. After the patterns had been delivered to the foundry,
+Frank left Springfield for a short vacation in Groton, Connecticut,
+where he visited with his fianc&eacute;e. On May 17, 1893, several weeks after
+his return to Springfield, they were married.</p>
+
+<p>The engine castings were undoubtedly received from the foundry prior to
+Frank Duryea's marriage, and the work of machining and assembling the
+parts went on through the spring and summer. This engine, still on the
+carriage in the Museum of History and Technology, is cased with a water
+jacket, and has bases on top to support the front and rear bearings of
+the starting crankshaft, and a base with port on the upper right side
+where the exhaust-valve housing was to be bolted. On the underside are
+two flanges, forming a base for seating the engine on the axle. A
+separate combustion chamber is cast and bolted to the head. Inside this
+chamber are located the igniter parts of Frank's electric ignition
+system. The fixed part, an insulated electrode, is screwed into the
+right side of the chamber and is connected with the ignition switch
+outside, to which one of the ignition wires is attached. A breaker arm
+inside is pinned to a small shaft extending through the top of the
+chamber. Around the breaker-arm shaft is a small coil spring (originally
+a spiral spring, according to the letter of Charles Duryea shown in <a href="#fig17">fig. 17</a>), anchored below to a thin brass finger extending toward the right
+side of the car, and above to a nut screwed tightly onto the shaft. This
+nut is also the terminal for the other ignition wire. The action of the
+spring keeps the breaker arm and the electrode in constant contact until
+the push rod on the end of the piston strikes the arm and separates the
+two parts. Breaking contact then produces the ignition spark. Since the
+mechanism would spark at the end of both the exhaust and compression
+strokes, the battery current is conserved by a contact strip, on the
+underside of the larger exhaust-valve gear, by means of which the flow
+of current is cut off during the greater part of the cycle.</p>
+
+<p>On the left side of the combustion chamber is bolted the housing
+containing the tiny intake valve. A comparatively weak spring seats this
+valve in order that the suction created by the piston can easily pull it
+open. Clamped onto the valve housing is the intake pipe, enclosing the
+choke and carrying the carburetor on its forward side. The choke
+consists of two discs which block the pipe, each with four holes at the
+edges and one in the center. Turning one disc by means of a small handle
+outside, so that the four outer holes cannot coincide with those in the
+other disc, decreases the flow of air and causes all air to rush through
+the center hole, where the tiny carburetor tube passes through. The
+present carburetor was transferred over from the first engine. When
+Frank later installed the engine on the carriage he noticed the close
+proximity of the intake pipe to the open end of the muffler. Believing
+that the fumes might choke the engine, he attached a long sheet-metal
+tube to the intake pipe so that fresh air would be drawn in from a point
+farther forward on the vehicle.</p>
+
+<p>Moving to the right side of the engine brings the exhaust-valve assembly
+into view. This valve is contained in a casting bolted over the exhaust
+port in the side of the cylinder, and from the casting a pipe leads to
+the muffler underneath. The valve is pushed open by a rod connected to a
+crank which is pinned to the lower end of a shaft carrying an iron gear
+on top. This gear is in mesh with a fiber gear, keyed to the upper end
+of the crankshaft, with half the number of teeth. This ratio permits the
+opening of the exhaust valve on every other revolution.</p>
+
+<p>The crankshaft of the first engine was retained for the new engine, thus
+giving the two engines the same stroke of 5-&#8540; inches, but the bore was
+increased slightly to 4&#8540; inches. With this larger bore and with the
+engine speed increased to 500 rpm, Frank rated this engine at 4 hp.<small><a name="f19.1" id="f19.1" href="#f19">[19]</a></small>
+A heavier flywheel, with a governor resting in the upper recess, was
+pressed onto the crankshaft. As the operator of the vehicle had no
+control over the carburetor once he climbed into the seat, this governor
+was necessary to maintain regular engine speed. Its function was to move
+a slide on the exhaust-valve unit to prevent the valve from closing.
+Thus the engine, with the suction broken, could not draw a charge on the
+next revolution. During the recent restoration of this carriage it was
+found that while <span class='pagenum'><a name="Page_17" id="Page_17">[Pg 17]</a></span>most parts are still intact, nearly all of the
+governor parts are missing. A description of them must therefore be
+based on the recollections of Frank Duryea, along with certain evidences
+seen on the engine.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i17a.jpg" alt="exhaust valve" /></div>
+<p class="center"><span class="smcap">Figure 19.&mdash;Under side</span> of exhaust valve mechanism showing
+electrical contacts that give spark only on every other revolution.</p>
+<p>&nbsp;</p>
+
+<p>Just on top of the flywheel, and surrounding the crankshaft, rest two
+rings, 3&#8542; inches in diameter. Into the opposing surfaces of these
+rings are cut a series of small inclined planes, appertinent to each
+other. On the outer circumference of the upper ring two pins pass
+through a pair of lugs mounted in the flywheel, causing the ring to
+rotate with the flywheel, yet permitting vertical movement. Underneath,
+the other ring is allowed to turn slightly when, by means of two
+connecting links, the arms of the governor push against them. These two
+arms, each constructed like a right angle and pivoted at the apex, are
+arranged directly opposite each other far out in the flywheel recess. As
+a weight on one angle of the arm presses outward by centrifugal force
+against a spring, the other angle presses inward against the connecting
+link mentioned above. The turning of the lower set of inclined planes
+against the fixed set above raises the upper ring and the fork resting
+on it. The upward movement of this fork, which is a continuation of an
+arm pivoted to a bracket midway between the crankshaft and the slide
+carrying the exhaust valve stop, causes the other end of the arm to
+drop, pulling the slide down with it. In this manner the closing of the
+exhaust valve is blocked, preventing the intake of the next charge, and
+therefore the engine misses one or more explosions until it slows to its
+normal speed.</p>
+
+<p>A starting shaft is mounted above the engine casting by a cast-iron
+bracket on either end. The front end of the shaft has a bevel gear which
+is held by a coil spring behind the front bracket, just out of contact
+with a bevel gear pressed onto the upper end of the crankshaft. The
+short rear portion of the shaft is a tube which slides over the main
+shaft. Fitting the removable handcrank to the squared end of the hollow
+shaft and turning the crank clockwise, will advance the forward section
+of shaft through the medium of a pair of inclined collars. With the
+bevel gears now engaged the engine may be cranked. When ignition begins,
+the inclined collars slide back down each other's surfaces, the shaft is
+again shortened, and its bevel gear springs free of the one on the
+crankshaft.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i17.jpg" alt="piston" /></div>
+<p class="center"><span class="smcap">Figure 20.&mdash;Piston and connecting rod</span> of second engine.
+Screw on rod is where oil is poured into connecting rod to lubricate wrist pin and crankshaft.</p>
+<p>&nbsp;</p>
+
+<p>While Frank worked on his engine, he realized that certain parts of the
+old running gear would need to be altered or replaced. In view of the
+heavier and more powerful engine, he felt the old wheels, probably
+having compressed band hubs, were inadequate. He procured a set of new,
+heavier wheels<small><a name="f20.1" id="f20.1" href="#f20">[20]</a></small> with Warner-type, cast-iron reinforced hubs. The
+angle iron frame, apparently sturdy enough to carry the added weight,
+was retained, but it was decided to install a heavier rear axle.<small><a name="f21.1" id="f21.1" href="#f21">[21]</a></small> The
+front axle assembly was at first allowed to remain unchanged, as was the
+steering apparatus. A short time later when the engine and friction
+transmission were bolted in place on the running gear, Frank saw that
+the rigidity of the framework had an undesirable effect. When the
+vehicle passed over any unevenness in the shop floor, the framework was
+distorted and caused the jackshaft bearings to bind tightly enough on
+the shaft to prevent its being turned by hand. In order to provide the
+3-point suspension necessary to eliminate this distortion, Frank
+attached the forward parts of the framework to an extra wooden spring
+bar, installing between this bar and the front axle a vertical fifth
+wheel of the type ordinarily used in a horizontal position in any light
+carriage.</p>
+
+<p><span class='pagenum'><a name="Page_18" id="Page_18">[Pg 18]</a></span>Frank next calculated that with the faster running engine the speed of
+the vehicle would be about 15 miles an hour, too much for the heavily
+loaded wheels. As he intended to make use of the original transmission,
+he decided to decrease the speed by increasing the size of the friction
+drum. He accomplished this by sliding a heavy fiber tube over the
+original drum, bringing its diameter to approximately 14 inches. The
+original shipper fork carriage was improved by separating the original
+bearings to a greater distance, and eliminating one of the two bearings
+on one end. This permitted a smooth and free operation of the small
+sliding carriage.</p>
+
+<p>In August 1893, possibly as a result of indoor experiments, Frank
+discovered that the chains running from the small 5-tooth<small><a name="f22.1" id="f22.1" href="#f22">[22]</a></small> jackshaft
+sprockets to the large, bronze, wheel sprockets were tight at some times
+and loose at others. This caused considerable unnecessary noise. The
+difficulty apparently was the result of the sprockets being cast and not
+machined. The patternmaker had said he believed he could make the
+pattern accurately enough so that no machining of the castings would be
+necessary. Nice castings were produced, but "these sprockets were the
+reason why an unusual construction was put on the crankshaft [meaning
+jackshaft]," explained Frank Duryea during an interview at the National
+Museum on November 9, 1956. Elaborating further, in reply to the queries
+of E. A. Battison, of the Museum's division of engineering, Duryea told
+of the problem and the solution when he explained that the sprockets had
+places where the shrinkage was not even. The hot metal, contracting as
+it cooled, did not seem to contract uniformly, creating slightly unequal
+distances between teeth. This resulted in the chain hanging quite loose
+in some places and in others the tightness prevented adjustment. He
+contacted Will Russell, foreman of the Russell shop, where the
+automobile was made, and Russell showed him a device, built by George
+Warwick, who had made the Warwick bicycle. It was an internal-cut gear,
+according to Duryea's description, with sprocket teeth on its periphery.
+With sprockets outside and normal teeth inside, the wheels were about 6
+inches in diameter, externally.</p>
+
+<p>These little internal-gear sprockets were hung on double-shrouded
+pinions secured to each end of the jackshaft. A solid disc or housing
+fitted against both ends of the pinion to prevent the internal gear
+from working off sideways. Duryea explained the function of these
+unique little parts: "as soon as tension came on that ring gear that we
+talked about, it not only tightened the chain hanging on this sprocket
+on the upper side, but it tightened it on both sides. [The sprocket]
+rocks right out: both sides of the chain are tight."</p>
+
+<p>This feature is one rarely encountered elsewhere, and Duryea, later in
+the interview said, "To tell you the truth, I think I was just a little
+bit ashamed about the thing, because I had to pull it off. I didn't like
+the looks of it after I got it on."</p>
+
+<p>Two small tanks, each with a capacity of approximately two gallons, were
+mounted over the engine in the positions they still occupy, the one on
+the left for gasoline,<small><a name="f23.1" id="f23.1" href="#f23">[23]</a></small> the other for water. The small fitting under
+the gasoline tank has a thumbscrew shutoff and a glass-sight feed tube,
+leading to the carburetor. The water tank, an inch longer than the
+gasoline tank, communicates with the water jacket of the engine through
+two pieces of half-inch pipe, entering the jacket from above and below.
+The overflow tank, holding just over a gallon, is suspended between the
+rear axle and the flywheel.</p>
+
+<p>A number of mufflers were constructed for the engine.<small><a name="f24.1" id="f24.1" href="#f24">[24]</a></small> The first
+experimental one was built of wood, being a box 6 &times; 6 &times; 15 inches with a
+hole for the exhaust pipe in one end and a series of small holes in the
+opposite end. Inside, Frank arranged metal plates which were somewhat
+shorter than the depth of the box. Every other one was attached to the
+bottom of the box; the intermediate plates were fastened to the top.
+This contrivance muffled the sound considerably, but, as might be
+expected, soon began to smoke. There can be little doubt that it was
+replaced before any of the outdoor trials began. Another type consisted
+of a cylindrical metal shell, perhaps six inches in diameter and ten or
+twelve inches long. Here a series of perforated baffle plates were
+inserted, with alternating solid plates having parts of their external
+edges cut away. Two bolts running the length of the muffler held on the
+cast-iron heads in a manner quite similar to the Model-T Ford mufflers
+of later years. Though partially satisfactory, Frank, in a November 6,
+1957, interview, complained that it <span class='pagenum'><a name="Page_19" id="Page_19">[Pg 19]</a></span>made a metallic sound. Perhaps this
+was the muffler he used from September to November 1893.</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i19.jpg" alt="battery" /></div>
+<p class="center"><span class="smcap">Figure 21.&mdash;Illustration of the no. 2 Samson battery</span><br />used
+by the Duryeas in their vehicle. (Smithsonian photo 46858.)</p>
+<p>&nbsp;</p>
+
+<p>On August 28 Frank wrote to Charles saying the carriage was almost ready
+for the road and that he hoped to take it out for a test on the coming
+Saturday, "off somewhere so no one will see us...."<small><a name="f25.1" id="f25.1" href="#f25">[25]</a></small> There is no
+evidence showing whether the amount of remaining work permitted the
+proposed trial on September 2. The body was finally replaced on the
+running gear, at which time it was found necessary to raise the seat
+cushion several inches by the insertion of a framework made of old
+crating boards. This allowed sufficient room between the seat and the
+frame to suspend the batteries and coil. Six no. 2 Samson batteries were
+contained in this space, three on each side, in rows parallel to the
+side of the vehicle. The Samson battery consisted of a glass jar
+containing a solution of ammonia salts and water, with a carbon rod in
+the center, housing a zinc rod. It is difficult to understand why they
+used Samson batteries rather than dry cells; perhaps they were concerned
+with the mounting cost of the machine and were making use of parts
+already on hand.<small><a name="f26.1" id="f26.1" href="#f26">[26]</a></small> A coil, possibly from an old gaslight igniter
+system, accompanied the Samson batteries under the seat. This original
+coil is now missing.</p>
+
+<p>The iron dash frame, previously recovered and provided with a rain apron
+to be pulled up over the knees in the event a heavy rain blew in under
+the carriage top, was bolted back in place. Frank and Mr. Markham gave
+the carriage a quick painting; later Frank admitted, "the machine never
+had a good job of painting."<small><a name="f27.1" id="f27.1" href="#f27">[27]</a></small> Before the motor wagon actually got
+onto the road, a reporter on the <i>Springfield Evening Union</i> got some
+statistics on it and an item appeared on September 16, giving the first
+public notice of the machine.</p>
+
+<p><span class='pagenum'><a name="Page_20" id="Page_20">[Pg 20]</a></span></p>
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i20.jpg" alt="article" /></div>
+<p class="center"><span class="smcap">Figure 22.&mdash;From the</span> <i>Springfield Evening Union</i>, September 16, 1893.</p>
+<p class="page"><a href="#article">Text of Article</a></p>
+<p>&nbsp;</p>
+
+<p>Toward the latter part of the following week, Frank was ready to give
+the product of his labors its first road trial. On September 21 the
+completed carriage was rolled onto the elevator at Russell's shop.
