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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..d7b82bc --- /dev/null +++ b/.gitattributes @@ -0,0 +1,4 @@ +*.txt text eol=lf +*.htm text eol=lf +*.html text eol=lf +*.md text eol=lf diff --git a/LICENSE.txt b/LICENSE.txt new file mode 100644 index 0000000..6312041 --- /dev/null +++ b/LICENSE.txt @@ -0,0 +1,11 @@ +This eBook, including all associated images, markup, improvements, +metadata, and any other content or labor, has been confirmed to be +in the PUBLIC DOMAIN IN THE UNITED STATES. + +Procedures for determining public domain status are described in +the "Copyright How-To" at https://www.gutenberg.org. + +No investigation has been made concerning possible copyrights in +jurisdictions other than the United States. Anyone seeking to utilize +this eBook outside of the United States should confirm copyright +status under the laws that apply to them. diff --git a/README.md b/README.md new file mode 100644 index 0000000..a031b80 --- /dev/null +++ b/README.md @@ -0,0 +1,2 @@ +Project Gutenberg (https://www.gutenberg.org) public repository for +eBook #64831 (https://www.gutenberg.org/ebooks/64831) diff --git a/old/64831-0.txt b/old/64831-0.txt deleted file mode 100644 index 4da17e1..0000000 --- a/old/64831-0.txt +++ /dev/null @@ -1,1336 +0,0 @@ -The Project Gutenberg eBook of Deeds Barn and the Self Starter, by -Anonymous - -This eBook is for the use of anyone anywhere in the United States and -most other parts of the world 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. If you are not located in the United States, you -will have to check the laws of the country where you are located before -using this eBook. - -Title: Deeds Barn and the Self Starter - -Author: Anonymous - -Release Date: March 15, 2021 [eBook #64831] - -Language: English - -Character set encoding: UTF-8 - -Produced by: Stephen Hutcheson and the Online Distributed Proofreading - Team at https://www.pgdp.net - -*** START OF THE PROJECT GUTENBERG EBOOK DEEDS BARN AND THE SELF -STARTER *** - - - - - DEEDS BARN - and the - SELF-STARTER - - - [Illustration: The 1912 Cadillac, equipped with self-starter, is the - central exhibit in Deeds Barn.] - -Deeds Barn is symbolic of one of the most important developments in the -automotive field. It was here that the modern ignition system for -automobiles and the self-starter were born and the foundation laid for -one of Dayton’s most important industries. The barn itself and one of -the 1912 Cadillac cars, first to be commercially equipped with a -self-starter, represent this important invention. Also included in the -barn are several other exhibits which should be of interest to any -visitor and most certainly to every Daytonian. - - [Illustration: The original Deeds Barn was erected at 319 Central - Avenue, Dayton. An exact replica stands in Carillon Park.] - - - - - The Story of the Self-Starter - - - [Illustration: C. F. KETTERING] - - [Illustration: E. A. DEEDS] - - These photos were taken about the time the Delco firm was - incorporated. - -In industrial production, as in so many other activities, large oaks -from little acorns grow. The cash register and the electric self-starter -are instances in point. The first factory of The National Cash Register -Company under the presidency of John H. Patterson, was a room in the -Callahan Power Building, forty feet wide and eighty feet long, with -thirteen people on the payroll. From it emerged a business on which the -sun never sets. - -More humble in environment was the invention of the self-starter which -had its birth in a barn. Almost before a decade passed, it had made the -use of the automobile universal. Such were the beginnings of two -enterprises which, to a degree greater than any others, enhanced the -industrial prestige and prosperity of Dayton. Each contributed a chapter -to the romance of American Industry. - -Dayton people, and for that matter, a considerable portion of the -outside world, are familiar with the story of John H. Patterson’s -industrial genius that made his name synonymous with cash register -production and distribution. They are not so well acquainted with the -origin of the self-starter and particularly the historic barn in which -it was created. A replica of that barn stands today in Carillon Park. - -The Drama of the Barn, as it may well be called, evolved about two -men—Edward A. Deeds and Charles F. Kettering. Both were born and reared -on the farm, that rugged nursery in which so many of our national -leaders were nurtured; both worked their way through college; both began -their careers near the bottom of the ladder at The National Cash -Register Company. Their business alma mater served them well. - - [Illustration: The hayloft of the Deeds barn was equipped as a - workshop.] - -Fate must have decreed that Deeds and Kettering should meet. In 1904 -Deeds was Superintendent at the NCR. Electrically minded since his -boyhood on the farm, he had an unwavering confidence in the application -of electricity to industry. At that time the cash register was operated -by turning a crank. Deeds conceived the idea of putting a motor on the -machines to supersede the crank. He designed and built the first motor -to be employed for this use. This is an important link in the -Deeds-Kettering story, because it brought the two men together. - -Deeds was absorbed in many responsibilities at the NCR and could not -devote the necessary time to the perfection of the motor. He wanted a -bright young electrical engineer to whom the electrification project -could be entrusted. He asked Alfred D. Cole, his old professor of -physics at Denison University, to suggest a likely candidate. Cole, who -had joined the faculty of Ohio State University, suggested Kettering, -his star student, who was about to graduate. Deeds wrote to Kettering, -offering him a position at $50 a week and the offer was accepted, not, -however, without some qualms on Kettering’s part. - -When Kettering took over his job in the Inventions Division at the NCR -it was to mean more than a brilliant contribution to the development of -the National cash register. It marked the beginning of a kinship with -Deeds that was to make inventive history. The reason for this kinship -did not rest solely on the fact that they were both electrically minded. -Also important was the fact that they embodied certain opposites of -talent and temperament which so often make for success. - -In 1904, when Deeds and Kettering met, the gasoline-propelled vehicle, -despite jests, jokes and jeers, was becoming a practical reality. Great -inventors like Thomas A. Edison and Charles P. Steinmetz, however, -insisted that it was doomed to failure, contending that electricity was -the one and only effective motive force for the horseless carriage. -Deeds believed otherwise. He saw the internal combustion engine as the -driving power of the future. He had been so impressed with the gasoline -automobile that for a time he had an ambition to go into its production. -Unable to do this, he decided to “put something”, as he expressed it, on -motor cars. This ambition pointed the way to what became the electric -ignition, lighting, and starting system. - -In order to put that “something” on a car it was necessary to have a -car. Here is where the famous barn first entered the picture. Deeds -lived at 319 Central Avenue in Dayton. Back of the house was a barn -which housed a horse and phaeton. Deeds could easily have purchased an -automobile had he wished. A purchased car, however, would not serve the -purpose that clamored for action. That “something” could only be placed -on an automobile that he literally knew from the ground up. With the aid -of Fred Schmitt, an expert machinist, he built and assembled a car which -was named “Suburban Sixty.” All the work on it was done in the barn. -Deeds put a two-speed axle on the barn product but found that it did not -function satisfactorily. He therefore substituted an auxiliary -transmission which did work. - - [Illustration: The “Suburban Sixty,” built by E. A. Deeds, with the - summer and winter bodies which made it an all-weather model.] - - [Illustration: The “Suburban Sixty,” with the winter body.] - -Deeds now had a car and the germ of an idea. Once more, absorption in -responsibilities at the NCR prevented him from devoting sufficient time -to the development of the idea. As he pondered over what to do, he -recalled an experience that he had while building the Shredded Wheat -plant at Niagara Falls. In order to obtain some equipment for a -miniature electric railway which was to be installed in the factory -restaurant, he was obliged to deal with two men who operated a small -manufacturing firm in Providence. These men sat in an unpretentious -office with a desk between them and operated on a fifty-fifty basis. One -ran the factory; the other looked after business details. - - [Illustration: This crude drawing was the basis of the original - patent issued to C. F. Kettering.] - - [Illustration: A model of the self-starter as it was built in 1912 - and furnished to Cadillac.] - -Deeds and Kettering had often talked of the great things they were going -to do. On one occasion when they sat on a red couch in the living room -of the Deeds residence, Deeds spoke of the two small Providence -manufacturers and their simple plan of ownership and operation. The -inspiration came to him: “Why can’t we do the same thing?” - -That “something” on a motor car still clamored for development. Vaguely, -Deeds saw it as an electric ignition system that would emancipate -motorists from one of the tribulations of the early automobile era. The -“Suburban Sixty” was equipped with an Atwater-Kent single spark battery -ignition. It was efficient but complicated and expensive. Deeds -envisaged improved ignition as another electrical possibility. - -Kettering, whose very life was keyed to electricity, had been thinking -along the same line. Deeds had tremendous confidence in Kettering, born -of appreciation of his great gifts which had already registered a solid -achievement at the NCR. He had perfected the motor for the cash register -and had worked miracles on various machines. In Kettering, Deeds found a -heaven-sent associate, animated by the same ideal of purpose as his own -and one who could share his dreams and aspirations. When Deeds told -Kettering of his ideas, he found a willing listener. On the suggestion -that they combine their efforts, the lean, angular inventor needed no -urging. He put out his hand, stained by chemicals, and answered: - -“That suits me. We’ll shake on it.” - -There and then the Deeds-Kettering partnership came into being, unsigned -but sealed by mutual faith and cemented by loyal friendship. The -informal alliance was fated for an accomplishment that not only opened -up new inventive horizons but contributed to the standardizing of -automobile production and operation. - -The first objective was a workshop. “Suburban Sixty” had been built in -the Deeds barn. Deeds now turned the barn over to the project. The barn -became a laboratory in which ideas flashed and sometimes clashed back -and forth in almost dazzling succession. - -Before the curtain rises on the Drama of the Barn let us envisage the -principal actors as they stood on the threshold of the great adventure. -No two men could have presented a greater physical contrast. Deeds was -ruddy, keen-eyed, broad of shoulder; Kettering was tall, spare, and -spectacled. Deeds was the engineer by instinct and training with a flair -for finance and organization. Behind him already lay considerable -experience as an industrial executive. Thus he became the wise -counsellor and negotiator. Kettering was the technical expert with a -genius for invention. To scientific imagination he brought a rare -insight into mechanism. Deeds had once said, in discussing the -development of the electric ignition, lighting, and starting system, -“Men must hunt in pairs.” For the enterprise now to be initiated, the -ideal “pair” existed. The two men represented an unbeatable combination. - - [Illustration: Some of the members of the “Barn Gang,” left to - right: W. A. Chryst, W. P. Anderson, C. F. Kettering, E. A. Deeds.] - -Kettering started work in the barn in the summer of 1908. The equipment -was already installed because Deeds had assembled it for the production -of “Suburban Sixty.” It consisted of a milling machine, a drill press, -an engine lathe, a tool grinder, a forge, one ten-horsepower motor, an -oscillograph, a long bench, and small tools. All the machinery was -concentrated in the hayloft while the “Suburban Sixty,” the first guinea -pig, rested on the lower floor. Because the equipment was in the old -hayloft, Kettering was dubbed the “hayloft inventor.” Connecting the two -floors was a narrow, winding stairway on which Kettering dashed up and -down a hundred times a day. - - [Illustration: Kettering in the early days when he was in the - Inventions Division at NCR.] - - [Illustration: Kettering after he started to work on the - self-starter.] - -In the early period of the project Kettering and Deeds could work only -on weekends, nights, and holidays because they were both employed at the -NCR. In 1909 Kettering realized that if the undertaking was to get -anywhere, it would be necessary for him to devote all his time to it. He -therefore resigned as Chief Inventor and set up shop in the barn, which -was practically his domicile for the next two years. - -During Kettering’s years at the NCR factory, his chief assistant had -been William A. Chryst, who had risen from office boy to a position of -high skill and responsibility. He became an enthusiastic ally of the -project. Soon he made a third to the duet that plugged away in the barn, -working as a volunteer. - -During the period