LITMIR.BIZ

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easier to get information in small villages than in cities. In a city about all one can learn is how to get out by the shortest cut. Once out, the first farmer will give information about the roads beyond.

      In wet weather the last question will be, "Is the road clayey or bottomless anywhere?" In dry weather, "Is there any deep, soft sand, and are there any sand hills?"

      The judgment of a man who is looking at the machine while he is giving information is biased by the impressions as to what the machine can do; make allowances for this and get, if possible, an accurate description of the condition of any road which is pronounced impassable, for you alone know what the machine can do, and many a road others think you cannot cover is made with ease.

      To the farmer the automobile is a traction engine, and he advises the route accordingly; he will even speculate whether a given bridge will support the extraordinary load.

      Once we were directed to go miles out of our way over a series of hills to avoid a stretch of road freshly covered with broken stone, because our solicitous friends were sure the stones would cut the rubber tires.

      On the other hand, in Michigan, a well meaning old lady sent us straight against the very worst of sand hills, not a weed, stone, or hard spot on it, so like quicksand that the wheels sank as they revolved; it was the only hill from which we retreated, to find that farmers avoided that particular road on account of that notorious hill, to find also a good, well-travelled road one mile farther around. These instances are mentioned here to show how hazardous it is to accept blindly directions given.

      "Is this the road to—?" is the chauffeur's ever recurring shout to people as he whizzes by. Four times out of five he gets a blank stare or an idiotic smile. Now and then he receives a quick "Yes" or "No."

      If time permits to stop and discuss the matter at length, do so with a man; if passing quickly, ask a woman.

      A woman will reply before a man comprehends what is asked; the feminine mind is so much more alert than the masculine; then, too, a woman would rather know what a man is saying than watch a machine, while a man would rather see the machine than listen;—in many ways the automobile differentiates the sexes.

      Of a group of school children, the girls will answer more quickly and accurately than the boys. What they know, they seem to know positively. A boy's wits go wool gathering; he is watching the wheels go round.

      At Carlyle, on the way to South Bend, the tire was leaking slightly, the nail had worked out. The road is a fine wide macadam, somewhat rolling as South Bend is approached.

      By the road taken South Bend is about one hundred miles from Chicago—the distance actually covered was some six or eight miles farther, on account of wanderings from the straight and narrow path. The hour was exactly two fifty-three, nearly eight hours out, an average of about twelve and one-half miles an hour, including all stops, and stops count in automobiling; they pull the average down by jumps.

      The extra tire was to be at Elkhart, farther on, and the problem was to make the old one hold until that point would be reached. Just as we were about to insert a plug to take the place of the nail, a bicycle repairer suggested rubber bands. A dozen small bands were passed through the little fork made by the broken eye of a large darning-needle, stretched tight over a wooden handle into which the needle had been inserted; some tire cement was injected into the puncture, and the needle carrying the stretched bands deftly thrust clear through; on withdrawing the needle the bands remained, plugging the hole so effectually that it showed no leak until some weeks later, when near Boston, the air began to work slowly through the fabric.

      Heavy and clumsy as are the large single-tube tires, it is quite practicable to carry an extra one, though we did not. One is pretty sure to have punctures—though two in twenty-six hundred miles are not many.

      Nearly an hour was spent at South Bend; the river road, following the trolley line, was taken to Elkhart.

      Near Osceola a bridge was down for repairs; the stream was quite wide and swift but not very deep. From the broken bridge the bottom seemed to be sand and gravel, and the approaches on each side were not too steep. There was nothing to do but go through or lose many miles in going round. Putting on all power we went through with no difficulty whatsoever, the water at the deepest being about eighteen to twenty inches, somewhat over the hubs. If the bottom of the little stream had been soft and sticky, or filled with boulders, fording would have been out of the question. Before attempting a stream, one must make sure of the bottom; the depth is of less importance.

      We did not run into Elkhart, but passed about two miles south in sight of the town, arriving at Goshen at four fifteen. The roads all through here seem to be excellent. From Goshen our route was through Benton and Ligonier, arriving at Kendallville at exactly eight o'clock.

      The Professor with painstaking accuracy kept a log of the run, noting every stop and the time lost.

      In this first day's run of thirteen hours, the distance covered by route taken was one hundred and seventy miles; deducting all stops, the actual running time was nine hours and twenty minutes, an average of eighteen miles per hour while the machine was in motion.

      For an ordinary road machine this is a high average over so long a stretch, but the weather was perfect and the machine working like a clock. The roads were very good on the whole, and, while the country was rolling, the grades were not so steep as to compel the use of the slow gear to any great extent.

      The machine was geared rather high for any but favorable conditions, and could make thirty-five miles an hour on level macadam, and race down grade at an even higher rate. Before reaching Buffalo we found the gearing too high for some grades and for deep sand.

      On the whole, the roads of Northern Indiana are good, better than the roads of any adjoining State, and we were told the roads of the entire State are very good. The system of improvement under State laws seems to be quite advanced. It is a little galling to the people of Illinois, Michigan, and Ohio to find the humble Hoosier is far ahead in the matter of road building. If all the roads between Chicago and New York averaged as good as those of Indiana, the trip would present fewer difficulties and many more delights.

      The Professor notes that up to this point nine and three-quarters gallons of gasoline have been consumed—seventeen miles to the gallon. When a motor is working perfectly, the consumption of gasoline is always a pretty fair indication of the character of the roads. Our machine was supposed to make twenty miles to the gallon, and so it would on level roads, with the spark well advanced and the intake valve operating to a nicety; but under adverse conditions more gasoline is used, and with the hill-climbing gear four times the gasoline is used per mile.

      The long run of this first day was most encouraging; but the test is not the first day, nor the second, nor even the first week, nor the second, but the steady pull of week in and week out.

      With every mile there is a theoretical decrease in the life and total efficiency of the machine; after a run of five hundred or a thousand miles this decrease is very perceptible. The trouble is that while the distance covered increases in arithmetical progression, the deterioration of the machine is in geometrical. During the first few days a good machine requires comparatively little attention each day; during the last weeks of a long tour it requires double the attention and ten times the work.

      No one who has not tried it can appreciate the great strain and the wear and tear incidental to long rides on American roads. Going at twenty or twenty-five miles an hour in a machine with thirty-two-inch wheels and short wheel-base gives about the same exercise one gets on a horse; one is lifted from the seat and thrown from side to side, until you learn to ride the machine as you would a trotter and take the bumps, accordingly. It is trying to the nerves and the temper, it exercises every muscle in the body, and at night one is ready for a good rest.

      Lovers of the horse frequently say that automobiling is to coaching as steam yachting is to sailing—all of which argues the densest ignorance concerning automobiling, since there is no sport which affords anything like the same measure of exhilaration and danger, and requires anything like the same amount of nerve, dash, and daring. Since the days of Roman chariot racing the records

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