+Seeing that the running gear was too long for the elevator, they raised
+the front of the machine, resting the entire weight of 750 pounds on the
+rear wheels. Once outside the building, they pushed it into an area
+between the Russell and Stacy buildings. After dark, "so no one will
+see," Will Bemis, Mr. Markham's son-in-law, brought a horse and they
+pulled the phaeton out to his barn on Spruce Street.<small><a name="f28.1" id="f28.1" href="#f28">[28]</a></small> There, on
+Spruce and Florence Streets the first tests were made. The next day
+Frank wrote his brother saying, "Have tried it (the carriage) finally
+and thoroughly and quit trying until some changes are made. Belt
+transmission very bad.<small><a name="f29.1" id="f29.1" href="#f29">[29]</a></small> Engine all right." He did admit the engine
+seemed to be well loaded most of the time. He also had an idea in mind
+to replace the poor trans<span class='pagenum'><a name="Page_21" id="Page_21">[Pg 21]</a></span>mission, explaining the plan to Charles: "The
+three gears<small><a name="f30.1" id="f30.1" href="#f30">[30]</a></small> on secondary shaft have friction clutches, the two bevel
+gears on same shaft are controlled by a clutch which frees one and
+clutches the other at will. This provides a reverse."</p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i21.jpg" alt="spark coil" /></div>
+<p class="center"><span class="smcap">Figure 23.&mdash;Type of spark coil</span> the Duryeas are believed to have used in
+their electrical circuit,<br />as shown in a catalog illustration. (Smithsonian photo 46858-A.)</p>
+<p>&nbsp;</p>
+
+<p>The <i>Springfield Evening Union</i> of September 22 carried a notice of the
+trial. This report, too, commented on the faulty transmission and the
+plan already in Frank's mind for the new transmission.</p>
+
+<div class="blockquot"><p>... The friction belt allowed of the speed being steadily increased
+or diminished at the will of the driver and caused no sudden
+forward motion of the carriage, but while this arrangement has many
+advantages it uses up the power so that the two-horse power
+furnished by the motor [somewhat less than the rating Frank gave
+the engine] was reduced to less than three-fourths horse power on
+reaching the main shaft. This would not be sufficient to propel the
+carriage up steep grades but would be sufficient to run the
+carriage on level road.</p>
+
+<p>The inventors will do away with this belt in favor of a clamp gear
+and will make the drum wheel smaller. By this means there will be
+very little power lost in transmission to the shaft and by a
+patented arrangement the carriage may be started gradually but the
+speed must be increased by shifting the clamp gear to a succession
+of gears on the driving wheel of the motor. The speed of the
+carriage will be fixed permanently according to the size of the
+gear that the smaller one is shifted to. The test of the machine
+with the gear arrangement will be made soon.</p></div>
+
+<p>&nbsp;</p>
+<p>In October Frank decided on another vacation and went to Chicago to see
+the Columbian Exposition. Charles had come up from Peoria to see the
+fair and the two talked over the progress on their motor wagon, and
+discussed the transmission problem. They gave particular attention to
+everything relating to engines and motor carriages, and Frank recalls
+seeing a Daimler quadricycle that impressed him with its
+performance.<small><a name="f31.1" id="f31.1" href="#f31">[31]</a></small> Just what decisions the two might have made there are
+unknown, yet it is likely that they agreed to give the old transmission
+one more chance to prove itself.</p>
+
+<p>Returning to Springfield, probably in the first week of November, Frank
+gave the friction drive its final test, this time substituting a leather
+belt for the rubber one first used.<small><a name="f32.1" id="f32.1" href="#f32">[32]</a></small> Mr. Markham, though intensely
+interested in the experiments, apparently was dubious concerning the
+safety of the carriage. It had no brakes, and fearing failure of the
+transmission on a downgrade, he was reluctant to ride in the machine. On
+November 9 he asked Will Bemis to try it for him. The following day the
+<i>Springfield Morning Union</i> gave a description of the run:</p>
+
+<div class="blockquot"><p>Residents in the vicinity of Florence street flocked to the windows
+yesterday afternoon astonished to see gliding by in the roadway a
+common top carriage with no shafts<span class='pagenum'><a name="Page_22" id="Page_22">[Pg 22]</a></span> and no horse attached. The
+vehicle is operated by gasoline and is the invention of Erwin
+Markham and J. F. Duryea. It has been previously described in The
+Union and the trial yesterday was simply to ascertain the practical
+value of a leather friction surface which has been substituted for
+the rubber one previously used. The vehicle, which was operated by
+Mr. Bemis, started from the corner of Hancock avenue and Spruce
+street and went up the avenue, up Hancock street and started down
+Florence street, working finely, but when about half-way down the
+latter street it stopped short, refusing to move. Investigation
+showed that the bearing had been worn smooth by the friction and a
+little water sprinkled upon it put it in running condition again.
+The rest of the trip was made down Florence and down Spruce street,
+to the residence of the inventors. They hope to have the vehicle in
+good working condition soon.</p></div>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i22.jpg" alt="running gear" /></div>
+<p class="center"><span class="smcap">Figure 24.&mdash;Running gear of Duryea vehicle</span>,<br />showing the
+second engine and<br />other parts as used in January 1894.</p>
+<p>&nbsp;</p>
+
+<p>The same evening, the late edition ran a brief paragraph stating that
+"the test was made to determine the value of a leather friction surface
+for propelling the wagon, that had been substituted in place of the
+rubber surface, used in the former test." Bemis, according to Frank
+Duryea's recollection, was not impressed with the performance of the
+machine, saying "the thing is absolutely useless," and for a time it
+appeared that further support from Markham would not be forthcoming.
+Frank, believing eventual success to be near, drew up plans showing his
+geared transmission, and with these managed to gain Markham's partial
+support. Money for material and use of the shop was to continue, but
+Frank was to complete the work on his own time.</p>
+
+<p>Now receiving no salary, Frank worked hurriedly on the transmission
+throughout late November, December, and the first two weeks of January.
+First discarding the old friction drum and shaft, and the shipper-fork
+carriage, he bolted a rawhide bevel gear to the lower surface of the
+flywheel. This turns two bevel gears, in opposite directions, on a
+countershaft directly underneath, approximately in the position of the
+old jackshaft. The right bevel gear is secured to the main countershaft
+on which two clutches are mounted, one on each side of the crankshaft.
+On a sleeve turning freely around the countershaft is mounted the
+reverse bevel gear and clutch. Three free-running clutch drums, the
+right one carrying the high-speed gear, the two on the left carrying the
+combination low speed and reverse gear between them, complete the
+counter<span class='pagenum'><a name="Page_23" id="Page_23">[Pg 23]</a></span>shaft assembly. The clutch assemblies are of Frank Duryea's
+design, having internal arms, expanding outward to press leather-faced
+shoes against the inner surface of the drum, thus securing the drum and
+its gear to the shaft. Behind this machinery is the jackshaft with its
+small differential on the right, two laminated rawhide gears<small><a name="f33.1" id="f33.1" href="#f33">[33]</a></small> meshing
+with the iron gears of the countershaft, and the internal-gear sprockets
+hanging on the small pinions at either end. A sliding cam bar, mounted
+nearly in the position of the former shipper-fork carriage, is operated
+by the vertical movement of the tiller handle to engage any one of the
+three clutches. With the tiller depressed, the vehicle is in reverse.
+Elevating it slightly puts it into low gear, and raising it still higher
+runs the machine at its highest speed.</p>
+
+<p>&nbsp;</p>
+<table border="0" cellpadding="0" cellspacing="0" summary="images">
+<tr><td><img src="images/i23topleft.jpg" alt="jackshaft" /></td><td><span class="spacer">&nbsp;</span></td><td><img src="images/i23topright.jpg" alt="jackshaft" /></td></tr>
+<tr><td align="center"><span class="smcap">Figure 25.&mdash;Half of Jackshaft</span>, showing rawhide gears,<br />double shrouded pinion and half of<br />the Columbia
+differential.</td><td><span class="spacer">&nbsp;</span></td><td align="center"><span class="smcap">Figure 26.&mdash;Half of Jackshaft</span> showing double-shrouded<br />pinion and half of the Columbia differential.</td></tr></table>
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i23bot.jpg" alt="cam bar" /></div>
+<p class="center"><span class="smcap">Figure 27.&mdash;Cam bar in foreground</span>, operated by tiller,<br />
+actuates the various clutches of the transmission. The overflow gasoline tank<br />with the hand pump can be seen in the rear.</p>
+<p>&nbsp;</p>
+
+
+<p><span class='pagenum'><a name="Page_24" id="Page_24">[Pg 24]</a></span></p>
+<div class="figcenter"><img src="images/i24.jpg" alt="patent letter" /></div>
+<p>&nbsp;</p>
+<p><span class='pagenum'><a name="Page_25" id="Page_25">[Pg 25]</a></span></p>
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i25.jpg" alt="patent letter drawing" /></div>
+<p class="center"><span class="smcap">Figure 28.&mdash;A drawing and the first page</span> of the specifications of the
+first patent issued to C. E. Duryea.<br />It can be readily seen that this drawing was not made after the plan of the first vehicle.</p>
+<p class="page"><a href="#patent">Text of Patent Letter</a></p>
+<p>&nbsp;</p>
+
+<p><span class='pagenum'><a name="Page_26" id="Page_26">[Pg 26]</a></span>As the work moved nearer completion Frank realized that the final tests
+would have to be conducted on roads made icy by falling snows. He had
+considerable doubt whether the narrow iron tires would have enough
+traction to move the phaeton. Soon he devised an expedient for this
+situation, communicating to Charles on December 22 that he was "having
+Jack Swaine [a local blacksmith] make a couple of clutch rims so we can
+get over this snow and ice.... Our detachable rims referred to will be
+of &#8539; iron 1&#190; wide and drawn together at one point by two screws,
+one on either side of felloe. It will be studded with calks in two
+rows."<small><a name="f34.1" id="f34.1" href="#f34">[34]</a></small></p>
+
+<p>&nbsp;</p>
+<div class="figcenter"><img src="images/i26.jpg" alt="The Duryeas" /></div>
+<p class="center"><span class="smcap">Figure 29.&mdash;Mr. and Mrs. Frank Duryea</span> examining vehicle in<br />the Smithsonian Institution before restoration.</p>
+<p>&nbsp;</p>
+
+<p>January 18, 1894, was a day of triumph for Frank Duryea. Writing Charles
+about his success the next day he said, "Took out carriage again last
+night and gave it another test about 9 o'clock." The only difficulty he
+mentioned was a slight irregularity in the engine, caused by the tiny
+leather pad in the exhaust-valve mechanism falling out.<small><a name="f35.1" id="f35.1" href="#f35">[35]</a></small> Speaking of
+this trip, Frank recalled in 1956:</p>
+
+<div class="blockquot"><p>When I got this car ready to run one night, I took it out and I had
+a young fellow with me; I thought I might need him to help push in
+case the car didn't work.... We ran from the area of the shop where
+it was built down on Taylor Street. We started out and ran up
+Worthington Street hill,<small><a name="f36.1" id="f36.1" href="#f36">[36]</a></small> on top of what you might call "the
+Bluff" in Springfield. Then we drove along over level roads from
+there to the home of Mr. Markham who lived with his son-in-law,
+Will Bemis, and there we refilled this tank with water. [At this
+point he was asked if it was pretty well emptied by then.] Yes, I
+said in my account of it that when we got up there the water was
+boiling furiously. Well, no doubt it was. We refilled it and then
+we turned it back and drove down along the Central Street hill and
+along Maple, crossed into State Street, dropped down to Dwight,
+went west along Dwight to the vicinity where we had a shed that we
+could put the car in for the night. During that trip we had run, I
+think, just about six miles, maybe a little bit more. That was the
+first trip with this vehicle. It was the first trip of anything
+more than a few hundred yards that the car had ever made.</p></div>
+
+<p>&nbsp;<span class='pagenum'><a name="Page_27" id="Page_27">[Pg 27]</a></span></p>
+<div class="figcenter"><img src="images/i27.jpg" alt="drawings" /></div>
+<p>&nbsp;</p>
+
+<p><span class='pagenum'><a name="Page_28" id="Page_28">[Pg 28]</a></span>Now Frank could give demonstration rides with the motor carriage, hoping
+to encourage more investors to back future work. Cautious Mr. Markham
+finally got his ride, though Frank had to assure him that the engine of
+the brakeless vehicle would hold them back on any hill they would
+descend. The carriage on which he had spent so many hours was to see
+little use after that. Its total mileage is probably less than a hundred
+miles. Little additional work is known to have been performed on the
+carriage after January 1894; there is, however, a letter<small><a name="f37.1" id="f37.1" href="#f37">[37]</a></small> Frank sent
+his brother on January 19 which tells of contemplated muffler
+improvements. Another message was dispatched to Charles on March 22,
+mentioning the good performance of the phaeton on Harrison Avenue
+hill.<small><a name="f38.1" id="f38.1" href="#f38">[38]</a></small> This was possibly the last run of the machine, for no further
+references have been discovered.</p>
+
+<p>Frank spent the months of February and March in preparing drawings, some
+of which accompanied their first patent application,<small><a name="f39.1" id="f39.1" href="#f39">[39]</a></small> while others
+were to be used in the construction of an improved, 2-cylinder carriage.