of incubation of ignition, the first link in the -electrification system for the automobile, Deeds largely financed the -operation. Kettering’s wants were simple. Deeds and Chryst had their -posts at the NCR. Nevertheless it was hard financial sledding for -everybody concerned. There were many times when the outlook was bleak -and the barn treasury low. - -Chryst was the first recruit of the group of men who came to be known as -the “Barn Gang.” Next came William Anderson. As months passed they were -joined by Zerbe Bradford, William Mooney, John Reece, Ralph Todd, Harvey -I. Phillips, John Lipes, Albert Koffer, John Sheats, Robert Demaree, and -W. G. Johns. These men formed the nucleus of what later became the Delco -organization. - -Back in Denison, Professor Cole had often said to Deeds: “The storage -battery will come into its own.” He transmitted his faith to Deeds who -found an enthusiastic supporter in Kettering. An electric ignition -system stirred their imagination. It was to be part of that “something” -that Deeds longed to put on a car. - -The need of a new and effective ignition system was imperative. For -years motorists had struggled with the magneto apparatus which was a -prize producer of headaches and backaches. On a magneto it was not -possible to run slow in high gear in heavy city traffic without risk of -stalling which, when it did occur, meant hopping out of the car and -cranking up. To crank a car on a magneto when the dry batteries on the -auxiliary system had run down, demanded a considerable amount of -endurance. It prevented the women motorists from driving alone. - -The system that created many of these complications was equipped with a -magneto and an auxiliary vibrating coil dry battery. The basic trouble -was that it produced an insufficient amount of current. Hence the -frequent stalling. What Kettering did in that long ordeal in the barn -was to change from a vibrating system to a single spark which conserved -the battery and produced ample electric power for ignition. The -vibrators, which demanded endless tinkering every time a car was taken -out for use, vanished from the spark coils. Kettering’s dictum was: “No -spark outside the cylinder but a good one inside.” To prove the -efficiency of the electric ignition system, Deeds, accompanied by Mrs. -Deeds, drove to New York and back on one set of dry batteries, which -were still not exhausted when the car arrived back in Dayton. - -With the electric ignition complete, the big question was to whom it -should be submitted. It was not a difficult problem once the motor -manufacturing field was surveyed. At the head of the list of producers -was Henry M. Leland, whose name had become synonymous with Cadillac. -“Uncle Henry,” as Leland was affectionately known, was the Grand Old Man -of the automobile industry. It was a tradition in the business that “if -you can satisfy ‘Uncle Henry’ you can meet the highest and most exacting -requirements.” He was an engineer of international reputation and the -Cadillac was the apple of his eye. - -As was the case with every other automobile manufacturer, Leland was fed -up with the magneto ignition. When the barn product was brought to his -attention he was interested. Chief Engineer Sweet of the Cadillac -Company came to Dayton to investigate. Deeds and Kettering met him at -the railway station and took him for a ride in Kettering’s Cadillac -roadster which was equipped with the new electric ignition. They covered -miles of Dayton streets and more miles of rough country roads adjacent. -Then they landed Sweet safely at the station. When they tried to start -up the car after his departure, the system stalled. A wire had broken in -cooling off and fell apart. If the system had broken down while Sweet -was aboard the car, events might have turned out differently. - - [Illustration: A scene duplicated many times—W. A. Chryst and C. F. - Kettering “trying it out” on an actual run.] - -When an ignition set was sent to Detroit, Leland shared Sweet’s -favorable impression. Negotiations for a contract now began by -correspondence. The great day came when Mr. and Mrs. Deeds and Kettering -went to Detroit for the signing of the contract. Leland was immensely -taken with the two eager, earnest young men who walked into his office -that autumn day in 1909. The deal was threshed out in a discussion that -lasted for some hours. Then a contract was signed for 5,000 ignition -sets. - -Now developed something of a dilemma. Deeds and Kettering had no firm -name, in fact no formal business association at all. The contract -therefore was made out in Deeds’ name. Deeds and Kettering started off -from the Cadillac plant in a borrowed car. Soon after they got under way -it was discovered that the precious contract was in Kettering’s pocket. -Taking it out he said, “I don’t want the danged thing. You keep it.” -With this he handed it over to Deeds. Soon he left the car and Deeds -proceeded to the home of an old friend where Mrs. Deeds was anxiously -awaiting the outcome of the negotiations. In his full and fruitful life -Deeds was to know many precious hours. But no moment was sweeter than -when he handed the contract to his devoted companion of the years with -the words, “It’s signed.” - -The Cadillac contract presented another problem for Deeds and Kettering -because they had no plant. Their original idea in uniting for the barn -project was to develop what Kettering called an “idea hatchery.” -Production had never been considered. The problem was soon solved. While -working during vacations for the Star Telephone Company of Ashland, -Ohio, Kettering had had some dealings with the Kellogg Switch-Board and -Supply Company of Chicago. He got in touch with them and they agreed to -manufacture the sets. - -Deeds and Kettering now had a contract, a commercial product, and a firm -to make it. The next step was to organize a corporation with a striking -name. Deeds suggested The Dayton Laboratories and Engineering Company. -When Kettering asked Chryst what he thought of it, he got this reply: - -“Not so good. Why don’t you change the words around and call it The -Dayton Engineering Laboratories Company?” This time Kettering was -unimpressed. But Chryst’s suggestion prevailed and the company was -incorporated July 22, 1909. Remembering the experience of the two small -Providence manufacturers, Deeds projected the company on a fifty-fifty -basis with a capital stock of $150,000, two-thirds of which was common -stock. The shares were equally divided between the two men. Each was a -joint owner with the other in all contracts and patents. Deeds became -President and Kettering Vice President. With incorporation, a modest -office was opened in the United Brethren Building on Main Street with a -staff consisting of one man who was clerk, bookkeeper, secretary, and -general factotum. - -Chryst had succeeded Kettering in the NCR Inventions Division, but spent -every moment of his spare time at the barn. He was immensely proud of -his choice of the company name. As he worked about the barn he began to -refer to it as “Delco.” Soon Deeds, Kettering and the rest of the “Barn -Gang” took it up. In this way the name that became a household word came -into being. - -Then trouble broke. Soon after the first ignition sets had been -delivered to Cadillac, Kettering received a telegram from Leland saying -that the controlling relays, the heart of the ignition system, were -sticking. “Come at once” was Leland’s command. Kettering was certain -that the specifications given to the Kellogg Company were accurate. He -went to Detroit, tried out the system, and sure enough the controlling -relays stuck. Leland had announced that the new ignition system would be -placed on his 1910 car. He prided himself on the integrity of his word. -It was up to the “hayloft wizard” to make good. - -Kettering put the relays in his bag and took the midnight train back to -Dayton. The next twenty-four hours would be crucial for Delco. As sleep -evaded him he reached into his bag, got out one of the relays, and began -to feel the pole pieces and the armature. Then, in the darkness of his -upper berth, he discovered what was wrong. The Kellogg people had made -the pole pieces a trifle rounded instead of perfectly flat. Kettering -went straight to the barn from the railway station, machined the pole -pieces down, and returned to Detroit on the next train with one source -of trouble ended. Another anxiety developed when there was coil trouble. -Again Kettering dashed to Detroit and worked a miracle. - -The spark ignition, with the slogan, “Nothing on the dashboard but the -switch,” went on the 1910 Cadillac and operated to the satisfaction of -every user. A new cycle of the Motor Age dawned. Delco was launched. - -A trouble far more serious than mechanical anxieties now developed. In -his almost vicious assault on the barn problems, Kettering strained his -eyesight. It augmented a weakness that had started in his college days -when he burned the midnight oil. For a time it was feared that his -vision would be permanently impaired. Despite this handicap he stuck -resolutely to the job. - -When the ignition contract was signed with Cadillac there were 308,930 -automobiles and 6,030 trucks in the United States. These totals -represented a tremendous advance from the day when it was a debated -question as to whether the horseless carriage would be propelled by -steam, electricity, or gasoline. Gasoline had won out and the internal -combustion engine came into its own. - - [Illustration: Another view of the hayloft workshop, W. A. Chryst - with back to camera.] - -Although the automobile had “arrived” it still labored under a serious -handicap. It was necessary to crank a car by hand in order to start it. -Often it was a back-breaking and sometimes an arm-breaking operation. -The crank still made the motor car something of a butt for cartoonists -and jokesters. - -Once more, Leland stepped into the Delco picture. Like every other -automobile manufacturer, he had a grievance against the crank. One day -he picked up his friend, Carter, while driving to the Cadillac plant. On -the Belle Isle bridge the car stalled. Carter got out to crank it; the -engine kicked back and broke his arm. - -Leland sent for Kettering and told him of the Carter mishap. Then he -said: - -“The crank is vicious, turbulent and unruly. I am breaking arms all over -the country and it’s got to stop. In the past six months six of my -workmen have fractured their arms while cranking cars. What can be -done?” - -Kettering replied: - -“I believe that it would not be difficult to crank a car by -electricity.” - -Always alert for improvement and never hesitating to do pioneering, -Leland said: - -“If you can provide an electric starter, I will put it on my 1912 car.” - -There was nothing particularly new about the self-starter as such. There -were starters that operated by a coiled spring, and starters that used -gas or compressed air. None of them, however, had come into anything -like wide and satisfactory use. Electricity had turned the trick for -ignition; Kettering was certain it could repeat the performance for a -self-starter. - -Kettering returned to Dayton and on the same train with him went a new -Cadillac engine. Both were in the barn before day dawned. Deeds appeared -to lend a hand. They rousted out an implement maker, got him to send -over sprocket wheels and chains, and rigged a temporary set-up with -motor and storage batteries. Now came the great question, “Can we do it -electrically? Will it turn the engine over?” The “Barn Gang” worked all -day, Deeds calm and imperturbable; Kettering with his customary dynamic -energy. Late in the afternoon Kettering said, “I wonder if the danged -thing will work,” to which Deeds replied, “We’ll soon find out.” - -The connection was made and the engine turned over. “Then,” as Deeds -commented later on, “we knew that quantitatively it was practical.” It -was a memorable hour, for in the gathering dusk was born the second of -the barn products that put the cap-stone on motoring, and made it safe -as well as useful. With the perfection of the electric self-starter, a -woman, even a child, could get into a car knowing that by merely -pressing a button, the machine would start. It meant farewell to arm- -and back-breaking. Gone was the crank and gone, too, was the acetylene -tank of compressed gas for the headlights. The electric lighting of -automobiles came simultaneously with the self-starter. - -Convinced from his tests of sample sets that the electric self-starter -was practical, Leland announced that the new device would go on his 1912 -car. It was now late in 1910. Time again was of the essence for work in -the barn, and time was beginning to run out. As with ignition, trouble -came. When the new Cadillac car arrived at the barn it was discovered -that the engineers at Detroit had not left sufficient room for the -self-starter. This meant new drawings and new designs. With this -obstacle hurdled, disaster broke. While driving on a stretch of bad road -between Dayton and Xenia, Kettering’s car slid into a ditch. The impact -not only smashed the car but broke one of his ankles. The foot was put -into a cast and Kettering was ordered to remain in bed for two weeks. - -On the morning after the accident a telegram from Detroit brought the -news that the only Cadillac car equipped with one of the electric -self-starters had caught fire in Leland’s garage. The starter was badly -damaged. Within twenty-four hours Kettering was under that car, his -crutches on the ground alongside, and his cast-bound leg sticking out -from beneath the chassis. He brought the bruised and blackened starter -back to life and action. - -Now developed a new source of anxiety. Battery manufacturers, cautious -and skeptical, maintained that no electric storage battery could be -produced that would meet the requirements imposed. Delco needed -thousands of batteries. In their dilemma a new ally came to their aid. -He was O. Lee Harrison, salesman for the Electric Storage and Battery -Company of Philadelphia, one of the largest concerns of its kind in the -country. - -He worked out of the Cleveland branch and while at Steubenville, Ohio he -received this wire from the manager: - -“We have a letter from the Dayton Engineering Laboratories Company -signed by a man named Kettering who wants to buy 5,000 storage -batteries. Go down and see what he looks like.” - -Harrison went to the little Delco office in the United Brethren -Building. Wearing an old golf cap, Kettering was seated in a swivel -chair with his feet propped up on the top of a desk. To him Harrison -said: - -“I am looking for a man named Kettering who wants to buy 5,000 storage -batteries. I don’t expect to sell him but I want to see what he looks -like.” - -The man at the desk dropped his feet to the floor and said: - -“I am Kettering.” - -Kettering took Harrison to the barn and showed him the self-starter. In -its original form it had sprockets and wheels and looked like a -McCormick binder. When Harrison said it reminded him of the farm, -Kettering remarked that he, too, was a farm boy. From that moment the -two men clicked. Harrison went to Philadelphia and urged the sale of -5,000 batteries. When the President of the company asked about Delco -credit Harrison responded that they had no rating at all but that “they -had something.” - -The upshot was that Harrison had two batteries made to meet Delco needs. -One was a twelve-cell weighing sixty-five pounds. When he showed it to -Kettering he was told that it was too big. Harrison went back to -Philadelphia and asked for lighter ones. By this time his employers were -fed up with his enthusiasm for the self-starter and decided to wash -their hands of the whole business. Then Harrison played his trump card. -He told the head of his concern that if he did not fill the Delco order -he would go over to its strongest competitor. This threat carried the -day. With his own hands Harrison perfected a light battery that met -Delco needs. Before long Harrison was devoting part of his time to Delco -interests. Eventually he became a valued part of the organization. - -The battery problem was now solved but another difficulty arose. The new -and lighter batteries had to be installed and this required time. -Meanwhile time was slipping. Leland telegraphed that he was going to -Bermuda on a vacation. If the electric self-starter was to go on the -1912 Cadillac, he must test it himself before he sailed. Only three more -days remained before the deadline. - - [Illustration: To C. F. Kettering the automobile represented a - constant challenge and a lifetime field of endeavor.] - - [Illustration: To prove the sturdy qualities of the self-starter, - races were run in which the starter itself was the only motive power - allowed.] - -When the completed self-starter seemed ready to be shipped to Detroit -something went wrong. For two days and nights Kettering and the “Barn -Gang” labored to find the source of the trouble. If the starter did not -reach Detroit in forty-eight hours, all was lost. Still the trouble -persisted. Finally, late in the afternoon, Kettering sent an S.O.S. to -Chryst who was still at the NCR. When he arrived at the barn all he -could see of human life was legs protruding from under Kettering’s car -which was now the guinea pig. The gang was completely exhausted after -the long ordeal of heat, toil, and trouble. “You fellows rest awhile,” -said Chryst, “I will try to find out what is wrong.” Wearily Kettering -and Anderson hauled themselves out from under the car and before Chryst -could say another word fell fast asleep. - -Chryst took out the starter mechanism and found that two wires were -wrongly connected. In their utter exhaustion Kettering and Anderson had -not discovered it. Chryst fixed the wires in short order. The -self-starter, now complete, went to Leland by express that night. Once -on the 1912 Cadillac, every expectation was realized. - -The experimental shop in the barn—the setting of so many headaches—now -gave way to a factory. Quarters were rented on the second floor of the -Beaver Power Building at the corner of Fourth and St. Clair Streets. -Delco was now a full-fledged and going concern. The advent of the -self-starter however required money and machinery. Deeds and Kettering -had little of either. With implicit faith in the enterprise, they -mortgaged their homes and borrowed money on their life insurance to -raise the wherewithal for equipment. In the same year that the -self-starter went on the Cadillac, Delco engaged the entire new -four-story Beaver Power Building then nearing completion. When Deeds -signed the lease, Fred Beaver, owner of the building, said to him: - -“You boys will never fill this building making self-starters.” To this -Deeds replied: “Just watch us grow.” And grow they did. The second Delco -order to O. Lee Harrison was for 15,000 storage batteries, the largest -placed up to that time. An enterprise that began in a barn with scant -assets save the faith, energy, and inventive genius of the founders, had -created an industry whose name carried weight wherever automobiles were -made. - - [Illustration: Some of the first self-starters manufactured by the - newly formed Delco.] - -Ultimately Delco became part of the vast and far-flung General Motors -organization which progressively brought new industries and with them -expanded employment to Dayton. The small acorn, planted in the barn, had -sprouted to giant proportions. - -The business arrangement with Leland developed into a strong and lasting -friendship. Father and sons could have had no deeper regard for each -other than the dean of motordom and the two young men who had made Delco -possible. So satisfactory was the relationship between them that the -contract for the ignition system was their first and last. Subsequent -dealings involving many millions of dollars were arranged by telephone, -telegraph, or orally. - -This relationship had an interesting and, so far as the automobile -industry is concerned, an historic sequel. Although the episode did not -transpire in the barn it was a direct result of all that happened there. -As such it is well worth relating. - -As Delco grew in prestige and prosperity Deeds and Kettering purchased -between them a tract of beautiful rolling country just outside Dayton. -Each built a residence on his property. Deeds called his place Moraine -Farm because all the hills around Dayton are terminal moraines. One of -the first features he installed was a model dairy where the milking was -done by electricity. Part of the dairy became the setting of an -experiment that re-enforced motor car equipment. The Delco electric -ignition, lighting, and starting system had been born in a barn. The -Cadillac V-8 was perfected in a cow shed. - -The first Delco system had been put on a four-cylinder car. In 1914 some -of the large automobile manufacturers advertised that they would produce -a six-cylinder car. Leland at once announced that Cadillac would never -make a six-cylinder car and gave it wide publicity. - -Deeds learned that Leland’s plan to meet the six-cylinder car -competition was to put a two-speed rear axle on his four-cylinder car. -Deeds, as you will recall, had installed a two-speed rear axle on his -“Suburban Sixty” and found it wanting. He realized that with such an -arrangement Leland would trail in the parade of high-powered cars. Deeds -and Kettering viewed the situation with concern so they decided to do -something about it. If Leland’s competitors were to have a six-cylinder -car, why should he not have an eight-cylinder car? At that time an -8-cylinder car was undreamed of so far as American production was -concerned. The idea was revolutionary, but Deeds and Kettering had -always done the revolutionary. They now set about doing it again. - -The first V-8 car seen in this country was a French De Dion which was -exhibited at the New York Automobile Show. Deeds and Kettering purchased -it and had it shipped out to Moraine Farm. They found it clumsy and -unsuitable for study or adaptation. If Leland had ever seen it he would -never have fallen in with the suggestion for a Cadillac V-8. - -Deeds cast about for a suitable experimental engine. He knew that E. J. -Hall of the Hall-Scott Motor Company in California—the same Hall who was -destined to have such an important part in the designing of the Liberty -engine—had built an eight-cylinder aeroplane engine and installed it in -a chassis. Perhaps this might serve the purpose. Deeds wired Hall to -send it by express. “Do you mean express?” wired Hall in reply. “Yes,” -answered Deeds. - -The engine and chassis were shipped to Cincinnati where Kettering and -Chryst, who was now a part of the Delco organization, picked it up. They -drove it to Dayton, arriving in the early hours of the morning wet, -cold, and mud-splattered. The engine was put on a Stevens-Duryea car -owned by Kettering. It was christened “Old Steve” and became a guinea -pig to rank in motor car history with “Suburban Sixty.” - - [Illustration: Almost 40 years after the invention of the - self-starter, Kettering and Deeds sit across from each other at the - old desk which they formerly shared. The occasion was “Deeds Day” at - Denison University, where this desk is now preserved.] - -Detroit is a rumor factory. If the work had been carried on there, the -whole city would have known about it. It was therefore necessary to -carry out the experiments in Dayton and in secrecy. Deeds turned the -cows out of his barn and used it as a machine shop. All the machinery -was installed at night and most of the work was done while Dayton slept. -The secret was well kept. Deeds and Kettering improved the Hall engine -and then took “Old Steve” to Toledo, where Leland gave it a drastic -tryout. It stood up under every test, proving that the V-8 principle was -right. - -Leland now entered enthusiastically into preparations for his Cadillac -V-8. Secrecy was still necessary. He therefore rented a shop in -Worcester, Massachusetts, and brought over D. McCall White who had built -the British Napier Eight to design the car. White did his work well. In -1914 the Cadillac V-8 was launched with proper eclat, enhancing the -prestige of American-made automobiles. - - [Illustration: Thousands of self-starters roll down the production - line in modern factory.] - - [Illustration: C. F. Kettering and C. E. Wilson, then president of - General Motors, inspect the battery on the 1912 Cadillac during a - 1949 visit to the barn.] - -If Deeds and Kettering had not carried out their experiments in the cow -barn at Moraine Farm, the Cadillac V-8 might never have come into -existence. Certainly it would have been long delayed. It was a labor of -love on the part of Deeds and Kettering in gratitude for what Leland had -done for them when Delco was little more than an inspiration. They never -accepted a cent of compensation. - -The Delco achievement stands as a thing apart in the development of -American productive enterprise. It created a new industry, -revolutionized the use of the automobile, and launched Deeds and -Kettering on the road to wider and equally constructive fields. One -became an outstanding industrial leader and builder; the other rose to -be the greatest industrial scientist of his time. - - [Illustration: The 40th anniversary of the invention of the starter - found Kettering, Deeds and other members of the old “Barn Gang” - previewing the displays in Deeds Barn.] - - - - - The Liberty Engine - - - [Illustration: The Liberty engine, a milestone in the development of - American aviation, is among the historic exhibits in Deeds Barn.] - -The Liberty Engine, one of the outstanding achievements of World War I, -represents an engineering and manufacturing triumph that contributed -much to man’s mastery of the air. - -Conceived in less than six weeks during a time of crisis, it was the -finest aircraft power plant of its time, and for a decade thereafter -remained the nucleus around which aerial advances were made. - -The story of the Liberty engine begins in 1917, shortly after the United -States entered World War I. Air power, even then, had become a vital -factor in military operations, and the hard-pressed Allies desperately -needed a quantity-produced aircraft engine that would wrest control of -the skies from the Central Powers. They turned to the United States and -its industrial might for a solution to this critical problem. - -How productive this appeal was to be was borne out in the events that -followed. At the direction of Colonel Deeds, who was then serving as -Chief of Aircraft Procurement, two automotive engineers literally locked -themselves in a Washington hotel room and went to work. The date was May -29, 1917. - -Colonel Deeds’ instructions had been brief but to the point. He -cautioned the engineers, J. G. Vincent and E. J. Hall, that the engine -they designed had to be light in weight in proportion to power, and -adaptable to mass production. Then he added a final admonition: the -engine must embody no device that had not already been tested and proved -in existing engines. There was no time for experimentation. - -Within forty-eight hours Vincent and Hall had come up with the rough -design of the engine. Three days later they had incorporated in the -design all of its major features, and shortly thereafter the nation’s -auto manufacturers had started production of parts for five 8-cylinder -engines and five 12-cylinder engines. - -Deeds had been shooting for completion of the first trial