+Work on the new machine started in April. The old phaeton, in the
+absence of used-car lots, was put into storage in the Bemis barn.<small><a name="f40.1" id="f40.1" href="#f40">[40]</a></small>
+Later, on the formation of the Duryea Motor Wagon Company in 1895, it
+was removed to the barn of D. A. Reed, treasurer of the company.<small><a name="f41.1" id="f41.1" href="#f41">[41]</a></small>
+There it remained until 1920, when it was obtained by Inglis M. Uppercu
+and presented to the U.S. National Museum.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<h5>U.S. GOVERNMENT PRINTING OFFICE: 1967</h5>
+<p>&nbsp;</p>
+<p class="center">For sale by the Superintendent of Documents, U.S. Government Printing Office<br />
+Washington, D.C. 20402&mdash;Price 30 cents</p>
+
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<hr style="width: 65%;" />
+<p><b>Footnotes:</b></p>
+
+<p><a name="f1" id="f1" href="#f1.1">[1]</a> <span class="smcap">S. H. Oliver</span>, <i>Automobiles and Motorcycles in the U.S. National
+Museum</i> (U.S. National Museum Bulletin 213, Washington: Smithsonian Institution, 1957), p. 24.</p>
+
+<p><a name="f2" id="f2" href="#f2.1">[2]</a> <span class="smcap">G. R. Doyle</span>, <i>The World's Automobiles</i> (London: Temple Press Limited, 1959), p. 67.</p>
+
+<p><a name="f3" id="f3" href="#f3.1">[3]</a> Recorded interview with Frank Duryea in the U.S. National Museum, November 9, 1956.</p>
+
+<p><a name="f4" id="f4" href="#f4.1">[4]</a> Charles Duryea's statement to <i>Springfield Daily Republican</i>, April 14, 1937.</p>
+
+<p><a name="f5" id="f5" href="#f5.1">[5]</a> <span class="smcap">Frank Duryea</span>, <i>America's First Automobile</i> (Springfield, Mass.: Donald Macaulay, 1942), p. 4.</p>
+
+<p><a name="f6" id="f6" href="#f6.1">[6]</a> Letter from Charles Duryea to Alfred Reeves, March 25, 1920; copy in Museum files.</p>
+
+<p><a name="f7" id="f7" href="#f7.1">[7]</a> History notes dictated by Charles E. Duryea in the office of David Beecroft, editor of <i>Automobile Trade Journal</i>, on January 10, 1925. Copy in Museum files. Hereinafter, these notes are referred to as "history."</p>
+
+<p><a name="f8" id="f8" href="#f8.1">[8]</a> Frank Duryea in statement made to the Senate Committee on Public Administration of Massachusetts, February 9, 1952.</p>
+
+<p><a name="f9" id="f9" href="#f9.1">[9]</a> <span class="smcap">Duryea</span>, op. cit. (footnote 5), p. 6.</p>
+
+<p><a name="f10" id="f10" href="#f10.1">[10]</a> Copy of contract in Museum files.</p>
+
+<p><a name="f11" id="f11" href="#f11.1">[11]</a> Affidavit of William Rattman, March 19, 1943, states that the Russell ledgers give that date.</p>
+
+<p><a name="f12" id="f12" href="#f12.1">[12]</a> Recorded interview with Frank Duryea in U.S. National Museum, November 6, 1957.</p>
+
+<p><a name="f13" id="f13" href="#f13.1">[13]</a> Letter from Frank Duryea to David Beecroft, November 15, 1924; copy in Museum files.</p>
+
+<p><a name="f14" id="f14" href="#f14.1">[14]</a> Letter from Charles Duryea to C. W. Mitman, March 21, 1922; copy in Museum files.</p>
+
+<p><a name="f15" id="f15" href="#f15.1">[15]</a> See "history" (footnote 7), p. 6.</p>
+
+<p><a name="f16" id="f16" href="#f16.1">[16]</a> <span class="smcap">Duryea</span>, op. cit. (footnote 5), p. 8.</p>
+
+<p><a name="f17" id="f17" href="#f17.1">[17]</a> Copy of letter in Museum files.</p>
+
+<p><a name="f18" id="f18" href="#f18.1">[18]</a> <span class="smcap">Duryea</span>, op. cit. (footnote 5), p. 12.</p>
+
+<p><a name="f19" id="f19" href="#f19.1">[19]</a> Letter from Frank Duryea to Charles Duryea, November 3, 1893,
+states that the engine could be run at 700 as well as 500 rpm. Copy in Museum files.</p>
+
+<p><a name="f20" id="f20" href="#f20.1">[20]</a> <span class="smcap">Duryea</span>, op. cit. (footnote 5), p. 14. Also in letter from Charles
+Duryea to C. W. Mitman, January 11, 1922; copy in Museum files.</p>
+
+<p><a name="f21" id="f21" href="#f21.1">[21]</a> Letter from Charles Duryea to C. W. Mitman, January 11, 1922; also
+letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in Museum files.</p>
+
+<p><a name="f22" id="f22" href="#f22.1">[22]</a> Letter from Charles Duryea to F. A. Taylor, December 5, 1936, says he "thought" they had five teeth. Copy in Museum files.</p>
+
+<p><a name="f23" id="f23" href="#f23.1">[23]</a> Frank later wrote his brother, January 1894, that he fixed the tank
+so it would not draw sediment from the bottom. Copy of letter in Museum files.</p>
+
+<p><a name="f24" id="f24" href="#f24.1">[24]</a> The number of mufflers Frank Duryea constructed is not known. He
+wrote Charles, December 22, 1893, that he "will try a new muffler also."</p>
+
+<p><a name="f25" id="f25" href="#f25.1">[25]</a> Selden Patent Evidence, vol. 9, p. 110.</p>
+
+<p><a name="f26" id="f26" href="#f26.1">[26]</a> See "history" (footnote 7), p. 2. Charles wrote, "Some parts of
+these [referring to the batteries], like the jars, I had on hand for six or eight years, and did not need to buy."</p>
+
+<p><a name="f27" id="f27" href="#f27.1">[27]</a> Ibid., p. 15.</p>
+
+<p><a name="f28" id="f28" href="#f28.1">[28]</a> Ibid., p. 15</p>
+
+<p><a name="f29" id="f29" href="#f29.1">[29]</a> Frank stated in this letter that the friction drum originally had
+two belts, forward and reverse, but since they tended to foul each other, he removed the reverse belt and left the other to serve for both
+directions. How the shipper fork might have handled two belts is not understood.</p>
+
+<p><a name="f30" id="f30" href="#f30.1">[30]</a> As actually constructed there are only two gears on the secondary
+shaft. He obviously discovered that one gear secured to two clutches would serve for both forward and reverse. Space was also limited.</p>
+
+<p><a name="f31" id="f31" href="#f31.1">[31]</a> Recorded interview with Frank Duryea in U.S. National Museum, November 9, 1956.</p>
+
+<p><a name="f32" id="f32" href="#f32.1">[32]</a> Letter from Frank Duryea to Charles Duryea, November 8, 1893. Copy in Museum files.</p>
+
+<p><a name="f33" id="f33" href="#f33.1">[33]</a> Frank Duryea, in a recorded interview in the U.S. National Museum
+on November 6, 1957, said that he believed these had been purchased from Rochester Rawhide Company.</p>
+
+<p><a name="f34" id="f34" href="#f34.1">[34]</a> Letter from Frank Duryea to Charles Duryea, December 22, 1893. Also
+letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in Museum files.</p>
+
+<p><a name="f35" id="f35" href="#f35.1">[35]</a> Telling of the first use of the car in later days, Frank Duryea
+mentions the many noises and vibrations that accompanied the trip: the vibrating tiller, the tinny sounding muffler, the clattering chains. He
+later reported speeds of 3 mph in low gear and 8 mph in high gear.</p>
+
+<p><a name="f36" id="f36" href="#f36.1">[36]</a> Letter from Frank Duryea to Charles Duryea, Jan. 19, 1894, says
+they went up hill via Summer and Armor Streets, then out Walnut to Bemis' at Central Street School.</p>
+
+<p><a name="f37" id="f37" href="#f37.1">[37]</a> The letter read: "I have designed a new muffler and we will proceed
+to make it before long, in a day or two. Instead of one shell &#8539;-inch
+thick I shall put a shell 1<span style="font-size: 0.8em;"><sup>1</sup></span>&frasl;<span style="font-size: 0.6em;">16</span>-inch thick inside another of equal
+thickness, but about 1 inch greater diameter i.e., one chamber within
+another so as to cause sound to turn corners to get out. Still another
+shell will be added if it prove insufficient, making it turn about
+again&mdash;taking care in each case to give ample room for expansion&mdash;outer
+one need not be more than <span style="font-size: 0.8em;"><sup>1</sup></span>&frasl;<span style="font-size: 0.6em;">32</span> inch possibly. Will let two threaded rods
+with nuts hold heads on both or on three cases, if the 3d be essential."</p>
+
+<p><a name="f38" id="f38" href="#f38.1">[38]</a> This letter gives further proof that the car never had a brake.
+Frank said the car came back down the hill with no brake, but that the engine held the vehicle back.</p>
+
+<p><a name="f39" id="f39" href="#f39.1">[39]</a> <span class="smcap">Duryea</span>, op. cit. (footnote 5), p. 37.</p>
+
+<p><a name="f40" id="f40" href="#f40.1">[40]</a> It is possible that a few parts were removed at this time to be
+used on the two-cylinder car. The muffler may have been one of these,
+and even more likely, the governor parts. Charles Duryea wrote to C. W.
+Mitman December 27, 1921, stating that his younger brother Otho and a
+Henry Wells had put in a battery and gasoline in 1897 and started the
+engine. Because the chains were not on the car they could not attempt to
+operate it; but the engine ran too fast, and finally something broke,
+probably the engine frame, found to be broken during the recent
+restoration. Charles thought the engine ran too fast because some of the
+governor parts were already missing.</p>
+
+<p><a name="f41" id="f41" href="#f41.1">[41]</a> Recorded interview with Frank Duryea in the U.S. National Museum,
+November 9, 1956. On the formation of the Duryea Motor Wagon Company, Mr. Markham was rewarded for his part of the venture. He had invested
+nearly $3000 in the work, and sold out his rights in the company for approximately a $2000 profit.</p>
+
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<hr style="width: 65%;" />
+<p><a name="letter" id="letter" /><b>Text of Letter (<a href="#Page_14">page 14</a>)</b></p>
+
+<p>Dear Mr Mitman<br />
+24 Nov 1920</p>
+
+<p>On the train I had some time to puzzle over that car. Been working
+nights to make up time lost in the day so did not hav much.</p>
+
+<p>I made a sketch for you but did not show the spring that holds the
+circuit breaker in contact with the spark point. That thin finger was
+part of it. A spring was wound spirally--not helically--around the
+projecting end of the breaker pivot and the end of the spring hookt over
+the thin finger. See sketch herwith.</p>
+
+<p>Just how the central end of the spring wire was fastened to the square
+of the pivot I do not kno. We did in some cases bore a hole thru and
+simply stick the spring thru but this put most of the action right at
+the bend in the wire and it broke quickly. So in other cases we fitted a
+light grooved spool or pulley and wound the spring around this and so
+avoided a sharp bend. If this was used it has been lost with the spring.
+A couple generations of boys playing in that barn was too many.</p>
+
+<p>The Haynes steering sketch also worries me. If that vertical post came
+up thru that slot in the floor the crank had to be long as the sketch
+shows in order to get over to the driver conveniently. Then if he tried
+to make a complete circle with it he could not reach far enuf forward to
+do it easily. And he had to make a turn or two be cause H shows bevel
+gears of about same size so the post had to make same number of turns
+the worm made. Sketch herewith to illustrate my thought.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<hr style="width: 35%;" />
+<p><a name="article" id="article" /><b>Text of Article (<a href="#Page_20">page 20</a>)</b></p>
+<p><b>NO USE FOR HORSES.</b></p>
+<p>Springfield Mechanics Devise a New Mode of Travel.</p>
+
+<p>Ingenious Wagon Now Being Made in This City for Which the Makers Claim
+Great Things.</p>
+
+<p>A new motor carriage, which, if the preliminary tests prove successful
+as is expected, will revolutionize the mode of travel on highways, and
+do away with the horse as a means of transportation, is being made in
+this city. It is quite probable that within a short time one may be able
+to see an ordinary carriage in almost every respect, running along the
+streets or climbing country hills without visible means of propulsion.
+The carriage is being built by J. F. Duryea, the designer and B. F.
+Markham, who have been at work on it for over a year. The vehicle was
+designed by C. E. Duryea, a bicycle manufacturer of Peoria, Ill., and he
+communicated his scheme to his brother, who is a practical machanic in
+this city.</p>
+
+<p>The propelling power is furnished by a two-horse power gasoline motor
+situated near the rear axle and which, when started, runs continuously
+to the end of the trip, notwithstanding the number of times the carriage
+may be stopped. The speed of the motor is uniform, being about 500
+revolutions a minute, and is so arranged that it gives a multiplied
+power for climbing hills and the lower the rate of speed the greater
+power is furnished by the motor. The slowest that the carriage can be
+driven is three miles an hour and the speed can be increased to fourteen
+or fifteen miles an hour. The power is transferred from the driving
+wheel of the motor, which runs horizontally with the main shaft by an
+endless friction belt running on a drum wheel. The belt is controlled by
+a lever within easy reach of the driver and is shifted along the drum
+wheel to increase or decrease the speed. The driving wheel is about
+twenty inches in diameter, having in its center a depression to which
+the belt is shifted to stop the carriage.</p>
+
+<p>The carriage can be reversed by shifting the belt from the end of the
+drum, which gives the forward motion to the opposite side beyond the
+depression in the driving wheel. The power which has been transferred to
+the driving shaft from the motor is in turn transferred to the two rear
+wheels of the carriage by a combination gear and sprockets. An endless
+chain connects the sprockets on the carriage wheels to the sprocket
+wheels on the driving shaft. All of the motive power is located under
+the body of an ordinary phaeton, the hight of which is not increased by
+the machinery. The motor is started by a crank which is easily applied
+to a shaft in the rear of the carriage and the gasoline is ignited in
+the cylinder by electricity. An automatic device stops the flow of
+gasoline into the cylinder when the motor ceases running. The gasoline
+is carried in tanks, which hold about two gallons, and which will run
+the carriage for about eight hours. The wagon is guided by a bicycle
+bar, and the speed is also controlled by this bar.</p>
+
+<p>The method employed in this is as follows: To start the carriage press
+the lever down; to reverse it throw the lever up and to guide the wagon
+turn the lever either to the right or left. The front axle instead of
+turning horizontally plays up and down, in order that the machinery may
+be on a level with the rear wheels, while the front wheels are set on
+the axle by a pivotal joint and are connected with the guiding lever by
+bars with ball bearings. The carriage complete weighs about 220 pounds,
+and the essential features are already covered by patents while others
+are pending.</p>
+
+<p>It is estimated that the carriages can be sold for about $400, and a
+stock company will probably be formed to manufacture them.</p>
+
+<p>&nbsp;</p><p>&nbsp;</p>
+<hr style="width: 35%;" />
+<p><a name="patent" id="patent" /><b>Text of Patent Letter (<a href="#Page_24">page 24</a>)</b></p>
+<p><span class="smcap">United States Patent Office.</span></p>
+<p>CHARLES E. DURYEA, OF PEORIA, ILLINOIS.</p>
+<p>ROAD-VEHICLE.</p>
+<p>SPECIFICATION forming part of Letters Patent No. 540,648, dated June 11, 1895.</p>
+<p>Application filed April 30, 1894. Serial No. 509,466. (No model.)</p>
+
+<p><i>To all whom it may concern</i>:</p>
+
+<p>Be it known that I, <span class="smcap">Charles E. Duryea</span>, a citizen of the United States, residing at Peoria,
+in the county of Peoria and State of Illinois, have invented new and useful Improvements
+in Road-Vehicles, of which the following is a specification.</p>
+
+<p>The object of this invention is to produce a road vehicle which shall be self-propelled, not unduly heavy, simple and easy of control and
+comparatively inexpensive, together with such minor objects as will become hereinafter apparent.</p>
+
+<p>The invention more particularly relates to the construction and arrangement of parts for constituting the driving gearing and to the
+means for controlling the action thereof; to an improved manner of mounting the front,
+or steering, wheels upon the front axle, and of mounting the said axle relative to the running
+gear frame, and to the means for effecting the steering; to the appliances for the support
+of the motor and driving mechanism in an advantageous and efficient manner, and,
+generally, to improved and simplified details of construction throughout the vehicle, all as
+will hereinafter be rendered more apparent, and the invention consists in constructions
+and combinations of parts, all substantially as will hereinafter fully appear and be set forth in the claims.</p>
+
+<p>Reference is to be had to the accompanying drawings, in which&mdash;</p>
+
+<p>Figure 1 is a sectional elevation from front to rear of the improved road-vehicle. Fig. 2 is a plan view of the running and driving gear,
+the vehicle-body being understood as removed. Fig. 3 is a front elevation of the vehicle. Fig. 4 is a perspective view of the support and suspension
+devices for the driving mechanism. Fig. 5 is a vertical sectional view, longitudinally,
+through the shiftable driving-gear, the controlling devices employed in conjunction
+with this mechanism being seen in side elevation. Figs. 6 and 7 show the above-mentioned
+controlling devices as in operative relations differing the one from the other and also from that of Fig. 5.</p>
+
+<p>Similar letters of reference indicate corresponding parts in all of the views.</p>
+
+<p>The parts will now be described in detail with reference to said drawings, and A represents the body which is spring supported
+on the frame, B, of the running gear. This frame, as shown, is rectangular, and has the body-supporting springs, B<sup>2</sup>, similar to those
+found in common carriages. This frame has, affixed thereto, at its rear ends, sleeves, <i>a</i>, <i>a</i>,
+which loosely embrace the rear wheel axle, D, which is the driven axle of the vehicle. The
+axle, E, for the front wheels is centrally secured to the running gear frame, B, by the
+horizontal king-bolt, <i>b</i>, whereby such axle may have a swinging movement relative to
+the frame in a vertical plane, but it has no swinging movement horizontally, the wheels
+being swivel-mounted on the ends of this axle peculiarly, as will shortly hereinafter be set forth.</p>
+
+<p>The body, as shown, is in the form of an inverted box, the motor, H, and driving gear
+being accommodated within the downwardly opening inclosure constituted thereby, and
+the body also has the upwardly open box-like forward extension, or pit, A<sup>2</sup>, for the accommodation
+of the feet of the rider, the rider's seat being constituted by the top forward portion
+of the box body. Some other suitable design of body may, of course, be used in lieu of this one shown.</p>
+
+<p>The front wheels, <i>d</i>, <i>d</i>, are hung to the front axle, E, so that the center of each wheel base
+is in a line coincident with the axis of the pivotal connection which is provided between the
+journals for the wheels and the axle, which arrangement practically destroys any tendency
+to deflection from the course that might otherwise arise from striking an obstacle,
+and so renders the steering easier. In order to effect this the axle is formed with yoked
+ends, the yoke members, <i>f</i>, <i>f</i>, being above and below the longitudinal line of the axle. The
+short journal, <i>g</i>, shown for each wheel, has at its inner end an upwardly and downwardly
+extended arm, <i>h</i>, which is return-bent to be loosely embraced by the axle yoke, <i>f</i>, <i>f</i>. The
+cone pointed screws, <i>c</i>, passed through the yoke members, <i>f</i>, and into sockets therefor in
+the arms, <i>h</i>, of the journals, <i>g</i>, constitute the means for the swivel connection between said
+parts. The lock-nuts, <i>c</i><sup>2</sup>, manifestly, are employed with utility in this connection.</p>
+
+<p>It will be perceived that inasmuch as in the arrangement shown, the pivotal connections</p>
+<p>&nbsp;</p><p>&nbsp;</p>
+
+
+<hr style="width: 65%;" />
+<p><b>Transcriber's Note:</b> Letters printed upside down have been corrected silently.</p>
+
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of the Project Gutenberg EBook of The 1893 Duryea Automobile In the
+Museum of History and Technology, by Don H. Berkebile
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+</body>
+</html>
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+The Project Gutenberg EBook of The 1893 Duryea Automobile In the Museum of
+History and Technology, by Don H. Berkebile
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The 1893 Duryea Automobile In the Museum of History and Technology
+
+Author: Don H. Berkebile
+
+Release Date: September 22, 2009 [EBook #30055]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THE 1893 DURYEA AUTOMOBILE ***
+
+
+
+
+Produced by Colin Bell, Joseph Cooper, Stephanie Eason,
+and the Online Distributed Proofreading Team at
+https://www.pgdp.net.
+
+
+
+
+
+
+
+
+
+  CONTRIBUTIONS FROM
+  THE MUSEUM OF HISTORY AND TECHNOLOGY:
+  PAPER 34
+
+
+  THE 1893 DURYEA AUTOMOBILE
+  IN THE MUSEUM OF HISTORY AND TECHNOLOGY
+
+  _Don H. Berkebile_
+
+
+
+  EARLY AUTOMOTIVE EXPERIENCE       5
+
+  CONSTRUCTION BEGINS               6
+
+  DESCRIPTION OF THE AUTOMOBILE    16
+
+
+
+[Illustration: FIGURE 1.--DURYEA AUTOMOBILE in the Museum of History and
+Technology, from an 1897 photograph. The gear-sprockets were already
+missing when this was taken, and the chain lies loosely on the pinion.
+Shown at the right, the Duryea vehicle following the recent restoration
+(Smithsonian photo 34183).]
+
+
+
+
+  _Don H. Berkebile_
+  THE 1893 DURYEA AUTOMOBILE
+  _In the Museum of History and Technology_
+
+
+     _During the last decade of the nineteenth century a number of
+     American engineers and mechanics were working diligently to develop
+     a practical self-propelled vehicle employing an internal-combustion
+     engine as the motive force. Among these men were Charles and Frank
+     Duryea, who began work on this type of vehicle about 1892. This
+     carriage was operated on the streets of Springfield, Massachusetts,
+     in 1893, where its trials were noted in the newspapers. Now
+     preserved in the Museum of History and Technology, it is a prized
+     exhibit in the collection of early automobiles._
+
+     _It is the purpose of this paper to present some of the facts
+     discovered during the restoration of the vehicle, to show the
+     problems that faced its builders, and to describe their solutions.
+     An attempt also has been made to correlate all this information
+     with reports of the now almost legendary day-to-day experiences of
+     the Duryeas, as published by the brothers in various booklets, and
+     as related by Frank Duryea during two interviews, recorded on tape
+     in 1956 and 1957, while he was visiting the Smithsonian._
+
+     THE AUTHOR: _Don H. Berkebile is on the staff of the Museum of
+     History and Technology, in the Smithsonian Institution's United
+     States National Museum._
+
+
+Of the numerous American automotive pioneers, perhaps among the best
+known are Charles and Frank Duryea. Beginning their work of automobile
+building in Springfield, Massachusetts, and after much rebuilding, they
+constructed their first successful vehicle in 1892 and 1893. No sooner
+was this finished than Frank, working alone, began work on a second
+vehicle having a two-cylinder engine. With this automobile, sufficient
+capital was attracted in 1895 to form the Duryea Motor Wagon Company in
+which both brothers were among the stockholders and directors. A short
+time after the formation of the company this second automobile was
+entered by the company in the Chicago Times-Herald automobile race on
+Thanksgiving Day, November 28, 1895, where Frank Duryea won a victory
+over the other five contestants--two electric automobiles and three Benz
+machines imported from Germany.
+
+In the year following this victory Frank, as engineer in charge of
+design and construction, completed the plans begun earlier for a more
+powerful automobile. During 1896 the company turned out thirteen
+identical automobiles, the first example of mass production in American
+automotive history.[1] Even while these cars were under construction
+Frank was planning a lighter vehicle, one of which was completed in
+October of 1896. This machine was driven to another victory by Frank
+Duryea on November 14, 1896, when he competed once again with
+European-built cars in the Liberty-Day Run from London to Brighton. The
+decision to race and demonstrate their autos abroad was the result of
+the company's desire to interest foreign capital, yet Frank later felt
+they might better have used their time and money by concentrating on
+building cars and selling them to the local market. Subsequently, in the
+fall of 1898, Frank arranged for the sale of his and Charles' interest
+in the company, and thereafter the brothers pursued separate careers.
+
+
+[Illustration: FIGURE 2.--WORKMEN IN THE DURYEA FACTORY in Springfield,
+Mass., working on some of the thirteen 1896 motor wagons. (Smithsonian
+photo 44062.)]
+
+
+Frank, in 1901, entered into a contract with the J. Stevens Arms and
+Tool Company, of Chicopee Falls, Massachusetts, which built automobiles
+under his supervision. This association led in 1904 to the formation of
+the Stevens-Duryea Company, of which Irving Page was president and Frank
+Duryea was vice president and chief engineer. This company produced
+during its 10-year existence a number of popular and well-known models,
+among them a light six known as the Model U, in 1907; a larger
+4-cylinder called the Model X, in 1908; and a larger six, the Model Y,
+in 1909. In 1914 when Stevens withdrew from the company, Frank obtained
+control. The following year he sold the plants and machinery, liquidated
+the company, and, due to ill health, retired.
+
+Charles, in the meantime, located in Reading, Pennsylvania, where he
+built autos under the name of the Duryea Power Company.[2] Here, and
+later in Philadelphia under the name of the Duryea Motor Corporation and
+other corporate names, he continued for a number of years to build
+automobiles, vacuum cleaners and other mechanical devices. Until the
+time of his death in 1938, he practiced as a consulting engineer.
+
+
+= Department of the Interior
+  U.S. PATENT OFFICE,
+  April 1, 1887
+  Admit Mr. Charles E. Duryea
+  to this Office on all business days
+  between the hours of 2 and 4 P.M.
+  until otherwise ordered.
+
+  [Signature]
+  Chief Clerk
+
+  Countersigned,
+  [Signature]=
+
+[Illustration: FIGURE 3.--ADMITTANCE CARD of C. E. Duryea to the
+U.S. Patent Office, 1887. (Gift of Rhea Duryea Johnson.)]
+
+
+
+
+Early Automotive Experience
+
+Born in 1861 near Canton, Illinois, Charles E. Duryea had learned the
+trade of a mechanic following his graduation from high school, and
+subsequently turned his interests to bicycle repair. He and his brother
+James Frank, eight years younger, eventually left Illinois and moved to
+Washington D.C., where they were employed in the bicycle shop of H. S.
+Owen, one of that city's leading bicycle dealers and importers. While in
+Washington, Charles became a regular reader of the Patent Office
+Gazette,[3] an act which undoubtedly influenced his later work with
+automobiles. A short time later, probably in 1889, Charles contracted
+with a firm in Rockaway, New Jersey, to construct bicycles for him, but
+their failure to make delivery as promised caused him to go to Chicopee,
+Massachusetts, where he contracted with the Ames Manufacturing Company
+to do his work. Moving there in 1890, he obtained for his brother a
+position as toolmaker with the Ames Company. Thus, Frank Duryea, as he
+was later known, also became located in Chicopee, a northern suburb of
+Springfield.
+
+
+[Illustration: FIGURE 4.--CHARLES E. DURYEA, about 1894, as drawn by
+George Giguere from a photograph. (Smithsonian photo 48335-A.)]
+
+
+During the summer, 1891, Charles found the bicycle business left him
+some spare time, and the gasoline-powered carriages he had read of
+earlier came constantly into his mind in these periods of idleness.[4]
+He and Frank studied several books on gasoline engines, among them one
+by an English writer (title and author now unknown);[5] this described
+the Otto 4-stroke cycle as now used. Some engineers, however, were
+concerned because this engine, on the completion of the exhaust stroke,
+had not entirely evacuated all of the products of combustion. The
+Atkinson engine, patented in 1887, was one of the attempts to solve this
+as well as several other problems, thus creating a more efficient cycle.
+This engine was designed so that the exhaust stroke carried the piston
+all the way to the head of the engine, while the compression stroke only
+moved the piston far enough to sufficiently compress the mixture. The
+unusual linkage necessary to create these unequal strokes in the
+Atkinson engine made it seem impractical for a carriage engine, where
+compactness was desired.
+
+
+=_Agents Want{d}_
+
+SYLPH CYCLES RUN EASY
+
+Pneumatics not enough; springs necessary for comfort & safety Sylph
+spring frame saves muscle & nerves & is perfection. All users delighted.
+Investigate. We also make a 30 lb. rigid Sylph. Cata. free.
+
+Rouse-Duryea Cycle Co. _Mfrs._ 16 G st., Peoria, Ill.=
+
+[Illustration: FIGURE 5.--ADVERTISEMENT of Duryea bicycle company,
+_Scientific American_, September 9, 1893.]
+
+
+Going to Hartford, Connecticut, possibly on business relating to his
+bicycle work, Charles visited the Hartford Machine Screw Company where
+the Daimler-type engine was being produced,[6] but after examining it he
+felt it was too heavy and clumsy for his purpose. Also in Hartford he
+talked over the problem of a satisfactory engine with C. E. Hawley, an
+employee of the Pope Manufacturing Company, makers of the Columbia
+bicycle. Hawley, searching for a way to construct an engine that would
+perform in a manner similar to the Atkinson, yet would have the
+lightness and compactness necessary for a carriage engine, suggested an
+idea that Charles believed had some merit. This idea, involving the use
+of what the Duryeas later called a "free piston," was eventually to be
+incorporated in their first engine.[7]
+
+
+[Illustration: FIGURE 6.--J. FRANK DURYEA, about 1894, as drawn by George
+Giguere from a photograph. (Smithsonian photo 48335.)]
+
+
+
+
+Construction Begins
+
+Back in Chicopee again, Charles began planning his first horseless
+carriage. Frank later stated that they leaned heavily on the Benz
+patents in their work;[8] but while the later engine and transmission
+show evidence of this, only the Benz manner of placing the engine and
+the flywheel seem to have been employed in the original Duryea plan.
+Charles reversed the engine so that the flywheel was to the front,
+rather than to the rear as in the Benz patent, but made use of Benz'
+vertical crankshaft so that the flywheel rotated in a horizontal plane.
+Previously most engines had used vertical flywheels; Benz, believing
+that this practice would cause difficulty in steering a propelled
+carriage, explained his reason for changing this feature in his U.S.
+patent 385087, issued June 26, 1888:
+
+     In motors hitherto used the fly-wheels have been attached to a
+     horizontal shaft or axle, and have thus been made to revolve in a
+     vertical plane, since the horizontal shaft is best adapted to the
+     transmission of power. If, however, in this case we should use a
+     heavy rotating mass, corresponding to the power employed and
+     revolving rapidly in a vertical plane, the power to manage the
+     vehicle or boat would become very much lessened, as the flywheel
+     continues to revolve in its plane. I therefore so design the
+     apparatus that its crank shaft x has a vertical position and its
+     fly-wheel y revolves in a horizontal plane.... By this means the
+     vehicle is not only easily controlled, but also the greatest safety
+     is attained against capsizing.
+
+To the Duryea plan, Benz may also have contributed the idea for
+positioning the countershaft, though its location is sufficiently
+obvious that Charles may have had no need for copying Benz. Charles
+wisely differed from Benz in placing the flywheel forward, thus
+eliminating the need for the long driving belt of the Benz carriage. Yet
+he did reject the bevel gears used by Benz, which might well have been
+retained, as Frank was later to prove by designing a workable
+transmission that incorporated such bevel gears. The initial plan, as
+conceived by Charles, also included the details of the axles, steering
+gear, countershaft with its friction-drum, the 2-piece angle-iron frame
+upon which the countershaft bearings were mounted, and the free piston
+engine with its ignition tube, since hot-tube ignition was to be
+employed. No provision was made, however, for a burner to heat the tube;
+nor had a carburetor been designed, though it had been decided not to
+use a surface tank carburetor. The plans called for no muffler or
+starting arrangement.[9] Many engines of the period were started simply
+by turning the flywheel with the hands, and Charles felt this method was
+sufficient for his carriage.
+
+
+[Illustration: FIGURE 7.--DRAWING SHOWING PRINCIPLE of the Atkinson
+engine; this feature is what the Duryeas were trying to achieve with
+their free-piston engine, by substituting the free piston for the
+unusual linkage of the Atkinson. (Smithsonian photo H3263-A.)]
+
+[Illustration: FIGURE 8.--DRAWING OF 1885 BENZ engine, showing
+similarity in general appearance to Duryea engine. From Karl Benz und
+sein Lebenswerk, Stuttgart, 1953. (Daimler-Benz Company publication.)]