engine by July -4. This goal, which seemed to many the strongest form of wishful -thinking, was more than met in what will remain as one of the classic -achievements in American production annals. Impossible as it had seemed, -a complete 8-cylinder engine was delivered to the nation’s Capital on -July 3, a day before the deadline and less than six weeks after the -design was drawn. The first 12-cylinder engine passed its tests the -following month. - -In the short span of a year from the date when its designers first met, -1,100 Liberty engines had been produced and put into service. By the -time the Armistice was signed, 24,475 engines had been turned out and -daily production of the V-12 had climbed to the staggering figure of 150 -every 24 hours. The magnitude of this engineering, manufacturing and -management feat is pointed up by the fact that a host of small jigs, -tools and fixtures were required to build every part of the complicated -engine. - -Newton D. Baker, Secretary of War, said of the project: “I regard the -invention and rapid development of this engine as one of the really big -accomplishments of the United States since its entry into the war.... -The story of the production of this engine is a remarkable one. Probably -the war has produced no greater achievement.” - -Although the Liberty engine became a potent factor in World War I, its -greatest achievements were to come in the years following, when for the -first time aviation’s horizon was lifted above the level of county-fair -stunt exhibitions and the foundation laid for commercial aviation. - -It was the Liberty engine that first enabled man to conquer the ocean in -an airplane. Four of the 440-horsepower engines powered the famous U. S. -Navy NC-4, which in 1919 became the first plane to fly the Atlantic. - - [Illustration: Aerial mastery of the Atlantic was first achieved in - 1919 in the Liberty-powered NC-4, shown in this U. S. Navy - photograph.] - - [Illustration: The Martin MB-2 was used by General Mitchell in the - 1921 tests which indicated the destructive ability of big bombing - planes. Liberty engines supplied the power.] - -Two years later, when General “Billy” Mitchell conducted his historic -and dramatic demonstration of the potency of air power, Liberty-powered -planes were called upon to do the job. The big bombers, as Mitchell had -predicted, sank a 22,000-ton German battleship in only twenty-five -minutes. - -In April, 1923, the Liberty was again in the headlines. Two Army pilots, -Lieutenants Oakley Kelly and John Macready, flying a Fokker airplane -powered with a Liberty engine, stayed aloft for thirty-six consecutive -hours, shattering all previous endurance marks. Later the same year they -completed the first non-stop transcontinental flight, again using the -Liberty-powered Fokker. - -The following year still another achievement was added to the Liberty’s -long series of successes. Two Douglas Cruisers, powered with Liberty -engines and prepared for the flight at Dayton’s old McCook Field, became -the first planes to circle the globe, covering 26,345 miles in 363 hours -of actual flying time. - - [Illustration: The famous De Haviland 4, British-designed - observation plane of World War I. The ship shown here is an American - version, built by the Dayton Wright Airplane Company in 1918 and - powered with a Liberty engine. At left is Orville Wright, consultant - for the company, shown with Howard Rinehart, a test pilot.] - - [Illustration: The first planes to complete a trip around the world - were two Douglas Cruisers, one of which is shown above. There again, - the Liberty engine helped establish a memorable record in aviation - history.] - -Besides holding at one time the world’s speed and altitude records, the -Liberty also was the engine that first made the concept of air-mail -service more than just a dream. Charles A. Lindbergh was among the -pioneer pilots of the early 1920’s who flew Liberty-powered De Haviland -mail planes along relatively uncharted air lanes through all types of -weather. - -Thus, the war-born Liberty became the cornerstone of American commercial -aviation and the forerunner of today’s vast and complex network of -aerial transit. Years ahead of its time, the Liberty engine stands today -as an outstanding example of American productive genius. Born in time of -war, it played an important role in time of peace. In aviation’s hall of -fame, the Liberty engine is assured a place of honor for decades to -come. - - [Illustration: Lieutenants Kelly and Macready, dwarfed by the giant - Fokker T-2 in which they established a new endurance record in 1923, - are shown here with the fuel required for the famous flight.] - - - - - The “Lotosland” - - - [Illustration: This is a model of the “Lotosland,” the yacht - formerly owned by Colonel Deeds. It was placed in the exhibit as an - example of maritime transportation.] - -The “Lotosland” was for a number of years the second home of Colonel and -Mrs. Deeds. It was a trim vessel of 206 feet, built to Colonel Deeds’ -specifications. While it was never used for long ocean voyages, it was -fully capable of making them. The “Lotosland” included many innovations, -one of the most important of which was the amphibian airplane which it -carried. She was the first ship, other than a naval vessel, to be so -equipped. When the United States entered World War II, the Navy -requisitioned the “Lotosland” and converted her into a combat ship for -anti-submarine patrol. She made a distinguished war record and accounted -for at least one submarine. After the war the “Lotosland” was disposed -of to private shipping interests and, at last reports, was plying -between Miami, Florida, and South America. - - [Illustration: This picture of the “Lotosland” was taken by Porter - B. Chase, who knew her in prewar days and recognized her in port at - Miami on January 10, 1950. She is loaded with five busses, destined - for delivery to South America.] - - - - - The “Cincinnati” - - - [Illustration: Replica in miniature of the “Cincinnati,” first - locomotive to pull a passenger train into Dayton on the old - Cincinnati, Hamilton & Dayton Railroad, which later became part of - the Baltimore & Ohio system.] - -The “Cincinnati,” prototype of the replica in miniature on display in -Deeds Barn, was typical of the locomotives that in the 1850’s were -beginning to establish a new transportation network across Ohio and the -Middle West. - -These locomotives and their successors were to doom the canal system -which played such an important role in development of the West. Although -the Miami and Erie Canal—which linked Dayton to Cincinnati and -Toledo—had its peak year in 1851 when the “Cincinnati” first steamed -into Dayton, canal operating expenses outran revenue only five years -later. In 1877, official operation of the canal ended. In the march of -progress, the railroad had won. - -The “Cincinnati” was built by the Harkness firm of Cincinnati, and was -one of the most advanced locomotives of its day. Its honest -functionalism, as evidenced by the businesslike cow-catcher and the -monstrous stack designed to trap dangerous wood sparks, makes this type -of locomotive, called an “American,” a favorite with railroad fans. - -How long the “Cincinnati” remained in service with the C.H.H.&H.D. -Railroad, and its ultimate fate are not known, but the colorful -locomotive and others of its kind made possible significant gains in -man’s never-ending quest for better transportation. - - - - - The Cash Register Display - - - [Illustration: Display of the 20,000 parts which make up a modern - National Accounting Machine, outgrowth of the early cash register.] - -Inasmuch as C. F. Kettering and E. A. Deeds began their careers with The -National Cash Register Company, it seemed fitting that some -representation of that company’s products should be included in the barn -display. The display includes early models of National cash registers -and an impressive exhibit of the 20,000 parts which go to make up a -modern National accounting machine. - -The cycle of events moves in unpredictable and often unexpected ways. -When E. A. Deeds left NCR to help develop the self-starter business, he -probably never expected to be a part of that organization again. Yet in -1931 he was named Chairman of the Board of that company and subsequently -played an important part in its very considerable development. - -When Deeds and Kettering first went with NCR, the line of machines which -made up the company’s products was limited indeed. It was they who took -the first steps toward an electrically operated cash register. The -possible entrance of the company into the accounting machine field had -not even been considered. Employment at the local plant was about 2,400 -people. - -Today The National Cash Register Company derives almost as much of its -business from the sale of accounting machines as from the sale of cash -registers. Through continuous research and advanced engineering, it has -created machines which meet the needs of business wherever money is -handled or records are kept. - -The Company now employs 13,000 people at the Dayton plant. With complete -accuracy, the cash register bell is often referred to as “The Bell Heard -’Round the World.” - - [Illustration: Patterson Boulevard, on which Carillon Park is - located, is one of Dayton’s busiest arteries of traffic. There are - two reasons why it is fitting to include this picture of teeming - traffic with the story of the self-starter. If the self-starter had - not been invented, the automobile would never have reached the place - that it has in the lives of the people of this country. Continued - dependence on the old hand crank as a means of starting would have - been an almost unsurmountable handicap. It is also interesting to - know that many of the cars which contribute to the stream of traffic - on Patterson Boulevard are those of employees of NCR and of General - Motors. Deeds and Kettering started their business careers with NCR - and were responsible for bringing the first unit of General Motors - to Dayton.] - - - CARILLON PARK - DAYTON, OHIO - - One of a series of Carillon Park booklets. - Price ten cents. - - AS 121 - E1XX - PRINTED IN U.S.A. - - - - - Transcriber’s Notes - - -—Silently corrected a few typos. - -—Retained publication information from the printed edition: this eBook - is public-domain in the country of publication. - -—In the text versions only, text in italics is delimited by - _underscores_. - - - -*** END OF THE PROJECT GUTENBERG EBOOK DEEDS BARN AND THE SELF STARTER *** - -Updated editions will replace the previous one--the old editions will -be renamed. - -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the -United States without permission and without paying copyright -royalties. 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margin-bottom:0em; display:block; } - -dl.biblio dt { margin-top:.6em; margin-left:2em; text-indent:-2em; text-align:justify; clear:both; } -dl.biblio dt div { display:block; float:left; margin-left:-6em; width:6em; clear:both; } -dl.biblio dt.center { margin-left:0em; text-align:center; text-indent:0; } -dl.biblio dd { margin-top:.3em; margin-left:3em; text-align:justify; font-size:90%; } -p.biblio { margin-left:2em; text-indent:-2em; } -.clear { clear:both; } -p.book { margin-left:2em; text-indent:-2em; } -p.review { margin-left:2em; text-indent:-2em; font-size:80%; } -p.pcap { margin-left:2em; text-indent:0; text-align:justify; margin-top:0; - font-weight:bold; font-family:sans-serif; font-size:90%; } -p.pcapc { margin-left:2em; text-indent:0em; text-align:justify; - font-weight:bold; font-family:sans-serif; font-size:90%; } -span.attr { font-size:80%; font-family:sans-serif; } -span.pn { display:inline-block; width:4.7em; text-align:left; margin-left:0; text-indent:0; } -</style> -</head> -<body> - -<div style='text-align:center; font-size:1.2em; font-weight:bold'>The Project Gutenberg eBook of Deeds Barn and the Self Starter, by Anonymous</div> - -<div style='display:block; margin:1em 0'> -This eBook is for the use of anyone anywhere in the United States and -most other parts of the world 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 <a href="https://www.gutenberg.org">www.gutenberg.org</a>. If you -are not located in the United States, you will have to check the laws of the -country where you are located before using this eBook. -</div> - -<div style='display:block; margin-top:1em; margin-bottom:1em; margin-left:2em; text-indent:-2em'>Title: Deeds Barn and the Self Starter</div> - -<div style='display:block; margin-top:1em; margin-bottom:1em; margin-left:2em; text-indent:-2em'>Author: Anonymous</div> - -<div style='display:block; margin:1em 0'>Release Date: March 15, 2021 [eBook #64831]</div> - -<div style='display:block; margin:1em 0'>Language: English</div> - -<div style='display:block; margin:1em 0'>Character set encoding: UTF-8</div> - -<div style='display:block; margin-left:2em; text-indent:-2em'>Produced by: Stephen Hutcheson and the Online Distributed Proofreading Team at https://www.pgdp.net</div> - -<div style='margin-top:2em; margin-bottom:4em'>*** START OF THE PROJECT GUTENBERG EBOOK DEEDS BARN AND THE SELF STARTER ***</div> -<div id="cover" class="img"> -<img id="coverpage" src="images/cover.jpg" alt="Deeds Barn and the Self-Starter" width="1000" height="1543" /> -</div> -<div class="box"> -<h1>DEEDS BARN -<br /><span class="smaller ssn">and the</span> -<br />SELF-STARTER</h1> -</div> -<div class="pb" id="Page_i">i</div> -<div class="img" id="fig1"> -<img src="images/p01.jpg" alt="" width="1200" height="672" /> -<p class="pcap">The 1912 Cadillac, equipped with self-starter, -is the central exhibit in Deeds Barn.