+
+
+The Ames plant customarily had a summer shutdown during August; thus,
+during August of 1891 Charles and Frank had access to a nearly empty
+plant in which they could carry on experiments and make up working
+drawings of the proposed vehicle. It cannot now be conclusively stated
+whether any parts were made for the car during August or the remainder
+of the year. It is more likely that the brothers attempted to complete a
+set of drawings. Frank Harrington, chief draftsman at Ames, may have
+helped out at this time; from Charles' statement of April 14, 1937, it
+is learned that he did prepare drawings during 1892.
+
+
+=C. BENZ.
+
+SELF PROPELLING VEHICLE.
+
+No. 385,087. Patented June 26, 1888.=
+
+[Illustration: FIGURE 9.--ILLUSTRATION FROM U.S. patent 385087, issued
+to Carl Benz, showing the horizontal plane of the flywheel, a feature
+utilized by the Duryeas in their machine.]
+
+
+The first contemporary record of any work on vehicles is a bill, dated
+January 21, 1892, for a drawing made by George W. Howard & Company. This
+drawing was made in the fall of 1891 by Charles A. Bartlett, a member of
+the Howard firm and a neighbor of Charles Duryea, according to a
+statement by Charles in the _Automobile Trade Journal_ of Jan. 10, 1925.
+He was then also of the opinion that this drawing may not have had
+anything to do with the carriage they were about to assemble, but a
+notation found by Charles at a later date has led him to believe that it
+possibly concerned a business type vehicle he had discussed with an
+unidentified Mr. Snow.
+
+By early 1892 Charles needed capital to finance his venture, an old
+carriage to attach his inventions to, a place to work, and a mechanic to
+do the work. On March 26, he stopped by the Smith Carriage Company and
+looked over a selection of used buggies and phaetons. He finally decided
+on a rather well-used ladies' phaeton which he purchased for $70. The
+leather dash was in so deplorable a state it would have to be recovered
+before the carriage went onto the road, and the leather fenders it once
+possessed had previously been removed; yet the upholstery appeared to be
+in satisfactory condition, and the candle lamps were intact.
+
+
+[Illustration: FIGURE 10.--PHANTOM ILLUSTRATION of Benz' first automobile.
+(From _Carl Benz, Father of the Automobile Industry_, by L. M. Fanning,
+New York, 1955.)]
+
+
+Two days later, Charles was able to interest Erwin F. Markham, of
+Springfield, sufficiently to obtain his financial aid in the project. A
+contract was drawn up between the two men, which stated that Mr.
+Markham was to put up $1000 for which he received a five-tenths share of
+the venture. When the $1000 had been used, he then had the option to
+continue his aid until the project had been carried to a successful
+climax, and retain his half share, or to refuse further funds and
+relinquish four of his five-tenths interest in the business.[10] Had he
+eventually chosen the latter, Charles would obviously have had to seek
+assistance elsewhere.
+
+
+[Illustration: FIGURE 11.--THE HOWARD & CO. BILL showing the first work
+performed toward a motor vehicle. While this may not refer specifically
+to the machine now in the museum, it is evidence of early work.]
+
+[Illustration: FIGURE 12.--THE SHOP OF JOHN RUSSELL & SONS. It was on
+the second floor of this building that Charles and Frank Duryea built
+their first motor vehicle. (Courtesy of the _Springfield Union_.)]
+
+
+That same day, March 28, Charles found working space and machinery
+available at John W. Russell & Sons Company in Springfield.[11] The
+Russells had recently completed a large government order of shells for
+the famous dynamite guns later used on board the cruiser _Vesuvius_ in
+the Spanish-American War, and this left an entire second floor,
+approximately 35 x 85 feet, virtually unoccupied, according to an
+affidavit of William J. Russell of April 30, 1926. Now ready to begin
+the actual work, Charles hired his brother Frank to start construction.
+Frank started about the first of April, receiving a raise of about 10
+percent over the salary he had received at Ames. Before the vehicle was
+completed a number of other men performed work on some of the parts,
+among them William Deats who had been hired by Charles primarily to work
+on bicycles in the same area, but who occasionally assisted on the
+carriage. Russell Company records show time charged against Charles
+Duryea by six other Russell employees: W. J. Russell, P. Colgan, C. E.
+Merrick, T. Shea, L. J. Parmelee, and A. A. Poissant.
+
+
+[Illustration: FIGURE 13.--J. FRANK DURYEA looking over the Russell shop
+lathe on which he turned parts for the first Duryea vehicle. Photo taken
+about 1944. (Courtesy of the _Springfield Union_.)]
+
+
+It is Frank Duryea's remembrance that he started work on Monday, April
+4. He first removed the body, with its springs, and placed it on a pair
+of wooden horses where it remained until the summer of the following
+year. The next step was to remove the rear axle and take it to a
+blacksmith shop where the old axle spindles were cut off and welded to a
+new drop-center axle. Following this the front axle spindles were
+removed, the ends of the axle slotted, and a webbed, C-shaped piece
+carrying the kingpin bearings was fitted into each slot, braced from
+underneath by short brackets which were riveted and brazed in place. The
+old spindles then were welded to the center of offset kingpins which in
+turn were mounted in their bearings in a manner similar to that in which
+the frame of the Columbia high-wheeled bicycle was mounted in its fork.
+Arms welded to the lower end of the kingpins were connected by the tie
+rods to an arm on the lower end of the vertical steering column, located
+on the center of the axle.
+
+
+[Illustration: FIGURE 14.--A PORTION of the Russell shop records showing
+charges made against Charles Duryea during 1893-1894.]
+
+
+While work on the running gear advanced, some progress was made in the
+construction of the engine. Patterns for the castings were fabricated,
+most of them by Charles Marshall on Taylor Street,[12] and castings were
+poured. The body or main casting of the engine resembled a length of
+cast-iron pipe: it had no bosses or lugs cast on, nor any water jacket,
+for they thought the engine would be kept cool merely by being placed in
+the open air. The front end of the engine was secured to the vehicle by
+four bolts which passed through the halves of the bearings and onto four
+projections on the open end of the engine. As the crankshaft of this
+engine was retained in constructing the present engine, it is logical
+to assume that the bearings were the same also. The head was cast as a
+thick disc, with both intake and exhaust valves located therein, and was
+bolted onto the flanged head end of the engine.
+
+Inside the cylinder was the strange arrangement previously suggested by
+C. E. Hawley. To the connecting rod was attached a rather ordinary
+ringed piston, over which was fitted a free, ringless piston, machined
+to fit closely the cylinder bore. This floating piston could move freely
+a distance equal to the compression space. The intention was that on the
+intake stroke, suction would open the intake valve, which had no
+positive opening arrangement, and draw in the mixture which then was
+compressed as in a regular Otto engine. Fired by the hot-tube ignition
+system, the force of the explosion would drive both pistons down,
+forcing the outer one tight against the head of the smaller one, and at
+the end of the stroke the longer wall of the outer piston would strike
+an arm projecting into the cylinder near the open end, moving forward
+the exhaust valve rod to which the arm was attached, thus pushing open
+the valve in the head.[13] On the exhaust stroke the unrestrained outer
+piston moved all the way to the head, expelling all of the products of
+combustion and pushing the exhaust valve shut again. With a bore of four
+inches or less, this engine, Charles believed, should develop about
+three horsepower and run at a speed between 350 to 400 revolutions per
+minute.[14]
+
+As no ignition system had yet been provided, they prepared a 4-1/2-inch
+length of one-quarter inch iron pipe, closed at one end, and screwed the
+open end into the head. Heating this tube with an alcohol burner would
+cause ignition of the mixture when a portion of it was forced into the
+heated tube toward the end of the compression stroke. No attempt was
+made at this time to use the electrical make-and-break circuit used in
+their second engine, as the free piston would have wrecked the igniter
+parts on the exhaust stroke, and the push rod located on the end of the
+piston would have prevented the piston from closing the exhaust valve.
+
+After keying the flywheel to the lower end of the crankshaft, Charles
+and Frank decided to make an attempt to run the engine. Carrying it
+into a back room, probably during July or August, 1892, they blocked it
+up on horses. A carburetor had not yet been constructed, so they
+attempted to start the engine by spinning the flywheel by hand, at the
+same time spraying gasoline through the intake valve with a perfume
+atomizer previously purchased at a drugstore in the Massasoit House.
+Repeated efforts of the two men to start the engine resulted in failure.
+
+
+[Illustration: FIGURE 15.--CONJECTURAL drawing of the free-piston engine
+used in the Museum vehicle prior to the present engine. (Drawing by A. A.
+Balunek.)]
+
+
+In the belief that the defects, whatever they might be, could be
+remedied after the engine was installed, the Duryeas went ahead and
+mounted the engine in the carriage. To do this they shortened the
+original reach of the carriage, allowing the engine itself to become the
+rear continuation of the reach. The four ears on the front, or open end
+of the engine, were bolted to the centrally located frame, with the
+bearing blocks in between. This frame, the same one now in the vehicle,
+was constructed of two pieces of angle iron, riveted and brazed
+together. Greater rigidity was obtained by a number of half-inch iron
+rods running from the frame to both front and rear axles. Because of the
+absence of any mounting brackets on the engine casting itself, a wooden
+block with a trough on top to receive the body of the engine was fitted
+between the engine and the axle, while two U-shaped rods secured it with
+clip bars and nuts underneath.
+
+Beneath the flywheel was mounted the friction transmission of Charles'
+design. This consisted of a large drum, perhaps 12 inches in diameter,
+equal in length to the diameter of the flywheel and keyed to a shaft
+directly under the center of the crankshaft and parallel to the axles.
+(Diameter of drum estimated by examination of existing features.) In
+view of the four projections of the frame extending downward and just in
+front of the jackshaft position, it is likely that these supported the
+four jackshaft bearings. Being a bicycle manufacturer, Charles saw the
+need for a differential or balance gear. Accordingly, he purchased from
+the Pope Manufacturing Company a very light unit of the type formerly
+used on Columbia tricycles, and installed it somewhere on the jackshaft.
+A small sprocket on each end of the shaft carried a chain from the
+larger sprockets clamped to the spokes of each rear wheel. The lower
+surface of the flywheel had been machined so as to form a friction disc,
+with a one-quarter inch depression 3 inches in diameter turned in the
+center. The drum was positioned so that its upper surface was
+one-quarter inch below the face of the flywheel. Hanging loosely around
+the drum was an endless belt, one and one-half inches wide, first made
+of rather soft rubber packing material. The belt lay on the drum surface
+between the fingers of a shipper fork. While it lay under the 3-inch
+depression in the center of the flywheel, the belt and the drum were at
+rest, but when it was moved away from that depression the belt wedged
+itself tightly between the drum and flywheel, the resulting friction
+causing the drum to turn and setting the vehicle into motion. The
+farther the belt was moved toward the outer edge of the wheel, the
+faster the drum and the vehicle moved.
+
+In September 1892, Charles, who had contracted with a Peoria, Illinois,
+firm to have bicycle parts manufactured, decided to move to that city.
+Departing on the 22d of September, he did not return to Springfield for
+over two years, and thus was not able to participate in the completion
+and testing of the carriage. At the time of his departure several units
+on the carriage were incomplete. A carburetor had not been built, nor
+had a satisfactory burner or belt-shifting device. Charles had
+experimented with various shifting levers just before leaving
+Springfield: however, as he reported later, he did not succeed in
+designing a workable mechanism.[15] Frank Duryea, now left to finish the
+work unassisted, continued the experiments with the belt shifter. He
+finally worked out a fork mounted on a carriage that was supported by
+two rods, each of which slid in two bearings. Although the short
+distance between the two bearings caused the shifter carriage to bind
+occasionally, the device was thought to be sufficient and was installed
+just in front of the frame. Connected to a system of cables, arms, and
+rods, possibly similar to the present cam-bar shifter, the shipper-fork
+carriage was moved from side to side by raising or lowering the tiller.
+
+
+[Illustration: FIGURE 16.--DRAWING of the carburetor used on both Duryea
+engines, 1893-1894, showing sight feed on left and choke mechanism on
+right. (Smithsonian photo 13455.)]
+
+
+Turning now to an efficient burner for heating the ignition tube, Frank
+started with an ordinary wick-type kerosene lamp with a small metal
+tank. Wishing to use gasoline in the lamp, he found it necessary to
+fabricate a number of burner units before he found a type that gave him
+a clean blue flame. He then found the flame to be very sensitive to
+drafts and easily extinguished, and devised a small shield or chimney to
+afford it some protection.
+
+Early in October, while still working with the burner, Frank developed a
+severe headache. He felt the fumes of the lamp had probably caused it,
+and went to his room in the home of a Mr. and Mrs. Patrick on Front
+Street in Chicopee. After he noticed no improvement, a doctor's
+examination showed he had typhoid fever, and on October 5 he was
+admitted to the Springfield Hospital. Here he remained for one month,
+being discharged on November 5. Returning to his room he was informed
+that because of the fear that he might be a typhoid carrier, the
+Patricks preferred him to find other lodgings. He readily accepted the
+invitation of Mr. and Mrs. D. H. Nesbitt of Chicopee to take a room with
+them. After several weeks recuperation in their home, he left
+Springfield to visit his mother in Wyoming, Illinois.
+
+After a restful visit at home Frank Duryea returned to Springfield and
+finished the work on his burner. Now only the lack of a carburetor
+prevented a trial of the vehicle. He recalls that he studied several
+gasoline-engine catalogs and in one of them, a Fairbanks catalog he
+believes,[16] he saw a design that seemed to suit his needs. He decided
+to simplify the construction and operation of his carburetor and had a
+small bronze casting made to form the body of it. Inside was a gasoline
+chamber with two tapped openings, one to receive a pipe from the
+2-gallon gasoline tank mounted above the engine, the other taking a pipe
+to the overflow tank underneath the engine, thus maintaining the
+gasoline level without the use of a float valve. This latter tank had a
+hand pump on one end so that the overflow gasoline could at times be
+pumped again into the main tank. Gasoline passed from the carburetor
+chamber through a needle valve, adjusted by a knob on top, then through
+a tiny tube that entered the pipe leading to the intake valve. It is not
+certain whether this intake pipe was at first fitted with the choke
+arrangement later used with the second engine.
+
+Frank, hoping at last to be rewarded for his efforts by the sound of
+explosions from the engine, was ready to give the carriage an indoor
+trial. Standing astraddle of the reach and facing to the rear, he spun
+the flywheel with both hands, taking care not to get his hands caught
+between the wheel and the frame. His efforts were in vain, as there was
+complete failure to obtain ignition. He then made a new ignition tube,
+nearly twice as long as the original 4-1/2-inch tube, and turned down
+its wall as thin as he thought safety allowed. The thinner wall did not
+conduct the heat off so rapidly and thus kept the tube hot enough to
+permit ignition. After this slight change, he was able to get a few
+occasional explosions but he does not now believe that the engine ever
+operated continuously. Each explosion was accompanied by a loud knock,
+due, undoubtedly, to the movement of the free piston. Had the engine
+operated continuously, it is likely that the action of the free piston
+would have shortly wrecked the engine. Further efforts appeared
+unwarranted until alterations could be made.
+
+
+= ALL AGREEMENTS CONTINGENT UPON STRIKES, ACCIDENTS AND OTHER CAUSES
+                     BEYOND OUR CONTROL
+
+  CABL ADDRESS "MOTODURYEA," PHILADELPHIA      WESTINGHOUSE AND W. U. CODES
+
+  DURYEA LABORATORIES                          CHAS. E. DURYEA, CONSULTING
+                                                   ENG'R
+  WE SOLV MECHANICAL AND OTHER PROBLEMS        TESTS, SEARCHES, OPINIONS,
+                                                   EXPERT IN PATENT SUITS.