</p> -</div> -<p>Deeds Barn is symbolic of one of the most important developments -in the automotive field. It was here that the modern ignition system -for automobiles and the self-starter were born and the foundation -laid for one of Dayton’s most important industries. The barn itself and -one of the 1912 Cadillac cars, first to be commercially equipped with a -self-starter, represent this important invention. Also included in the barn -are several other exhibits which should be of interest to any visitor and -most certainly to every Daytonian.</p> -<div class="img" id="fig2"> -<img src="images/p01a.jpg" alt="" width="1000" height="706" /> -<p class="pcap">The original Deeds Barn was erected at 319 Central Avenue, Dayton. -An exact replica stands in Carillon Park.</p> -</div> -<div class="pb" id="Page_1">1</div> -<h2 id="c1"><span class="small"><span class="ss">The Story of the Self-Starter</span></span></h2> -<div class="img" id="fig3"> -<img src="images/p01b.jpg" alt="" width="503" height="703" /> -<p class="pcap">C. F. KETTERING</p> -</div> -<div class="img" id="fig4"> -<img src="images/p01b2.jpg" alt="" width="500" height="703" /> -<p class="pcap">E. A. DEEDS</p> -</div> -<p class="pcapc">These photos were taken about the time the Delco firm was incorporated.</p> -<p>In industrial production, as in so many other activities, large oaks -from little acorns grow. The cash register and the electric self-starter -are instances in point. The first factory of The National Cash Register -Company under the presidency of John H. Patterson, was a room in -the Callahan Power Building, forty feet wide and eighty feet long, with -thirteen people on the payroll. From it emerged a business on which -the sun never sets.</p> -<p>More humble in environment was the invention of the self-starter -which had its birth in a barn. Almost before a decade passed, it had -made the use of the automobile universal. Such were the beginnings of -two enterprises which, to a degree greater than any others, enhanced -the industrial prestige and prosperity of Dayton. Each contributed a -chapter to the romance of American Industry.</p> -<p>Dayton people, and for that matter, a considerable portion of the -outside world, are familiar with the story of John H. Patterson’s industrial -genius that made his name synonymous with cash register production -and distribution. They are not so well acquainted with the origin of -the self-starter and particularly the historic barn in which it was created. -A replica of that barn stands today in Carillon Park.</p> -<p>The Drama of the Barn, as it may well be called, evolved about two -men—Edward A. Deeds and Charles F. Kettering. Both were born and -reared on the farm, that rugged nursery in which so many of our national -leaders were nurtured; both worked their way through college; -<span class="pb" id="Page_2">2</span> -both began their careers near the bottom of the ladder at The National -Cash Register Company. Their business alma mater served them well.</p> -<div class="img" id="fig5"> -<img src="images/p02.jpg" alt="" width="1200" height="727" /> -<p class="pcap">The hayloft of the Deeds barn was equipped as a workshop.</p> -</div> -<p>Fate must have decreed that Deeds and Kettering should meet. In -1904 Deeds was Superintendent at the NCR. Electrically minded since -his boyhood on the farm, he had an unwavering confidence in the -application of electricity to industry. At that time the cash register was -operated by turning a crank. Deeds conceived the idea of putting a -motor on the machines to supersede the crank. He designed and built -the first motor to be employed for this use. This is an important link -in the Deeds-Kettering story, because it brought the two men together.</p> -<p>Deeds was absorbed in many responsibilities at the NCR and could -not devote the necessary time to the perfection of the motor. He wanted -a bright young electrical engineer to whom the electrification project -could be entrusted. He asked Alfred D. Cole, his old professor of physics -at Denison University, to suggest a likely candidate. Cole, who had -joined the faculty of Ohio State University, suggested Kettering, his -star student, who was about to graduate. Deeds wrote to Kettering, -offering him a position at $50 a week and the offer was accepted, not, -however, without some qualms on Kettering’s part.</p> -<p>When Kettering took over his job in the Inventions Division at the -NCR it was to mean more than a brilliant contribution to the development -of the National cash register. It marked the beginning of a kinship -with Deeds that was to make inventive history. The reason for this -<span class="pb" id="Page_3">3</span> -kinship did not rest solely on the fact that they were both electrically -minded. Also important was the fact that they embodied certain opposites -of talent and temperament which so often make for success.</p> -<p>In 1904, when Deeds and Kettering met, the gasoline-propelled -vehicle, despite jests, jokes and jeers, was becoming a practical reality. -Great inventors like Thomas A. Edison and Charles P. Steinmetz, however, -insisted that it was doomed to failure, contending that electricity -was the one and only effective motive force for the horseless carriage. -Deeds believed otherwise. He saw the internal combustion engine as the -driving power of the future. He had been so impressed with the gasoline -automobile that for a time he had an ambition to go into its production. -Unable to do this, he decided to “put something”, as he expressed it, on -motor cars. This ambition pointed the way to what became the electric -ignition, lighting, and starting system.</p> -<p>In order to put that “something” on a car it was necessary to have a -car. Here is where the famous barn first entered the picture. Deeds lived -at 319 Central Avenue in Dayton. Back of the house was a barn which -housed a horse and phaeton. Deeds could easily have purchased an automobile -had he wished. A purchased car, however, would not serve the -purpose that clamored for action. That “something” could only be -placed on an automobile that he literally knew from the ground up. -With the aid of Fred Schmitt, an expert machinist, he built and -assembled a car which was named “Suburban Sixty.” All the work on it -was done in the barn. Deeds put a two-speed axle on the barn product -but found that it did not function satisfactorily. He therefore substituted -an auxiliary transmission which did work.</p> -<div class="img" id="fig6"> -<img src="images/p02a.jpg" alt="" width="1000" height="807" /> -<p class="pcap">The “Suburban Sixty,” built by E. A. Deeds, with the summer and -winter bodies which made it an all-weather model.</p> -</div> -<div class="img"> -<img src="images/p02b.jpg" alt="The “Suburban Sixty,” with the winter body." width="954" height="991" /> -</div> -<p>Deeds now had a car and the germ of an idea. Once more, absorption -in responsibilities at the NCR prevented him from devoting sufficient -time to the development of the idea. As he pondered over what to do, he -recalled an experience that he had while building the Shredded Wheat -<span class="pb" id="Page_4">4</span> -plant at Niagara Falls. In order to obtain some equipment for a miniature -electric railway which was to be installed in the factory restaurant, -he was obliged to deal with two men who operated a small manufacturing -firm in Providence. These men sat in an unpretentious office with a -desk between them and operated on a fifty-fifty basis. One ran the -factory; the other looked after business details.</p> -<div class="img" id="fig7"> -<img src="images/p03.jpg" alt="" width="625" height="800" /> -<p class="pcap">This crude drawing was the basis of the -original patent issued to C. F. Kettering.</p> -</div> -<div class="img" id="fig8"> -<img src="images/p03a.jpg" alt="" width="1059" height="809" /> -<p class="pcap">A model of the self-starter as it was built -in 1912 and furnished to Cadillac.</p> -</div> -<p>Deeds and Kettering had often talked of the great things they were -going to do. On one occasion when they sat on a red couch in the living -room of the Deeds residence, Deeds spoke of the two small Providence -manufacturers and their simple plan of ownership and operation. The -inspiration came to him: “Why can’t we do the same thing?”</p> -<p>That “something” on a motor car still clamored for development. -Vaguely, Deeds saw it as an electric ignition system that would emancipate -motorists from one of the tribulations of the early automobile era. -The “Suburban Sixty” was equipped with an Atwater-Kent single spark -battery ignition. It was efficient but complicated and expensive. Deeds -envisaged improved ignition as another electrical possibility.</p> -<p>Kettering, whose very life was keyed to electricity, had been thinking -along the same line. Deeds had tremendous confidence in Kettering, born -of appreciation of his great gifts which had already registered a solid -achievement at the NCR. He had perfected the motor for the cash -register and had worked miracles on various machines. In Kettering, -Deeds found a heaven-sent associate, animated by the same ideal of -purpose as his own and one who could share his dreams and aspirations. -When Deeds told Kettering of his ideas, he found a willing listener. On -the suggestion that they combine their efforts, the lean, angular inventor -<span class="pb" id="Page_5">5</span> -needed no urging. He put out his hand, stained by chemicals, and answered:</p> -<p>“That suits me. We’ll shake on it.”</p> -<p>There and then the Deeds-Kettering partnership came into being, -unsigned but sealed by mutual faith and cemented by loyal friendship. -The informal alliance was fated for an accomplishment that not only -opened up new inventive horizons but contributed to the standardizing -of automobile production and operation.</p> -<p>The first objective was a workshop. “Suburban Sixty” had been built -in the Deeds barn. Deeds now turned the barn over to the project. The -barn became a laboratory in which ideas flashed and sometimes clashed -back and forth in almost dazzling succession.</p> -<p>Before the curtain rises on the Drama of the Barn let us envisage the -principal actors as they stood on the threshold of the great adventure. -No two men could have presented a greater physical contrast. Deeds -was ruddy, keen-eyed, broad of shoulder; Kettering was tall, spare, and -spectacled. Deeds was the engineer by instinct and training with a flair -for finance and organization. Behind him already lay considerable experience -as an industrial executive. Thus he became the wise counsellor -and negotiator. Kettering was the technical expert with a genius for -invention. To scientific imagination he brought a rare insight into -mechanism. Deeds had once said, in discussing the development of the -electric ignition, lighting, and starting system, “Men must hunt in pairs.” -For the enterprise now to be initiated, the ideal “pair” existed. The two -men represented an unbeatable combination.</p> -<div class="img" id="fig9"> -<img src="images/p03b.jpg" alt="" width="1200" height="679" /> -<p class="pcap">Some of the members of the “Barn Gang,” left to right: W. A. Chryst, -W. P. Anderson, C. F. Kettering, E. A. Deeds.</p> -</div> -<p>Kettering started work in the barn in the summer of 1908. The equipment -was already installed because Deeds had assembled it for the -production of “Suburban Sixty.” It consisted of a milling machine, a -drill press, an engine lathe, a tool grinder, a forge, one ten-horsepower -motor, an oscillograph, a long bench, and small tools. All the machinery -<span class="pb" id="Page_6">6</span> -was concentrated in the hayloft while the “Suburban Sixty,” the first -guinea pig, rested on the lower floor. Because the equipment was in the -old hayloft, Kettering was dubbed the “hayloft inventor.” Connecting -the two floors was a narrow, winding stairway on which Kettering -dashed up and down a hundred times a day.</p> -<div class="img" id="fig10"> -<img src="images/p04.jpg" alt="" width="1092" height="828" /> -<p class="pcap">Kettering in the early days when he was in the Inventions Division at NCR.</p> -</div> -<div class="img" id="fig11"> -<img src="images/p04a.jpg" alt="" width="1084" height="828" /> -<p class="pcap">Kettering after he started to work on the self-starter.</p> -</div> -<p>In the early period of the project Kettering and Deeds could work -only on weekends, nights, and holidays because they were both employed -at the NCR. In 1909 Kettering realized that if the undertaking was to -get anywhere, it would be necessary for him to devote all his time to it. -He therefore resigned as Chief Inventor and set up shop in the barn, -which was practically his domicile for the next two years.</p> -<p>During Kettering’s years at the NCR factory, his chief assistant had -been William A. Chryst, who had risen from office boy to a position of -high skill and responsibility. He became an enthusiastic ally of the -project. Soon he made a third to the duet that plugged away in the barn, -working as a volunteer.</p> -<p>During the period of incubation of ignition, the first link in the electrification -system for the automobile, Deeds largely financed the operation. -Kettering’s wants were simple. Deeds and Chryst had their posts -at the NCR. Nevertheless it was hard financial sledding for everybody -concerned. There were many times when the outlook was bleak and the -barn treasury low.</p> -<p>Chryst was the first recruit of the group of men who came to be -known as the “Barn Gang.” Next came William Anderson. As months -passed they were joined by Zerbe Bradford, William Mooney, John -Reece, Ralph Todd, Harvey I. Phillips, John Lipes, Albert Koffer, John -Sheats, Robert Demaree, and W. G. Johns. These men formed the -nucleus of what later became the Delco organization.</p> -<p>Back in Denison, Professor Cole had often said to Deeds: “The -storage battery will come into its own.” He transmitted his faith to -<span class="pb" id="Page_7">7</span> -Deeds who found an enthusiastic supporter in Kettering. An electric -ignition system stirred their imagination. It was to be part of that -“something” that Deeds longed to put on a car.</p> -<p>The need of a new and effective ignition system was imperative. For -years motorists had struggled with the magneto apparatus which was -a prize producer of headaches and backaches. On a magneto it was -not possible to run slow in high gear in heavy city traffic without risk -of stalling which, when it did occur, meant hopping out of the car and -cranking up. To crank a car on a magneto when the dry batteries on -the auxiliary system had run down, demanded a considerable amount -of endurance. It prevented the women motorists from driving alone.</p> -<p>The system that created many of these complications was equipped -with a magneto and an auxiliary vibrating coil dry battery. The basic -trouble was that it produced an insufficient amount of current. Hence -the frequent stalling. What Kettering did in that long ordeal in the -barn was to change from a vibrating system to a single spark which -conserved the battery and produced ample electric power for ignition. -The vibrators, which demanded endless tinkering every time a car was -taken out for use, vanished from the spark coils. Kettering’s dictum -was: “No spark outside the cylinder but a good one inside.” To prove -the efficiency of the electric ignition system, Deeds, accompanied by -Mrs. Deeds, drove to New York and back on one set of dry batteries, -which were still not exhausted when the car arrived back in Dayton.</p> -<p>With the electric ignition complete, the big question was to whom -it should be submitted. It was not a difficult problem once the motor -manufacturing field was surveyed. At the head of the list of producers -was Henry M. Leland, whose name had become synonymous with -Cadillac. “Uncle Henry,” as Leland was affectionately known, was -the Grand Old Man of the automobile industry. It was a tradition in -the business that “if you can satisfy ‘Uncle Henry’ you can meet the -highest and most exacting requirements.” He was an engineer of international -reputation and the Cadillac was the apple of his eye.</p> -<p>As was the case with every other automobile manufacturer, Leland -was fed up with the magneto ignition. When the barn product was -brought to his attention he was interested. Chief Engineer Sweet of -the Cadillac Company came to Dayton to investigate. Deeds and -Kettering met him at the railway station and took him for a ride -in Kettering’s Cadillac roadster which was equipped with the new -electric ignition. They covered miles of Dayton streets and more miles -of rough country roads adjacent. Then they landed Sweet safely at -the station. When they tried to start up the car after his departure, -the system stalled. A wire had broken in cooling off and fell apart. If -<span class="pb" id="Page_8">8</span> -the system had broken down while Sweet was aboard the car, events -might have turned out differently.</p> -<div class="img" id="fig12"> -<img src="images/p05.jpg" alt="" width="1200" height="632" /> -<p class="pcap">A scene duplicated many times—W. A. Chryst and C. F. Kettering -“trying it out” on an actual run.</p> -</div> -<p>When an ignition set was sent to Detroit, Leland shared Sweet’s favorable -impression. Negotiations for a contract now began by correspondence. -The great day came when Mr. and Mrs. Deeds and -Kettering went to Detroit for the signing of the contract. Leland was -immensely taken with the two eager, earnest young men who walked -into his office that autumn day in 1909. The deal was threshed out in -a discussion that lasted for some hours. Then a contract was signed -for 5,000 ignition sets.</p> -<p>Now developed something of a dilemma. Deeds and Kettering had -no firm name, in fact no formal business association at all. The contract -therefore was made out in Deeds’ name. Deeds and Kettering -started off from the Cadillac plant in a borrowed car. Soon after they -got under way it was discovered that the precious contract was in -Kettering’s pocket. Taking it out he said, “I don’t want the danged -thing. You keep it.” With this he handed it over to Deeds. Soon he -left the car and Deeds proceeded to the home of an old friend where -Mrs. Deeds was anxiously awaiting the outcome of the negotiations. -In his full and fruitful life Deeds was to know many precious hours. -But no moment was sweeter than when he handed the contract to his -devoted companion of the years with the words, “It’s signed.”</p> -<p>The Cadillac contract presented another problem for Deeds and -Kettering because they had no plant. Their original idea in uniting -<span class="pb" id="Page_9">9</span> -for the barn project was to develop what Kettering called an “idea -hatchery.” Production had never been considered. The problem was -soon solved. While working during vacations for the Star Telephone -Company of Ashland, Ohio, Kettering had had some dealings with the -Kellogg Switch-Board and Supply Company of Chicago. He got in -touch with them and they agreed to manufacture the sets.</p> -<p>Deeds and Kettering now had a contract, a commercial product, and -a firm to make it. The next step was to organize a corporation with a -striking name. Deeds suggested The Dayton Laboratories and Engineering -Company. When Kettering asked Chryst what he thought -of it, he got this reply:</p> -<p>“Not so good. Why don’t you change the words around and call it -The Dayton Engineering Laboratories Company?” This time Kettering -was unimpressed. But Chryst’s suggestion prevailed and the company -was incorporated July 22, 1909. Remembering the experience of the -two small Providence manufacturers, Deeds projected the company on a -fifty-fifty basis with a capital stock of $150,000, two-thirds of which -was common stock. The shares were equally divided between the two -men. Each was a joint owner with the other in all contracts and patents. -Deeds became President and Kettering Vice President. With incorporation, -a modest office was opened in the United Brethren Building on -Main Street with a staff consisting of one man who was clerk, bookkeeper, -secretary, and general factotum.</p> -<p>Chryst had succeeded Kettering in the NCR Inventions Division, but -spent every moment of his spare time at the barn. He was immensely -proud of his choice of the company name. As he worked about -the barn he began to refer to it as “Delco.” Soon Deeds, Kettering -and the rest of the “Barn Gang” took it up. In this way the name that -became a household word came into being.</p> -<p>Then trouble broke. Soon after the first ignition sets had been delivered -to Cadillac, Kettering received a telegram from Leland saying -that the controlling relays, the heart of the ignition system, were sticking. -“Come at once” was Leland’s command. Kettering was certain -that the specifications given to the Kellogg Company were accurate. -He went to Detroit, tried out the system, and sure enough the controlling -relays stuck. Leland had announced that the new ignition -system would be placed on his 1910 car. He prided himself on the -integrity of his word. It was up to the “hayloft wizard” to make good.</p> -<p>Kettering put the relays in his bag and took the midnight train back -to Dayton. The next twenty-four hours would be crucial for Delco. -As sleep evaded him he reached into his bag, got out one of the relays, -and began to feel the pole pieces and the armature. Then, in the darkness -<span class="pb" id="Page_10">10</span> -of his upper berth, he discovered what was wrong. The Kellogg -people had made the pole pieces a trifle rounded instead of perfectly -flat. Kettering went straight to the barn from the railway station, -machined the pole pieces down, and returned to Detroit on the next -train with one source of trouble ended. Another anxiety developed -when there was coil trouble. Again Kettering dashed to Detroit and -worked a miracle.</p> -<p>The spark ignition, with the slogan, “Nothing on the dashboard but -the switch,” went on the 1910 Cadillac and operated to the satisfaction -of every user. A new cycle of the Motor Age dawned. Delco was -launched.</p> -<p>A trouble far more serious than mechanical anxieties now developed. -In his almost vicious assault on the barn problems, Kettering strained -his eyesight. It augmented a weakness that had started in his college -days when he burned the midnight oil. For a time it was feared that -his vision would be permanently impaired. Despite this handicap he -stuck resolutely to the job.</p> -<p>When the ignition contract was signed with Cadillac there were -308,930 automobiles and 6,030 trucks in the United States. These totals -represented a tremendous advance from the day when it was a debated -question as to whether the horseless carriage would be propelled by -steam, electricity, or gasoline. Gasoline had won out and the internal -combustion engine came into its own.</p> -<div class="img" id="fig13"> -<img src="images/p06.jpg" alt="" width="1200" height="705" /> -<p class="pcap">Another view of the hayloft workshop, W. A. Chryst with back to camera.</p> -</div> -<p>Although the automobile had “arrived” it still labored under a serious -handicap. It was necessary to crank a car by hand in order to start -it. Often it was a back-breaking and sometimes an arm-breaking operation. -<span class="pb" id="Page_11">11</span> -The crank still made the motor car something of a butt for cartoonists -and jokesters.</p> -<p>Once more, Leland stepped into the Delco picture. Like every other -automobile manufacturer, he had a grievance against the crank. One -day he picked up his friend, Carter, while driving to the Cadillac plant. -On the Belle Isle bridge the car stalled. Carter got out to crank it; the -engine kicked back and broke his arm.</p> -<p>Leland sent for Kettering and told him of the Carter mishap. Then -he said:</p> -<p>“The crank is vicious, turbulent and unruly. I am breaking arms -all over the country and it’s got to stop. In the past six months six of -my workmen have fractured their arms while cranking cars. What -can be done?”</p> -<p>Kettering replied:</p> -<p>“I believe that it would not be difficult to crank a car by electricity.”</p> -<p>Always alert for improvement and never hesitating to do pioneering, -Leland said:</p> -<p>“If you can provide an electric starter, I will put it on my 1912 car.”</p> -<p>There was nothing particularly new about the self-starter as such. -There were starters that operated by a coiled spring, and starters that -used gas or compressed air. None of them, however, had come into -anything like wide and satisfactory use. Electricity had turned the trick -for ignition; Kettering was certain it could repeat the performance for -a self-starter.</p> -<p>Kettering returned to Dayton and on the same train with him went -a new Cadillac engine. Both were in the barn before day dawned. -Deeds appeared to lend a hand. They rousted out an implement maker, -got him to send over sprocket wheels and chains, and rigged a temporary -set-up with motor and storage batteries. Now came the great -question, “Can we do it electrically? Will it turn the engine over?” -The “Barn Gang” worked all day, Deeds calm and imperturbable; Kettering -with his customary dynamic energy. Late in the afternoon Kettering -said, “I wonder if the danged thing will work,” to which Deeds -replied, “We’ll soon find out.”</p> -<p>The connection was made and the engine turned over. “Then,” as -Deeds commented later on, “we knew that quantitatively it was practical.” -It was a memorable hour, for in the gathering dusk was born -the second of the barn products that put the cap-stone on motoring, -and made it safe as well as useful. With the perfection of the electric -self-starter, a woman, even a child, could get into a car knowing that -by merely pressing a button, the machine would start. It meant farewell -to arm- and back-breaking. Gone was the crank and gone, too, was the -<span class="pb" id="Page_12">12</span> -acetylene tank of compressed gas for the headlights. The electric lighting -of automobiles came simultaneously with the self-starter.</p> -<p>Convinced from his tests of sample sets that the electric self-starter -was practical, Leland announced that the new device would go on his -1912 car. It was now late in 1910. Time again was of the essence for -work in the barn, and time was beginning to run out. As with ignition, -trouble came. When the new Cadillac car arrived at the barn it was discovered -that the engineers at Detroit had not left sufficient room for the -self-starter. This meant new drawings and new designs. With this obstacle -hurdled, disaster broke. While driving on a stretch of bad road between -Dayton and Xenia, Kettering’s car slid into a ditch. The impact not -only smashed the car but broke one of his ankles. The foot was put into -a cast and Kettering was ordered to remain in bed for two weeks.</p> -<p>On the morning after the accident a telegram from Detroit brought -the news that the only Cadillac car equipped with one of the electric -self-starters had caught fire in Leland’s garage. The starter was badly -damaged. Within twenty-four hours Kettering was under that car, his -crutches on the ground alongside, and his cast-bound leg sticking out -from beneath the chassis. He brought the bruised and blackened starter -back to life and action.</p> -<p>Now developed a new source of anxiety. Battery manufacturers, -cautious and skeptical, maintained that no electric storage battery could -be produced that would meet the requirements imposed. Delco needed -thousands of batteries. In their dilemma a new ally came to their aid. -He was O. Lee Harrison, salesman for the Electric Storage and Battery -Company of Philadelphia, one of the largest concerns of its kind in the -country.