+  DEVELOP INVENTIONS, ASSIST INVENTORS         35 YRS EXPERIENS. HEATING,
+                                                   GAS ENGIN, AUTO, ETC.
+  FOR THINGS TO MAKE OR SEL CONSULT US         A PRIDEWORTHY RECORD OF
+                                                   THINGS ACCOMPLISHT
+
+                            PHILADELPHIA, PA.
+                            3528 N. 18TH ST.
+
+  Dear Mr Mitman                                  24 Nov 1920
+
+On the train I had some time to puzzle over that car. Been working
+nights to make up time lost in the day so did not hav much.
+
+I made a sketch for you but did not show the spring that holds the
+circuit breaker in contact with the spark point. That thin finger was
+part of it. A spring was wound spirally--not helically--around the
+projecting end of the breaker pivot and the end of the spring hookt over
+the thin finger. See sketch herwith.
+
+Just how the central end of the spring wire was fastened to the square
+of the pivot I do not kno. We did in some cases bore a hole thru and
+simply stick the spring thru but this put most of the action right at
+the bend in the wire and it broke quickly. So in other cases we fitted a
+light grooved spool or pulley and wound the spring around this and so
+avoided a sharp bend. If this was used it has been lost with the spring.
+A couple generations of boys playing in that barn was too many.
+
+The Haynes steering sketch also worries me. If that vertical post came
+up thru that slot in the floor the crank had to be long as the sketch
+shows in order to get over to the driver conveniently. Then if he tried
+to make a complete circle with it he could not reach far enuf forward to
+do it easily. And he had to make a turn or two be cause H shows bevel
+gears of about same size so the post had to make same number of turns
+the worm made. Sketch herewith to illustrate my thought.
+
+  Yrs for the historical facts
+         Chas. E. Duryea=
+
+
+[Illustration: FIGURE 17.--LETTER EXPLAINING the circuit breaker spring
+and the brass projection on top of the ignition chamber. Mr. Mitman was,
+at the time, curator of engineering in the U.S. National Museum.]
+
+
+The two pistons were first pinned together into a single unit which was
+probably ringless, since it is believed the walls of the outer piston
+were too thin to admit rings. Because the piston no longer struck the
+exhaust valve, a short rod had to be screwed into the pistonhead; this
+pushed the valve shut at the completion of the exhaust stroke. The
+remaining problem, the opening of the exhaust valve, was solved by
+screwing a device to the side of the cylinder which operated from the
+sidewise motion of the connecting rod. This device shifted a small
+spacer between the piston and the striker arm of the exhaust-valve rod,
+permitting the piston to push open the exhaust valve. On alternating
+strokes the spacer shifted back out of the cylinder; therefore, no
+contact was made between piston and striker arm. Sometime in February
+1893, the altered engine was successfully started.
+
+At last the transmission could be tested. Will Russell had come upstairs
+to watch the trial, and according to a statement by him, given April 30,
+1926, Frank, standing to the right of the engine and behind the rear
+axle, reached forward and with the combination tiller-belt-shifter,
+moved the belt into driving position. The carriage started forward, but
+as it approached the wall of the building Frank discovered that he could
+not get the belt back into the neutral position. In desperation, he
+grasped the rear axle with both hands and was dragged a short distance,
+attempting to stop the machine, before it struck the wall. He had,
+however, sufficiently retarded it so that no damage was done.
+
+This short trial demonstrated some of the weaknesses in the friction
+transmission. Since the speed of the surface of the flywheel, in feet
+per second, increased in proportion to the distance of the point of
+contact from the center, the outer edge of the belt attempted to run
+faster than the inner edge. This conflict of forces not only put an
+undue load on the motor causing a great loss of power, but it also
+created a tendency for the belt to work towards the outer edge of the
+flywheel. Conversely, when the operator desired to return the belt to
+neutral, it strongly resisted any efforts to slide it toward the center
+of the wheel, as Frank had learned from the wall-bumping incident.
+Furthermore, the rubber belt on the friction drum had worn so badly
+that it had to be replaced at least once during the brief experiments.
+
+
+[Illustration: FIGURE 18.--IGNITION CHAMBER, switch, and breaker contacts
+of the present Duryea engine.]
+
+
+At this point, Frank and Markham felt that the carriage was anything but
+satisfactory. While they were trying to decide what steps should be
+taken next, Frank added one last improvement to the engine. Fearing that
+the uncooled cylinder might suffer damage from the excessive heat, he
+constructed a copper water jacket in two halves, drew them together
+around the cylinder with clamping rings and soldered the seams. Asbestos
+packing sealed the end joints where the jacket contacted the cylinder.
+Thinking back, Frank does not recall that he ever used a water tank with
+this engine, though he does remember adding water through the upper
+jacket opening. The engine was run only for a few brief periods
+following this addition.
+
+Obviously this collection of patchwork could not fulfill their needs for
+an engine. First, it would be next to impossible to start if the body
+was placed on the running gear, as the flywheel then would be
+practically inaccessible. The absence of rings on the piston caused a
+further loss of power to the already overloaded engine. The flywheel was
+too light. The absence of any form of governor left the operator with no
+control over the engine speed. Ignition was poor, partly owing to the
+hot-tube arrangement, and partly to the excessive distance between the
+engine and the carburetor. Frank wrote his brother Charles on February
+6[17] that in his opinion the mixing chamber was so far from the engine
+that the gasoline could not be drawn into the cylinder as liquid, and it
+was too cold to vaporize and go in as gas. Thus he had difficulty in
+getting the engine started. When it did start the explosions were
+unmuffled. Less important to him than these defects, however, was the
+awkward and unsightly wooden engine mount.
+
+
+
+
+Description of the Automobile
+
+
+Sometime in the early part of March, Frank convinced Markham that he
+could construct a new and practical engine, using only previously tried
+mechanical principles.[18] Drawing up new plans for this engine, he took
+them to Charles Marshall who began work on the patterns for the new
+engine castings. After the patterns had been delivered to the foundry,
+Frank left Springfield for a short vacation in Groton, Connecticut,
+where he visited with his fiancee. On May 17, 1893, several weeks after
+his return to Springfield, they were married.
+
+The engine castings were undoubtedly received from the foundry prior to
+Frank Duryea's marriage, and the work of machining and assembling the
+parts went on through the spring and summer. This engine, still on the
+carriage in the Museum of History and Technology, is cased with a water
+jacket, and has bases on top to support the front and rear bearings of
+the starting crankshaft, and a base with port on the upper right side
+where the exhaust-valve housing was to be bolted. On the underside are
+two flanges, forming a base for seating the engine on the axle. A
+separate combustion chamber is cast and bolted to the head. Inside this
+chamber are located the igniter parts of Frank's electric ignition
+system. The fixed part, an insulated electrode, is screwed into the
+right side of the chamber and is connected with the ignition switch
+outside, to which one of the ignition wires is attached. A breaker arm
+inside is pinned to a small shaft extending through the top of the
+chamber. Around the breaker-arm shaft is a small coil spring (originally
+a spiral spring, according to the letter of Charles Duryea shown in fig.
+17), anchored below to a thin brass finger extending toward the right
+side of the car, and above to a nut screwed tightly onto the shaft. This
+nut is also the terminal for the other ignition wire. The action of the
+spring keeps the breaker arm and the electrode in constant contact until
+the push rod on the end of the piston strikes the arm and separates the
+two parts. Breaking contact then produces the ignition spark. Since the
+mechanism would spark at the end of both the exhaust and compression
+strokes, the battery current is conserved by a contact strip, on the
+underside of the larger exhaust-valve gear, by means of which the flow
+of current is cut off during the greater part of the cycle.
+
+On the left side of the combustion chamber is bolted the housing
+containing the tiny intake valve. A comparatively weak spring seats this
+valve in order that the suction created by the piston can easily pull it
+open. Clamped onto the valve housing is the intake pipe, enclosing the
+choke and carrying the carburetor on its forward side. The choke
+consists of two discs which block the pipe, each with four holes at the
+edges and one in the center. Turning one disc by means of a small handle
+outside, so that the four outer holes cannot coincide with those in the
+other disc, decreases the flow of air and causes all air to rush through
+the center hole, where the tiny carburetor tube passes through. The
+present carburetor was transferred over from the first engine. When
+Frank later installed the engine on the carriage he noticed the close
+proximity of the intake pipe to the open end of the muffler. Believing
+that the fumes might choke the engine, he attached a long sheet-metal
+tube to the intake pipe so that fresh air would be drawn in from a point
+farther forward on the vehicle.
+
+Moving to the right side of the engine brings the exhaust-valve assembly
+into view. This valve is contained in a casting bolted over the exhaust
+port in the side of the cylinder, and from the casting a pipe leads to
+the muffler underneath. The valve is pushed open by a rod connected to a
+crank which is pinned to the lower end of a shaft carrying an iron gear
+on top. This gear is in mesh with a fiber gear, keyed to the upper end
+of the crankshaft, with half the number of teeth. This ratio permits the
+opening of the exhaust valve on every other revolution.
+
+The crankshaft of the first engine was retained for the new engine, thus
+giving the two engines the same stroke of 5-3/8 inches, but the bore was
+increased slightly to 4-3/8 inches. With this larger bore and with the
+engine speed increased to 500 rpm, Frank rated this engine at 4 hp.[19]
+A heavier flywheel, with a governor resting in the upper recess, was
+pressed onto the crankshaft. As the operator of the vehicle had no
+control over the carburetor once he climbed into the seat, this governor
+was necessary to maintain regular engine speed. Its function was to move
+a slide on the exhaust-valve unit to prevent the valve from closing.
+Thus the engine, with the suction broken, could not draw a charge on the
+next revolution. During the recent restoration of this carriage it was
+found that while most parts are still intact, nearly all of the
+governor parts are missing. A description of them must therefore be
+based on the recollections of Frank Duryea, along with certain evidences
+seen on the engine.
+
+
+[Illustration: FIGURE 19.--UNDER SIDE of exhaust valve mechanism showing
+electrical contacts that give spark only on every other revolution.]
+
+
+Just on top of the flywheel, and surrounding the crankshaft, rest two
+rings, 3-7/8 inches in diameter. Into the opposing surfaces of these
+rings are cut a series of small inclined planes, appertinent to each
+other. On the outer circumference of the upper ring two pins pass
+through a pair of lugs mounted in the flywheel, causing the ring to
+rotate with the flywheel, yet permitting vertical movement. Underneath,
+the other ring is allowed to turn slightly when, by means of two
+connecting links, the arms of the governor push against them. These two
+arms, each constructed like a right angle and pivoted at the apex, are
+arranged directly opposite each other far out in the flywheel recess. As
+a weight on one angle of the arm presses outward by centrifugal force
+against a spring, the other angle presses inward against the connecting
+link mentioned above. The turning of the lower set of inclined planes
+against the fixed set above raises the upper ring and the fork resting
+on it. The upward movement of this fork, which is a continuation of an
+arm pivoted to a bracket midway between the crankshaft and the slide
+carrying the exhaust valve stop, causes the other end of the arm to
+drop, pulling the slide down with it. In this manner the closing of the
+exhaust valve is blocked, preventing the intake of the next charge, and
+therefore the engine misses one or more explosions until it slows to its
+normal speed.
+
+A starting shaft is mounted above the engine casting by a cast-iron
+bracket on either end. The front end of the shaft has a bevel gear which
+is held by a coil spring behind the front bracket, just out of contact
+with a bevel gear pressed onto the upper end of the crankshaft. The
+short rear portion of the shaft is a tube which slides over the main
+shaft. Fitting the removable handcrank to the squared end of the hollow
+shaft and turning the crank clockwise, will advance the forward section
+of shaft through the medium of a pair of inclined collars. With the
+bevel gears now engaged the engine may be cranked. When ignition begins,
+the inclined collars slide back down each other's surfaces, the shaft is
+again shortened, and its bevel gear springs free of the one on the
+crankshaft.
+
+
+[Illustration: FIGURE 20.--PISTON AND CONNECTING ROD of second engine.
+Screw on rod is where oil is poured into connecting rod to lubricate wrist
+pin and crankshaft.]
+
+
+While Frank worked on his engine, he realized that certain parts of the
+old running gear would need to be altered or replaced. In view of the
+heavier and more powerful engine, he felt the old wheels, probably
+having compressed band hubs, were inadequate. He procured a set of new,
+heavier wheels[20] with Warner-type, cast-iron reinforced hubs. The
+angle iron frame, apparently sturdy enough to carry the added weight,
+was retained, but it was decided to install a heavier rear axle.[21] The
+front axle assembly was at first allowed to remain unchanged, as was the
+steering apparatus. A short time later when the engine and friction
+transmission were bolted in place on the running gear, Frank saw that
+the rigidity of the framework had an undesirable effect. When the
+vehicle passed over any unevenness in the shop floor, the framework was
+distorted and caused the jackshaft bearings to bind tightly enough on
+the shaft to prevent its being turned by hand. In order to provide the
+3-point suspension necessary to eliminate this distortion, Frank
+attached the forward parts of the framework to an extra wooden spring
+bar, installing between this bar and the front axle a vertical fifth
+wheel of the type ordinarily used in a horizontal position in any light
+carriage.
+
+Frank next calculated that with the faster running engine the speed of
+the vehicle would be about 15 miles an hour, too much for the heavily
+loaded wheels. As he intended to make use of the original transmission,
+he decided to decrease the speed by increasing the size of the friction
+drum. He accomplished this by sliding a heavy fiber tube over the
+original drum, bringing its diameter to approximately 14 inches. The
+original shipper fork carriage was improved by separating the original
+bearings to a greater distance, and eliminating one of the two bearings
+on one end. This permitted a smooth and free operation of the small
+sliding carriage.
+
+In August 1893, possibly as a result of indoor experiments, Frank
+discovered that the chains running from the small 5-tooth[22] jackshaft
+sprockets to the large, bronze, wheel sprockets were tight at some times
+and loose at others. This caused considerable unnecessary noise. The
+difficulty apparently was the result of the sprockets being cast and not
+machined. The patternmaker had said he believed he could make the
+pattern accurately enough so that no machining of the castings would be
+necessary. Nice castings were produced, but "these sprockets were the
+reason why an unusual construction was put on the crankshaft [meaning
+jackshaft]," explained Frank Duryea during an interview at the National
+Museum on November 9, 1956. Elaborating further, in reply to the queries
+of E. A. Battison, of the Museum's division of engineering, Duryea told
+of the problem and the solution when he explained that the sprockets had
+places where the shrinkage was not even. The hot metal, contracting as
+it cooled, did not seem to contract uniformly, creating slightly unequal
+distances between teeth. This resulted in the chain hanging quite loose
+in some places and in others the tightness prevented adjustment. He
+contacted Will Russell, foreman of the Russell shop, where the
+automobile was made, and Russell showed him a device, built by George
+Warwick, who had made the Warwick bicycle. It was an internal-cut gear,
+according to Duryea's description, with sprocket teeth on its periphery.
+With sprockets outside and normal teeth inside, the wheels were about 6
+inches in diameter, externally.