</p> -<p>He worked out of the Cleveland branch and while at Steubenville, -Ohio he received this wire from the manager:</p> -<p>“We have a letter from the Dayton Engineering Laboratories Company -signed by a man named Kettering who wants to buy 5,000 storage -batteries. Go down and see what he looks like.”</p> -<p>Harrison went to the little Delco office in the United Brethren Building. -Wearing an old golf cap, Kettering was seated in a swivel chair with -his feet propped up on the top of a desk. To him Harrison said:</p> -<p>“I am looking for a man named Kettering who wants to buy 5,000 -storage batteries. I don’t expect to sell him but I want to see what he -looks like.”</p> -<p>The man at the desk dropped his feet to the floor and said:</p> -<p>“I am Kettering.”</p> -<p>Kettering took Harrison to the barn and showed him the self-starter. -In its original form it had sprockets and wheels and looked like a -<span class="pb" id="Page_13">13</span> -McCormick binder. When Harrison said it reminded him of the farm, -Kettering remarked that he, too, was a farm boy. From that moment -the two men clicked. Harrison went to Philadelphia and urged the sale -of 5,000 batteries. When the President of the company asked about -Delco credit Harrison responded that they had no rating at all but -that “they had something.”</p> -<p>The upshot was that Harrison had two batteries made to meet Delco -needs. One was a twelve-cell weighing sixty-five pounds. When he -showed it to Kettering he was told that it was too big. Harrison went -back to Philadelphia and asked for lighter ones. By this time his employers -were fed up with his enthusiasm for the self-starter and decided -to wash their hands of the whole business. Then Harrison played his -trump card. He told the head of his concern that if he did not fill the -Delco order he would go over to its strongest competitor. This threat -carried the day. With his own hands Harrison perfected a light battery -that met Delco needs. Before long Harrison was devoting part of his -time to Delco interests. Eventually he became a valued part of the -organization.</p> -<p>The battery problem was now solved but another difficulty arose. The -new and lighter batteries had to be installed and this required time. -Meanwhile time was slipping. Leland telegraphed that he was going to -Bermuda on a vacation. If the electric self-starter was to go on the 1912 -Cadillac, he must test it himself before he sailed. Only three more days -remained before the deadline.</p> -<div class="img" id="fig14"> -<img src="images/p07.jpg" alt="" width="1000" height="953" /> -<p class="pcap">To C. F. Kettering the automobile -represented a constant -challenge and a lifetime field -of endeavor.</p> -</div> -<div class="pb" id="Page_14">14</div> -<div class="img" id="fig15"> -<img src="images/p08.jpg" alt="" width="1200" height="587" /> -<p class="pcap">To prove the sturdy qualities of the self-starter, races were run -in which the starter itself was the only motive power allowed.</p> -</div> -<p>When the completed self-starter seemed ready to be shipped to -Detroit something went wrong. For two days and nights Kettering and -the “Barn Gang” labored to find the source of the trouble. If the starter -did not reach Detroit in forty-eight hours, all was lost. Still the trouble -persisted. Finally, late in the afternoon, Kettering sent an S.O.S. to -Chryst who was still at the NCR. When he arrived at the barn all he -could see of human life was legs protruding from under Kettering’s car -which was now the guinea pig. The gang was completely exhausted -after the long ordeal of heat, toil, and trouble. “You fellows rest -awhile,” said Chryst, “I will try to find out what is wrong.” Wearily -Kettering and Anderson hauled themselves out from under the car and -before Chryst could say another word fell fast asleep.</p> -<p>Chryst took out the starter mechanism and found that two wires -were wrongly connected. In their utter exhaustion Kettering and -Anderson had not discovered it. Chryst fixed the wires in short order. -The self-starter, now complete, went to Leland by express that night. -Once on the 1912 Cadillac, every expectation was realized.</p> -<p>The experimental shop in the barn—the setting of so many headaches—now -gave way to a factory. Quarters were rented on the second floor -of the Beaver Power Building at the corner of Fourth and St. Clair -Streets. Delco was now a full-fledged and going concern. The advent -of the self-starter however required money and machinery. Deeds and -Kettering had little of either. With implicit faith in the enterprise, they -mortgaged their homes and borrowed money on their life insurance to -raise the wherewithal for equipment. In the same year that the self-starter -went on the Cadillac, Delco engaged the entire new four-story -Beaver Power Building then nearing completion. When Deeds signed -<span class="pb" id="Page_15">15</span> -the lease, Fred Beaver, owner of the building, said to him:</p> -<p>“You boys will never fill this building making self-starters.” To this -Deeds replied: “Just watch us grow.” And grow they did. The second -Delco order to O. Lee Harrison was for 15,000 storage batteries, the -largest placed up to that time. An enterprise that began in a barn with -scant assets save the faith, energy, and inventive genius of the founders, -had created an industry whose name carried weight wherever automobiles -were made.</p> -<div class="img" id="fig16"> -<img src="images/p08a.jpg" alt="" width="1200" height="629" /> -<p class="pcap">Some of the first self-starters manufactured by the newly formed Delco.</p> -</div> -<p>Ultimately Delco became part of the vast and far-flung General -Motors organization which progressively brought new industries and -with them expanded employment to Dayton. The small acorn, planted -in the barn, had sprouted to giant proportions.</p> -<p>The business arrangement with Leland developed into a strong and -lasting friendship. Father and sons could have had no deeper regard -for each other than the dean of motordom and the two young men who -had made Delco possible. So satisfactory was the relationship between -them that the contract for the ignition system was their first and last. -Subsequent dealings involving many millions of dollars were arranged -by telephone, telegraph, or orally.</p> -<p>This relationship had an interesting and, so far as the automobile -industry is concerned, an historic sequel. Although the episode did not -transpire in the barn it was a direct result of all that happened there. -As such it is well worth relating.</p> -<p>As Delco grew in prestige and prosperity Deeds and Kettering purchased -between them a tract of beautiful rolling country just outside -<span class="pb" id="Page_16">16</span> -Dayton. Each built a residence on his property. Deeds called his place -Moraine Farm because all the hills around Dayton are terminal -moraines. One of the first features he installed was a model dairy where -the milking was done by electricity. Part of the dairy became the -setting of an experiment that re-enforced motor car equipment. The -Delco electric ignition, lighting, and starting system had been born in a -barn. The Cadillac V-8 was perfected in a cow shed.</p> -<p>The first Delco system had been put on a four-cylinder car. In 1914 -some of the large automobile manufacturers advertised that they would -produce a six-cylinder car. Leland at once announced that Cadillac -would never make a six-cylinder car and gave it wide publicity.</p> -<p>Deeds learned that Leland’s plan to meet the six-cylinder car competition -was to put a two-speed rear axle on his four-cylinder car. -Deeds, as you will recall, had installed a two-speed rear axle on his -“Suburban Sixty” and found it wanting. He realized that with such an -arrangement Leland would trail in the parade of high-powered cars. -Deeds and Kettering viewed the situation with concern so they decided -to do something about it. If Leland’s competitors were to have a six-cylinder -car, why should he not have an eight-cylinder car? At that time -an 8-cylinder car was undreamed of so far as American production -was concerned. The idea was revolutionary, but Deeds and Kettering -had always done the revolutionary. They now set about doing it again.</p> -<p>The first V-8 car seen in this country was a French De Dion which -was exhibited at the New York Automobile Show. Deeds and Kettering -purchased it and had it shipped out to Moraine Farm. They found it -clumsy and unsuitable for study or adaptation. If Leland had ever seen -it he would never have fallen in with the suggestion for a Cadillac V-8.</p> -<p>Deeds cast about for a suitable experimental engine. He knew that -E. J. Hall of the Hall-Scott Motor Company in California—the same -Hall who was destined to have such an important part in the designing -of the Liberty engine—had built an eight-cylinder aeroplane engine -and installed it in a chassis. Perhaps this might serve the purpose. Deeds -wired Hall to send it by express. “Do you mean express?” wired Hall -in reply. “Yes,” answered Deeds.</p> -<p>The engine and chassis were shipped to Cincinnati where Kettering -and Chryst, who was now a part of the Delco organization, picked it -up. They drove it to Dayton, arriving in the early hours of the morning -wet, cold, and mud-splattered. The engine was put on a Stevens-Duryea -car owned by Kettering. It was christened “Old Steve” and became -a guinea pig to rank in motor car history with “Suburban Sixty.”</p> -<div class="pb" id="Page_17">17</div> -<div class="img" id="fig17"> -<img src="images/p09.jpg" alt="" width="1000" height="634" /> -<p class="pcap">Almost 40 years after the invention -of the self-starter, -Kettering and Deeds sit across -from each other at the old desk -which they formerly shared. The -occasion was “Deeds Day” at -Denison University, where this -desk is now preserved.</p> -</div> -<p>Detroit is a rumor factory. If the work had been carried on there, the -whole city would have known about it. It was therefore necessary to -carry out the experiments in Dayton and in secrecy. Deeds turned the -cows out of his barn and used it as a machine shop. All the machinery -was installed at night and most of the work was done while Dayton -slept. The secret was well kept. Deeds and Kettering improved the Hall -engine and then took “Old Steve” to Toledo, where Leland gave it a -drastic tryout. It stood up under every test, proving that the V-8 principle -was right.</p> -<p>Leland now entered enthusiastically into preparations for his Cadillac -V-8. Secrecy was still necessary. He therefore rented a shop in -Worcester, Massachusetts, and brought over D. McCall White who had -built the British Napier Eight to design the car. White did his work -well. In 1914 the Cadillac V-8 was launched with proper eclat, enhancing -the prestige of American-made automobiles.</p> -<div class="img" id="fig18"> -<img src="images/p09a.jpg" alt="" width="1200" height="656" /> -<p class="pcap">Thousands of self-starters roll down the production line in modern factory.</p> -</div> -<div class="pb" id="Page_18">18</div> -<div class="img" id="fig19"> -<img src="images/p10.jpg" alt="" width="1200" height="738" /> -<p class="pcap">C. F. Kettering and C. E. Wilson, then president of General Motors, inspect -the battery on the 1912 Cadillac during a 1949 visit to the barn.</p> -</div> -<p>If Deeds and Kettering had not carried out their experiments in -the cow barn at Moraine Farm, the Cadillac V-8 might never have -come into existence. Certainly it would have been long delayed. It was -a labor of love on the part of Deeds and Kettering in gratitude for what -Leland had done for them when Delco was little more than an inspiration. -They never accepted a cent of compensation.</p> -<p>The Delco achievement stands as a thing apart in the development -of American productive enterprise. It created a new industry, revolutionized -the use of the automobile, and launched Deeds and Kettering -on the road to wider and equally constructive fields. One became an -outstanding industrial leader and builder; the other rose to be the -greatest industrial scientist of his time.</p> -<div class="img" id="fig20"> -<img src="images/p10a.jpg" alt="" width="1200" height="696" /> -<p class="pcap">The 40th anniversary of the invention of the starter found Kettering, -Deeds and other members of the old “Barn Gang” previewing the -displays in Deeds Barn.</p> -</div> -<div class="pb" id="Page_19">19</div> -<h2 id="c2"><span class="small"><span class="ss">The Liberty Engine</span></span></h2> -<div class="img" id="fig21"> -<img src="images/p10b.jpg" alt="" width="1200" height="637" /> -<p class="pcap">The Liberty engine, a milestone in the development of American aviation, is among -the historic exhibits in Deeds Barn.</p> -</div> -<p>The Liberty Engine, one of the outstanding achievements of World -War I, represents an engineering and manufacturing triumph that -contributed much to man’s mastery of the air.</p> -<p>Conceived in less than six weeks during a time of crisis, it was the -finest aircraft power plant of its time, and for a decade thereafter -remained the nucleus around which aerial advances were made.</p> -<p>The story of the Liberty engine begins in 1917, shortly after the United -States entered World War I. Air power, even then, had become a vital -factor in military operations, and the hard-pressed Allies desperately -needed a quantity-produced aircraft engine that would wrest control -of the skies from the Central Powers. They turned to the United States -and its industrial might for a solution to this critical problem.</p> -<p>How productive this appeal was to be was borne out in the events -that followed. At the direction of Colonel Deeds, who was then serving -as Chief of Aircraft Procurement, two automotive engineers literally -locked themselves in a Washington hotel room and went to work. The -date was May 29, 1917.</p> -<p>Colonel Deeds’ instructions had been brief but to the point. He cautioned -the engineers, J. G. Vincent and E. J. Hall, that the engine they -designed had to be light in weight in proportion to power, and adaptable -to mass production. Then he added a final admonition: the engine -must embody no device that had not already been tested and proved in -existing engines. There was no time for experimentation.</p> -<p>Within forty-eight hours Vincent and Hall had come up with the -rough design of the engine. Three days later they had incorporated in -the design all of its major features, and shortly thereafter the nation’s -<span class="pb" id="Page_20">20</span> -auto manufacturers had started production of parts for five 8-cylinder -engines and five 12-cylinder engines.</p> -<p>Deeds had been shooting for completion of the first trial engine by -July 4. This goal, which seemed to many the strongest form of wishful -thinking, was more than met in what will remain as one of the classic -achievements in American production annals. Impossible as it had -seemed, a complete 8-cylinder engine was delivered to the nation’s -Capital on July 3, a day before the deadline and less than six weeks -after the design was drawn. The first 12-cylinder engine passed its tests -the following month.</p> -<p>In the short span of a year from the date when its designers first met, -1,100 Liberty engines had been produced and put into service. By the -time the Armistice was signed, 24,475 engines had been turned out and -daily production of the V-12 had climbed to the staggering figure of -150 every 24 hours. The magnitude of this engineering, manufacturing -and management feat is pointed up by the fact that a host of small jigs, -tools and fixtures were required to build every part of the complicated -engine.</p> -<p>Newton D. Baker, Secretary of War, said of the project: “I regard -the invention and rapid development of this engine as one of the really -big accomplishments of the United States since its entry into the war.... -The story of the production of this engine is a remarkable one. -Probably the war has produced no greater achievement.”</p> -<p>Although the Liberty engine became a potent factor in World War I, -its greatest achievements were to come in the years following, when for -the first time aviation’s horizon was lifted above the level of county-fair -stunt exhibitions and the foundation laid for commercial aviation.</p> -<p>It was the Liberty engine that first enabled man to conquer the ocean -in an airplane. Four of the 440-horsepower engines powered the famous -U. S. Navy NC-4, which in 1919 became the first plane to fly the -Atlantic.</p> -<div class="img" id="fig22"> -<img src="images/p11.jpg" alt="" width="1200" height="499" /> -<p class="pcap">Aerial mastery of the Atlantic was first achieved in 1919 in the Liberty-powered -NC-4, shown in this U. S. Navy photograph.</p> -</div> -<div class="pb" id="Page_21">21</div> -<div class="img" id="fig23"> -<img src="images/p11a.jpg" alt="" width="1200" height="418" /> -<p class="pcap">The Martin MB-2 was used by General Mitchell in the 1921 tests which indicated -the destructive ability of big bombing planes. Liberty engines supplied the power.</p> -</div> -<p>Two years later, when General “Billy” Mitchell conducted his historic -and dramatic demonstration of the potency of air power, Liberty-powered -planes were called upon to do the job. The big bombers, as -Mitchell had predicted, sank a 22,000-ton German battleship in only -twenty-five minutes.</p> -<p>In April, 1923, the Liberty was again in the headlines. Two Army -pilots, Lieutenants Oakley Kelly and John Macready, flying a Fokker -airplane powered with a Liberty engine, stayed aloft for thirty-six consecutive -hours, shattering all previous endurance marks. Later the same -year they completed the first non-stop transcontinental flight, again -using the Liberty-powered Fokker.</p> -<p>The following year still another achievement was added to the Liberty’s -long series of successes. Two Douglas Cruisers, powered with -Liberty engines and prepared for the flight at Dayton’s old McCook -Field, became the first planes to circle the globe, covering 26,345 miles -in 363 hours of actual flying time.</p> -<div class="img" id="fig24"> -<img src="images/p11c.jpg" alt="" width="1200" height="654" /> -<p class="pcap">The famous De Haviland 4, British-designed observation plane of World War I. -The ship shown here is an American version, built by the Dayton Wright Airplane -Company in 1918 and powered with a Liberty engine. At left is Orville Wright, -consultant for the company, shown with Howard Rinehart, a test pilot.</p> -</div> -<div class="pb" id="Page_22">22</div> -<div class="img" id="fig25"> -<img src="images/p12.jpg" alt="" width="1200" height="609" /> -<p class="pcap">The first planes to complete a trip around the world were two Douglas Cruisers, -one of which is shown above. There again, the Liberty engine helped establish -a memorable record in aviation history.</p> -</div> -<p>Besides holding at one time the world’s speed and altitude records, -the Liberty also was the engine that first made the concept of air-mail -service more than just a dream. Charles A. Lindbergh was among the -pioneer pilots of the early 1920’s who flew Liberty-powered De Haviland -mail planes along relatively uncharted air lanes through all types of -weather.</p> -<p>Thus, the war-born Liberty became the cornerstone of American -commercial aviation and the forerunner of today’s vast and complex -network of aerial transit. Years ahead of its time, the Liberty engine -stands today as an outstanding example of American productive genius. -Born in time of war, it played an important role in time of peace. In -aviation’s hall of fame, the Liberty engine is assured a place of honor -for decades to come.</p> -<div class="img" id="fig26"> -<img src="images/p12a.jpg" alt="" width="1200" height="597" /> -<p class="pcap">Lieutenants Kelly and Macready, dwarfed by the giant Fokker T-2 in which they -established a new endurance record in 1923, are shown here with the fuel -required for the famous flight.</p> -</div> -<div class="pb" id="Page_23">23</div> -<h2 id="c3"><span class="small">The “Lotosland”</span></h2> -<div class="img" id="fig27"> -<img src="images/p12c.jpg" alt="" width="1200" height="704" /> -<p class="pcap">This is a model of the “Lotosland,” the yacht formerly owned by Colonel Deeds. -It was placed in the exhibit as an example of maritime transportation.</p> -</div> -<p>The “Lotosland” was for a number of years the second home of -Colonel and Mrs. Deeds. It was a trim vessel of 206 feet, built to Colonel -Deeds’ specifications. While it was never used for long ocean voyages, -it was fully capable of making them. The “Lotosland” included many -innovations, one of the most important of which was the amphibian -airplane which it carried. She was the first ship, other than a naval -vessel, to be so equipped. When the United States entered World War II, -the Navy requisitioned the “Lotosland” and converted her into a combat -ship for anti-submarine patrol. She made a distinguished war record -and accounted for at least one submarine. After the war the “Lotosland” -was disposed of to private shipping interests and, at last reports, was -plying between Miami, Florida, and South America.</p> -<div class="img" id="fig28"> -<img src="images/p12f.jpg" alt="" width="1000" height="618" /> -<p class="pcap">This picture of the “Lotosland” -was taken by Porter -B. Chase, who knew her in -prewar days and recognized -her in port at Miami -on January 10, 1950. She -is loaded with five busses, -destined for delivery to -South America.</p> -</div> -<div class="pb" id="Page_24">24</div> -<h2 id="c4"><span class="small"><span class="ss">The “Cincinnati”</span></span></h2> -<div class="img" id="fig29"> -<img src="images/p13.jpg" alt="" width="1195" height="783" /> -<p class="pcap">Replica in miniature of the “Cincinnati,” first locomotive to pull a passenger train -into Dayton on the old Cincinnati, Hamilton & Dayton Railroad, which later became -part of the Baltimore & Ohio system.</p> -</div> -<p>The “Cincinnati,” prototype of the replica in miniature on display in -Deeds Barn, was typical of the locomotives that in the 1850’s were -beginning to establish a new transportation network across Ohio and -the Middle West.</p> -<p>These locomotives and their successors were to doom the canal system -which played such an important role in development of the West. -Although the Miami and Erie Canal—which linked Dayton to Cincinnati -and Toledo—had its peak year in 1851 when the “Cincinnati” -first steamed into Dayton, canal operating expenses outran revenue -only five years later. In 1877, official operation of the canal ended. -In the march of progress, the railroad had won.</p> -<p>The “Cincinnati” was built by the Harkness firm of Cincinnati, and -was one of the most advanced locomotives of its day. Its honest -functionalism, as evidenced by the businesslike cow-catcher and the -monstrous stack designed to trap dangerous wood sparks, makes this -type of locomotive, called an “American,” a favorite with railroad fans.</p> -<p>How long the “Cincinnati” remained in service with the C.H.H.&H.D. -Railroad, and its ultimate fate are not known, but the colorful locomotive -and others of its kind made possible significant gains in man’s -never-ending quest for better transportation.</p> -<div class="pb" id="Page_25">25</div> -<h2 id="c5"><span class="small"><span class="ss">The Cash Register Display</span></span></h2> -<div class="img" id="fig30"> -<img src="images/p13c.jpg" alt="" width="1200" height="555" /> -<p class="pcap">Display of the 20,000 parts which make up a modern National Accounting -Machine, outgrowth of the early cash register.</p> -</div> -<p>Inasmuch as C. F. Kettering and E. A. Deeds began their careers -with The National Cash Register Company, it seemed fitting that some -representation of that company’s products should be included in the -barn display. The display includes early models of National cash registers -and an impressive exhibit of the 20,000 parts which go to make up -a modern National accounting machine.</p> -<p>The cycle of events moves in unpredictable and often unexpected ways. -When E. A. Deeds left NCR to help develop the self-starter business, he -probably never expected to be a part of that organization again. Yet -in 1931 he was named Chairman of the Board of that company and -subsequently played an important part in its very considerable development.</p> -<p>When Deeds and Kettering first went with NCR, the line of machines -which made up the company’s products was limited indeed. It -was they who took the first steps toward an electrically operated cash -register. The possible entrance of the company into the accounting machine -field had not even been considered. Employment at the local plant -was about 2,400 people.</p> -<p>Today The National Cash Register Company derives almost as much -of its business from the sale of accounting machines as from the sale of -cash registers. Through continuous research and advanced engineering, -it has created machines which meet the needs of business wherever -money is handled or records are kept.</p> -<p>The Company now employs 13,000 people at the Dayton plant. With -complete accuracy, the cash register bell is often referred to as “The -Bell Heard ’Round the World.”</p> -<div class="pb" id="Page_26">26</div> -<div class="img" id="fig31"> -<img src="images/p20.jpg" alt="" width="1200" height="1026" /> -<p class="pcap">Patterson Boulevard, on which Carillon Park is located, is one of -Dayton’s busiest arteries of traffic. There are two reasons why it is -fitting to include this picture of teeming traffic with the story of the -self-starter. If the self-starter had not been invented, the automobile -would never have reached the place that it has in the lives of the people -of this country. Continued dependence on the old hand crank as a -means of starting would have been an almost unsurmountable handicap. -It is also interesting to know that many of the cars which contribute to -the stream of traffic on Patterson Boulevard are those of employees of -NCR and of General Motors. Deeds and Kettering started their business -careers with NCR and were responsible for bringing the first unit -of General Motors to Dayton.</p> -</div> -<p class="tbcenter"><span class="ss">CARILLON PARK -<br /><span class="small">DAYTON, OHIO</span></span></p> -<p class="center smaller">One of a series of Carillon Park booklets. -<br />Price ten cents.</p> -<p class="center smallest">AS 121 -<br />E1XX -<br />PRINTED IN U.S.A.</p> -<h2>Transcriber’s Notes</h2> -<ul> -<li>Silently corrected a few typos.</li> -<li>Retained publication information from the printed edition: this eBook is public-domain in the country of publication.</li> -<li>In the text versions only, text in italics is delimited by _underscores_.</li> -</ul> -<div style='display:block; margin-top:4em'>*** END OF THE PROJECT GUTENBERG EBOOK DEEDS BARN AND THE SELF STARTER ***</div> -<div style='text-align:left'> - -<div style='display:block; margin:1em 0'> -Updated editions will replace the previous one—the old editions will -be renamed. -</div> - -<div style='display:block; margin:1em 0'> -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the United -States without permission and without paying copyright -royalties. 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