+
+These little internal-gear sprockets were hung on double-shrouded
+pinions secured to each end of the jackshaft. A solid disc or housing
+fitted against both ends of the pinion to prevent the internal gear
+from working off sideways. Duryea explained the function of these
+unique little parts: "as soon as tension came on that ring gear that we
+talked about, it not only tightened the chain hanging on this sprocket
+on the upper side, but it tightened it on both sides. [The sprocket]
+rocks right out: both sides of the chain are tight."
+
+This feature is one rarely encountered elsewhere, and Duryea, later in
+the interview said, "To tell you the truth, I think I was just a little
+bit ashamed about the thing, because I had to pull it off. I didn't like
+the looks of it after I got it on."
+
+Two small tanks, each with a capacity of approximately two gallons, were
+mounted over the engine in the positions they still occupy, the one on
+the left for gasoline,[23] the other for water. The small fitting under
+the gasoline tank has a thumbscrew shutoff and a glass-sight feed tube,
+leading to the carburetor. The water tank, an inch longer than the
+gasoline tank, communicates with the water jacket of the engine through
+two pieces of half-inch pipe, entering the jacket from above and below.
+The overflow tank, holding just over a gallon, is suspended between the
+rear axle and the flywheel.
+
+A number of mufflers were constructed for the engine.[24] The first
+experimental one was built of wood, being a box 6 x 6 x 15 inches with a
+hole for the exhaust pipe in one end and a series of small holes in the
+opposite end. Inside, Frank arranged metal plates which were somewhat
+shorter than the depth of the box. Every other one was attached to the
+bottom of the box; the intermediate plates were fastened to the top.
+This contrivance muffled the sound considerably, but, as might be
+expected, soon began to smoke. There can be little doubt that it was
+replaced before any of the outdoor trials began. Another type consisted
+of a cylindrical metal shell, perhaps six inches in diameter and ten or
+twelve inches long. Here a series of perforated baffle plates were
+inserted, with alternating solid plates having parts of their external
+edges cut away. Two bolts running the length of the muffler held on the
+cast-iron heads in a manner quite similar to the Model-T Ford mufflers
+of later years. Though partially satisfactory, Frank, in a November 6,
+1957, interview, complained that it made a metallic sound. Perhaps this
+was the muffler he used from September to November 1893.
+
+
+[Illustration: FIGURE 21.--ILLUSTRATION OF THE NO. 2 SAMSON BATTERY used
+by the Duryeas in their vehicle. (Smithsonian photo 46858.)]
+
+
+On August 28 Frank wrote to Charles saying the carriage was almost ready
+for the road and that he hoped to take it out for a test on the coming
+Saturday, "off somewhere so no one will see us...."[25] There is no
+evidence showing whether the amount of remaining work permitted the
+proposed trial on September 2. The body was finally replaced on the
+running gear, at which time it was found necessary to raise the seat
+cushion several inches by the insertion of a framework made of old
+crating boards. This allowed sufficient room between the seat and the
+frame to suspend the batteries and coil. Six no. 2 Samson batteries were
+contained in this space, three on each side, in rows parallel to the
+side of the vehicle. The Samson battery consisted of a glass jar
+containing a solution of ammonia salts and water, with a carbon rod in
+the center, housing a zinc rod. It is difficult to understand why they
+used Samson batteries rather than dry cells; perhaps they were concerned
+with the mounting cost of the machine and were making use of parts
+already on hand.[26] A coil, possibly from an old gaslight igniter
+system, accompanied the Samson batteries under the seat. This original
+coil is now missing.
+
+The iron dash frame, previously recovered and provided with a rain apron
+to be pulled up over the knees in the event a heavy rain blew in under
+the carriage top, was bolted back in place. Frank and Mr. Markham gave
+the carriage a quick painting; later Frank admitted, "the machine never
+had a good job of painting."[27] Before the motor wagon actually got
+onto the road, a reporter on the _Springfield Evening Union_ got some
+statistics on it and an item appeared on September 16, giving the first
+public notice of the machine.
+
+
+=NO USE FOR HORSES.
+
+Springfield Mechanics Devise a New Mode of Travel.
+
+Ingenious Wagon Now Being Made in This City for Which the Makers Claim
+Great Things.
+
+A new motor carriage, which, if the preliminary tests prove successful
+as is expected, will revolutionize the mode of travel on highways, and
+do away with the horse as a means of transportation, is being made in
+this city. It is quite probable that within a short time one may be able
+to see an ordinary carriage in almost every respect, running along the
+streets or climbing country hills without visible means of propulsion.
+The carriage is being built by J. F. Duryea, the designer and B. F.
+Markham, who have been at work on it for over a year. The vehicle was
+designed by C. E. Duryea, a bicycle manufacturer of Peoria, Ill., and he
+communicated his scheme to his brother, who is a practical machanic in
+this city.
+
+The propelling power is furnished by a two-horse power gasoline motor
+situated near the rear axle and which, when started, runs continuously
+to the end of the trip, notwithstanding the number of times the carriage
+may be stopped. The speed of the motor is uniform, being about 500
+revolutions a minute, and is so arranged that it gives a multiplied
+power for climbing hills and the lower the rate of speed the greater
+power is furnished by the motor. The slowest that the carriage can be
+driven is three miles an hour and the speed can be increased to fourteen
+or fifteen miles an hour. The power is transferred from the driving
+wheel of the motor, which runs horizontally with the main shaft by an
+endless friction belt running on a drum wheel. The belt is controlled by
+a lever within easy reach of the driver and is shifted along the drum
+wheel to increase or decrease the speed. The driving wheel is about
+twenty inches in diameter, having in its center a depression to which
+the belt is shifted to stop the carriage.
+
+The carriage can be reversed by shifting the belt from the end of the
+drum, which gives the forward motion to the opposite side beyond the
+depression in the driving wheel. The power which has been transferred to
+the driving shaft from the motor is in turn transferred to the two rear
+wheels of the carriage by a combination gear and sprockets. An endless
+chain connects the sprockets on the carriage wheels to the sprocket
+wheels on the driving shaft. All of the motive power is located under
+the body of an ordinary phaeton, the hight of which is not increased by
+the machinery. The motor is started by a crank which is easily applied
+to a shaft in the rear of the carriage and the gasoline is ignited in
+the cylinder by electricity. An automatic device stops the flow of
+gasoline into the cylinder when the motor ceases running. The gasoline
+is carried in tanks, which hold about two gallons, and which will run
+the carriage for about eight hours. The wagon is guided by a bicycle
+bar, and the speed is also controlled by this bar.
+
+The method employed in this is as follows: To start the carriage press
+the lever down; to reverse it throw the lever up and to guide the wagon
+turn the lever either to the right or left. The front axle instead of
+turning horizontally plays up and down, in order that the machinery may
+be on a level with the rear wheels, while the front wheels are set on
+the axle by a pivotal joint and are connected with the guiding lever by
+bars with ball bearings. The carriage complete weighs about 220 pounds,
+and the essential features are already covered by patents while others
+are pending.
+
+It is estimated that the carriages can be sold for about $400, and a
+stock company will probably be formed to manufacture them.=
+
+[Illustration: FIGURE 22.--FROM THE _Springfield Evening Union_,
+September 16, 1893.]
+
+
+Toward the latter part of the following week, Frank was ready to give
+the product of his labors its first road trial. On September 21 the
+completed carriage was rolled onto the elevator at Russell's shop.
+Seeing that the running gear was too long for the elevator, they raised
+the front of the machine, resting the entire weight of 750 pounds on the
+rear wheels. Once outside the building, they pushed it into an area
+between the Russell and Stacy buildings. After dark, "so no one will
+see," Will Bemis, Mr. Markham's son-in-law, brought a horse and they
+pulled the phaeton out to his barn on Spruce Street.[28] There, on
+Spruce and Florence Streets the first tests were made. The next day
+Frank wrote his brother saying, "Have tried it (the carriage) finally
+and thoroughly and quit trying until some changes are made. Belt
+transmission very bad.[29] Engine all right." He did admit the engine
+seemed to be well loaded most of the time. He also had an idea in mind
+to replace the poor transmission, explaining the plan to Charles: "The
+three gears[30] on secondary shaft have friction clutches, the two bevel
+gears on same shaft are controlled by a clutch which frees one and
+clutches the other at will. This provides a reverse."
+
+
+=PRIMARY SPARK COILS.
+
+ FOR ELECTRIC GAS LIGHTING.
+
+ Cat. No. 48304.  8 inch                      Price, each, $3 20
+    "     50304. 10   "                            "        3 70
+    "     52304. 12   "                            "        4 30
+    "     54304. Detached Gas Lighting Relays      "        2 75
+
+ For Spark Coils with Relay Attachment, add $2.50 to price for Spark Coil.=
+
+[Illustration: FIGURE 23.--TYPE OF SPARK COIL the Duryeas are believed to
+have used in their electrical circuit, as shown in a catalog illustration.
+(Smithsonian photo 46858-A.)]
+
+
+The _Springfield Evening Union_ of September 22 carried a notice of the
+trial. This report, too, commented on the faulty transmission and the
+plan already in Frank's mind for the new transmission.
+
+     ... The friction belt allowed of the speed being steadily increased
+     or diminished at the will of the driver and caused no sudden
+     forward motion of the carriage, but while this arrangement has many
+     advantages it uses up the power so that the two-horse power
+     furnished by the motor [somewhat less than the rating Frank gave
+     the engine] was reduced to less than three-fourths horse power on
+     reaching the main shaft. This would not be sufficient to propel the
+     carriage up steep grades but would be sufficient to run the
+     carriage on level road.
+
+     The inventors will do away with this belt in favor of a clamp gear
+     and will make the drum wheel smaller. By this means there will be
+     very little power lost in transmission to the shaft and by a
+     patented arrangement the carriage may be started gradually but the
+     speed must be increased by shifting the clamp gear to a succession
+     of gears on the driving wheel of the motor. The speed of the
+     carriage will be fixed permanently according to the size of the
+     gear that the smaller one is shifted to. The test of the machine
+     with the gear arrangement will be made soon.
+
+
+In October Frank decided on another vacation and went to Chicago to see
+the Columbian Exposition. Charles had come up from Peoria to see the
+fair and the two talked over the progress on their motor wagon, and
+discussed the transmission problem. They gave particular attention to
+everything relating to engines and motor carriages, and Frank recalls
+seeing a Daimler quadricycle that impressed him with its performance.[31]
+Just what decisions the two might have made there are unknown, yet it is
+likely that they agreed to give the old transmission one more chance to
+prove itself.
+
+Returning to Springfield, probably in the first week of November, Frank
+gave the friction drive its final test, this time substituting a leather
+belt for the rubber one first used.[32] Mr. Markham, though intensely
+interested in the experiments, apparently was dubious concerning the
+safety of the carriage. It had no brakes, and fearing failure of the
+transmission on a downgrade, he was reluctant to ride in the machine. On
+November 9 he asked Will Bemis to try it for him. The following day the
+_Springfield Morning Union_ gave a description of the run:
+
+     Residents in the vicinity of Florence street flocked to the windows
+     yesterday afternoon astonished to see gliding by in the roadway a
+     common top carriage with no shafts and no horse attached. The
+     vehicle is operated by gasoline and is the invention of Erwin
+     Markham and J. F. Duryea. It has been previously described in The
+     Union and the trial yesterday was simply to ascertain the practical
+     value of a leather friction surface which has been substituted for
+     the rubber one previously used. The vehicle, which was operated by
+     Mr. Bemis, started from the corner of Hancock avenue and Spruce
+     street and went up the avenue, up Hancock street and started down
+     Florence street, working finely, but when about half-way down the
+     latter street it stopped short, refusing to move. Investigation
+     showed that the bearing had been worn smooth by the friction and a
+     little water sprinkled upon it put it in running condition again.
+     The rest of the trip was made down Florence and down Spruce street,
+     to the residence of the inventors. They hope to have the vehicle in
+     good working condition soon.
+
+
+[Illustration: FIGURE 24.--RUNNING GEAR OF DURYEA VEHICLE, showing the
+second engine and other parts as used in January 1894.]
+
+
+The same evening, the late edition ran a brief paragraph stating that
+"the test was made to determine the value of a leather friction surface
+for propelling the wagon, that had been substituted in place of the
+rubber surface, used in the former test." Bemis, according to Frank
+Duryea's recollection, was not impressed with the performance of the
+machine, saying "the thing is absolutely useless," and for a time it
+appeared that further support from Markham would not be forthcoming.
+Frank, believing eventual success to be near, drew up plans showing his
+geared transmission, and with these managed to gain Markham's partial
+support. Money for material and use of the shop was to continue, but
+Frank was to complete the work on his own time.
+
+Now receiving no salary, Frank worked hurriedly on the transmission
+throughout late November, December, and the first two weeks of January.
+First discarding the old friction drum and shaft, and the shipper-fork
+carriage, he bolted a rawhide bevel gear to the lower surface of the
+flywheel. This turns two bevel gears, in opposite directions, on a
+countershaft directly underneath, approximately in the position of the
+old jackshaft. The right bevel gear is secured to the main countershaft
+on which two clutches are mounted, one on each side of the crankshaft.
+On a sleeve turning freely around the countershaft is mounted the
+reverse bevel gear and clutch. Three free-running clutch drums, the
+right one carrying the high-speed gear, the two on the left carrying the
+combination low speed and reverse gear between them, complete the
+countershaft assembly. The clutch assemblies are of Frank Duryea's
+design, having internal arms, expanding outward to press leather-faced
+shoes against the inner surface of the drum, thus securing the drum and
+its gear to the shaft. Behind this machinery is the jackshaft with its
+small differential on the right, two laminated rawhide gears[33] meshing
+with the iron gears of the countershaft, and the internal-gear sprockets
+hanging on the small pinions at either end. A sliding cam bar, mounted
+nearly in the position of the former shipper-fork carriage, is operated
+by the vertical movement of the tiller handle to engage any one of the
+three clutches. With the tiller depressed, the vehicle is in reverse.
+Elevating it slightly puts it into low gear, and raising it still higher
+runs the machine at its highest speed.
+
+
+[Illustration: FIGURE 25.--HALF OF JACKSHAFT, showing rawhide gears,
+double shrouded pinion and half of the Columbia differential.]
+
+[Illustration: FIGURE 26.--HALF OF JACKSHAFT showing double-shrouded
+pinion and half of the Columbia differential.
+
+[Illustration: FIGURE 27.--CAM BAR IN FOREGROUND, operated by tiller,
+actuates the various clutches of the transmission. The overflow gasoline
+tank with the hand pump can be seen in the rear.]
+
+
+= UNITED STATES PATENT OFFICE.
+
+
+  CHARLES E. DURYEA, OF PEORIA, ILLINOIS.
+
+  ROAD-VEHICLE.
+
+
+  SPECIFICATION forming part of Letters Patent No. 540,648, dated
+    June 11, 1895.
+
+  Application filed April 30, 1894. Serial No. 509,466. (No model.)
+
+
+  _To all whom it may concern_:
+
+  Be it known that I, CHARLES E. DURYEA, a
+  citizen of the United States, residing at Peoria,
+  in the county of Peoria and State of Illinois,
+  have invented new and useful Improvements                     5
+  in Road-Vehicles, of which the following is a
+  specification.
+
+  The object of this invention is to produce a
+  road vehicle which shall be self-propelled, not
+  unduly heavy, simple and easy of control and                 10
+  comparatively inexpensive, together with
+  such minor objects as will become hereinafter
+  apparent.
+
+  The invention more particularly relates to
+  the construction and arrangement of parts for                15
+  constituting the driving gearing and to the
+  means for controlling the action thereof; to
+  an improved manner of mounting the front,
+  or steering, wheels upon the front axle, and
+  of mounting the said axle relative to the running            20
+  gear frame, and to the means for effecting
+  the steering; to the appliances for the support
+  of the motor and driving mechanism in
+  an advantageous and efficient manner, and,
+  generally, to improved and simplified details                25
+  of construction throughout the vehicle, all as
+  will hereinafter be rendered more apparent,
+  and the invention consists in constructions
+  and combinations of parts, all substantially
+  as will hereinafter fully appear and be set                  30
+  forth in the claims.
+
+  Reference is to be had to the accompanying
+  drawings, in which--
+
+  Figure 1 is a sectional elevation from front
+  to rear of the improved road-vehicle. Fig. 2 is              35
+  a plan view of the running and driving gear,
+  the vehicle-body being understood as removed.
+  Fig. 3 is a front elevation of the vehicle. Fig.
+  4 is a perspective view of the support and suspension
+  devices for the driving mechanism.                           40
+  Fig. 5 is a vertical sectional view, longitudinally,
+  through the shiftable driving-gear, the
+  controlling devices employed in conjunction
+  with this mechanism being seen in side elevation.
+  Figs. 6 and 7 show the above-mentioned                       45
+  controlling devices as in operative relations
+  differing the one from the other and
+  also from that of Fig. 5.
+
+  Similar letters of reference indicate corresponding
+  parts in all of the views.                                   50
+
+  The parts will now be described in detail
+  with reference to said drawings, and A represents
+  the body which is spring supported
+  on the frame, B, of the running gear. This
+  frame, as shown, is rectangular, and has the                 55
+  body-supporting springs, B{2}, similar to those
+  found in common carriages. This frame has,
+  affixed thereto, at its rear ends, sleeves, _a_, _a_,
+  which loosely embrace the rear wheel axle, D,
+  which is the driven axle of the vehicle. The                 60
+  axle, E, for the front wheels is centrally secured
+  to the running gear frame, B, by the
+  horizontal king-bolt, _b_, whereby such axle
+  may have a swinging movement relative to
+  the frame in a vertical plane, but it has no                 65
+  swinging movement horizontally, the wheels
+  being swivel-mounted on the ends of this axle
+  peculiarly, as will shortly hereinafter be set
+  forth.
+
+  The body, as shown, is in the form of an                     70
+  inverted box, the motor, H, and driving gear
+  being accommodated within the downwardly
+  opening inclosure constituted thereby, and
+  the body also has the upwardly open box-like
+  forward extension, or pit, A{2}, for the accommodation      75
+  of the feet of the rider, the rider's
+  seat being constituted by the top forward portion
+  of the box body. Some other suitable
+  design of body may, of course, be used in lieu
+  of this one shown.                                           80
+
+  The front wheels, _d_, _d_, are hung to the front
+  axle, E, so that the center of each wheel base
+  is in a line coincident with the axis of the pivotal
+  connection which is provided between the
+  journals for the wheels and the axle, which                  85
+  arrangement practically destroys any tendency
+  to deflection from the course that might
+  otherwise arise from striking an obstacle,
+  and so renders the steering easier. In order
+  to effect this the axle is formed with yoked                 90
+  ends, the yoke members, _f_, _f_, being above and
+  below the longitudinal line of the axle. The
+  short journal, _g_, shown for each wheel, has at
+  its inner end an upwardly and downwardly
+  extended arm, _h_, which is return-bent to be                95
+  loosely embraced by the axle yoke, _f_, _f_. The
+  cone pointed screws, _c_, passed through the
+  yoke members, _f_, and into sockets therefor in
+  the arms, _h_, of the journals, _g_, constitute the
+  means for the swivel connection between said                100
+  parts. The lock-nuts, _c_{2}, manifestly, are employed
+  with utility in this connection.
+
+  It will be perceived that inasmuch as in the
+  arrangement shown, the pivotal connections=
+
+
+= (No Model.)      4 Sheets--Sheet 2.
+
+  C. E. DURYEA.
+  ROAD VEHICLE.
+
+  No. 540,648.    Patented June 11, 1895.
+
+
+  _Fig. 2._
+
+
+  _Witnesses_:
+  J. D. Garfield
+  K. I. Clemons
+
+  _Inventor_,
+  Chas. E. Duryea
+  by Chaprictlo Attys.=
+
+[Illustration: FIGURE 28.--A DRAWING AND THE FIRST PAGE of the
+specifications of the first patent issued to C. E. Duryea. It can be
+readily seen that this drawing was not made after the plan of the first
+vehicle.]
+
+
+As the work moved nearer completion Frank realized that the final tests
+would have to be conducted on roads made icy by falling snows. He had
+considerable doubt whether the narrow iron tires would have enough
+traction to move the phaeton. Soon he devised an expedient for this
+situation, communicating to Charles on December 22 that he was "having
+Jack Swaine [a local blacksmith] make a couple of clutch rims so we can
+get over this snow and ice.... Our detachable rims referred to will be
+of 1/8 iron 1-3/4 wide and drawn together at one point by two screws,
+one on either side of felloe. It will be studded with calks in two
+rows."[34]
+
+
+[Illustration: FIGURE 29.--MR. AND MRS. FRANK DURYEA examining vehicle
+in the Smithsonian Institution before restoration.]
+
+
+January 18, 1894, was a day of triumph for Frank Duryea. Writing Charles
+about his success the next day he said, "Took out carriage again last
+night and gave it another test about 9 o'clock." The only difficulty he
+mentioned was a slight irregularity in the engine, caused by the tiny
+leather pad in the exhaust-valve mechanism falling out.[35] Speaking of
+this trip, Frank recalled in 1956:
+
+     When I got this car ready to run one night, I took it out and I had
+     a young fellow with me; I thought I might need him to help push in
+     case the car didn't work.... We ran from the area of the shop where
+     it was built down on Taylor Street. We started out and ran up
+     Worthington Street hill,[36] on top of what you might call "the
+     Bluff" in Springfield. Then we drove along over level roads from
+     there to the home of Mr. Markham who lived with his son-in-law,
+     Will Bemis, and there we refilled this tank with water. [At this
+     point he was asked if it was pretty well emptied by then.] Yes, I
+     said in my account of it that when we got up there the water was
+     boiling furiously. Well, no doubt it was. We refilled it and then
+     we turned it back and drove down along the Central Street hill and
+     along Maple, crossed into State Street, dropped down to Dwight,
+     went west along Dwight to the vicinity where we had a shed that we
+     could put the car in for the night. During that trip we had run, I
+     think, just about six miles, maybe a little bit more. That was the
+     first trip with this vehicle. It was the first trip of anything
+     more than a few hundred yards that the car had ever made.
+
+
+= DURYEA AUTOMOBILE
+  BUILT BY J. F. AND C. E. DURYEA
+          1893
+  U.S. NATIONAL MUSEUM CAT. #307,199
+  SMITHSONIAN INSTITUTION
+  SEPT. 1960       A. A. BALUNEK=
+
+
+Now Frank could give demonstration rides with the motor carriage, hoping
+to encourage more investors to back future work. Cautious Mr. Markham
+finally got his ride, though Frank had to assure him that the engine of
+the brakeless vehicle would hold them back on any hill they would
+descend. The carriage on which he had spent so many hours was to see
+little use after that. Its total mileage is probably less than a hundred
+miles. Little additional work is known to have been performed on the
+carriage after January 1894; there is, however, a letter[37] Frank sent
+his brother on January 19 which tells of contemplated muffler
+improvements. Another message was dispatched to Charles on March 22,
+mentioning the good performance of the phaeton on Harrison Avenue
+hill.[38] This was possibly the last run of the machine, for no further
+references have been discovered.
+
+Frank spent the months of February and March in preparing drawings, some
+of which accompanied their first patent application,[39] while others
+were to be used in the construction of an improved, 2-cylinder carriage.
+Work on the new machine started in April. The old phaeton, in the
+absence of used-car lots, was put into storage in the Bemis barn.[40]
+Later, on the formation of the Duryea Motor Wagon Company in 1895, it
+was removed to the barn of D. A. Reed, treasurer of the company.[41]
+There it remained until 1920, when it was obtained by Inglis M. Uppercu
+and presented to the U.S. National Museum.
+
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1967
+
+For sale by the Superintendent of Documents, U.S. Government
+Printing Office Washington, D.C. 20402--Price 30 cents
+
+
+
+
+Footnotes:
+
+[1] S. H. OLIVER, _Automobiles and Motorcycles in the U.S. National
+Museum_ (U.S. National Museum Bulletin 213, Washington: Smithsonian
+Institution, 1957), p. 24.
+
+[2] G. R. DOYLE, _The World's Automobiles_ (London: Temple Press
+Limited, 1959), p. 67.
+
+[3] Recorded interview with Frank Duryea in the U.S. National Museum,
+November 9, 1956.
+
+[4] Charles Duryea's statement to _Springfield Daily Republican_, April
+14, 1937.
+
+[5] FRANK DURYEA, _America's First Automobile_ (Springfield, Mass.:
+Donald Macaulay, 1942), p. 4.
+
+[6] Letter from Charles Duryea to Alfred Reeves, March 25, 1920; copy in
+Museum files.
+
+[7] History notes dictated by Charles E. Duryea in the office of David
+Beecroft, editor of _Automobile Trade Journal_, on January 10, 1925.
+Copy in Museum files. Hereinafter, these notes are referred to as
+"history."
+
+[8] Frank Duryea in statement made to the Senate Committee on Public
+Administration of Massachusetts, February 9, 1952.
+
+[9] DURYEA, op. cit. (footnote 5), p. 6.
+
+[10] Copy of contract in Museum files.
+
+[11] Affidavit of William Rattman, March 19, 1943, states that the
+Russell ledgers give that date.
+
+[12] Recorded interview with Frank Duryea in U.S. National Museum,
+November 6, 1957.
+
+[13] Letter from Frank Duryea to David Beecroft, November 15, 1924; copy
+in Museum files.
+
+[14] Letter from Charles Duryea to C. W. Mitman, March 21, 1922; copy in
+Museum files.
+
+[15] See "history" (footnote 7), p. 6.
+
+[16] DURYEA, op. cit. (footnote 5), p. 8.
+
+[17] Copy of letter in Museum files.
+
+[18] DURYEA, op. cit. (footnote 5), p. 12.
+
+[19] Letter from Frank Duryea to Charles Duryea, November 3, 1893,
+states that the engine could be run at 700 as well as 500 rpm. Copy in
+Museum files.
+
+[20] DURYEA, op. cit. (footnote 5), p. 14. Also in letter from Charles
+Duryea to C. W. Mitman, January 11, 1922; copy in Museum files.
+
+[21] Letter from Charles Duryea to C. W. Mitman, January 11, 1922; also
+letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in
+Museum files.
+
+[22] Letter from Charles Duryea to F. A. Taylor, December 5, 1936, says
+he "thought" they had five teeth. Copy in Museum files.
+
+[23] Frank later wrote his brother, January 1894, that he fixed the tank
+so it would not draw sediment from the bottom. Copy of letter in Museum
+files.
+
+[24] The number of mufflers Frank Duryea constructed is not known. He
+wrote Charles, December 22, 1893, that he "will try a new muffler also."
+
+[25] Selden Patent Evidence, vol. 9, p. 110.
+
+[26] See "history" (footnote 7), p. 2. Charles wrote, "Some parts of
+these [referring to the batteries], like the jars, I had on hand for six
+or eight years, and did not need to buy."
+
+[27] Ibid., p. 15.
+
+[28] Ibid., p. 15
+
+[29] Frank stated in this letter that the friction drum originally had
+two belts, forward and reverse, but since they tended to foul each
+other, he removed the reverse belt and left the other to serve for both
+directions. How the shipper fork might have handled two belts is not
+understood.
+
+[30] As actually constructed there are only two gears on the secondary
+shaft. He obviously discovered that one gear secured to two clutches
+would serve for both forward and reverse. Space was also limited.
+
+[31] Recorded interview with Frank Duryea in U.S. National Museum,
+November 9, 1956.
+
+[32] Letter from Frank Duryea to Charles Duryea, November 8, 1893. Copy
+in Museum files.
+
+[33] Frank Duryea, in a recorded interview in the U.S. National Museum
+on November 6, 1957, said that he believed these had been purchased from
+Rochester Rawhide Company.
+
+[34] Letter from Frank Duryea to Charles Duryea, December 22, 1893. Also
+letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in
+Museum files.
+
+[35] Telling of the first use of the car in later days, Frank Duryea
+mentions the many noises and vibrations that accompanied the trip: the
+vibrating tiller, the tinny sounding muffler, the clattering chains. He
+later reported speeds of 3 mph in low gear and 8 mph in high gear.
+
+[36] Letter from Frank Duryea to Charles Duryea, Jan. 19, 1894, says
+they went up hill via Summer and Armor Streets, then out Walnut to
+Bemis' at Central Street School.
+
+[37] The letter read: "I have designed a new muffler and we will proceed
+to make it before long, in a day or two. Instead of one shell 1/8-inch
+thick I shall put a shell 1/16-inch thick inside another of equal
+thickness, but about 1 inch greater diameter i.e., one chamber within
+another so as to cause sound to turn corners to get out. Still another
+shell will be added if it prove insufficient, making it turn about
+again--taking care in each case to give ample room for expansion--outer
+one need not be more than 1/32 inch possibly. Will let two threaded rods
+with nuts hold heads on both or on three cases, if the 3d be essential."
+
+[38] This letter gives further proof that the car never had a brake.
+Frank said the car came back down the hill with no brake, but that the
+engine held the vehicle back.
+
+[39] DURYEA, op. cit. (footnote 5), p. 37.
+
+[40] It is possible that a few parts were removed at this time to be
+used on the two-cylinder car. The muffler may have been one of these,
+and even more likely, the governor parts. Charles Duryea wrote to C. W.
+Mitman December 27, 1921, stating that his younger brother Otho and a
+Henry Wells had put in a battery and gasoline in 1897 and started the
+engine. Because the chains were not on the car they could not attempt to
+operate it; but the engine ran too fast, and finally something broke,
+probably the engine frame, found to be broken during the recent
+restoration. Charles thought the engine ran too fast because some of the
+governor parts were already missing.
+
+[41] Recorded interview with Frank Duryea in the U.S. National Museum,
+November 9, 1956. On the formation of the Duryea Motor Wagon Company,
+Mr. Markham was rewarded for his part of the venture. He had invested
+nearly $3000 in the work, and sold out his rights in the company for
+approximately a $2000 profit.
+
+
+
+
+Transcriber's Notes:
+
+  Passages in italics are indicated by _underscore_.
+
+  The text contained in several of the illustrations, which has been
+  transcribed for this text file, is indicated by =text=.
+
+  Superscript characters are enclosed in brackets {x}.
+
+  Additional spacing after some of the quotes is intentional to indicate
+  both the end of a quotation and the beginning of a new paragraph as
+  presented in the original text.
+
+  Letters printed upside down were corrected silently.
+
+  Misprint " he" corrected to "the" (page 8).
+
+
+
+
+
+End of the Project Gutenberg EBook of The 1893 Duryea Automobile In the
+Museum of History and Technology, by Don H. Berkebile
+
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