Chapter II: Part 2

Gatun Lake, impounded by Gatun Dam, has an area of 164 square miles when its surface is at the normal elevation of eighty-five feet above sea level, and is the largest artificially-formed lake in the world. The area of the water-shed tributary to the lake is 1,320 square miles. During the rainy season, from April to the latter part of December, the run-off from this basin exceeds considerably the consumption of water, and the surplus is discharged through the spillway of Gatun Dam. Toward the end of the rainy season the surface of the lake is raised to about eighty-seven feet above sea level, in order to afford a surplus or reserve supply to keep the channel full to operating depth during the dry season, in part of which the consumption and evaporation are in excess of the supply. It is calculated that when this level has been attained at the beginning of the dry season the reserve is sufficient to assure a surface elevation of at least seventy-nine feet at the end of the dry season in spite of the consumption at the hydroelectric station, and allowing forty-one passages of vessels through the locks each day with the use of the full length of the chambers, or fifty-eight lockages a day when the shorter sections of the chambers are used and cross filling is employed, which would usually be the case. This is a greater number of lockages than can be made in one day.

These great machines, which are able to dig out and load several tons of material at each operation, made the rapid progress in digging the canal possible.]

Gigantic Obstacles.

The greatest difficulty encountered in the excavation of the canal was due to slides and breaks which caused large masses of material to slide or move into the excavated area, closing off the drainage, upsetting steam shovels and tearing up the tracks. The greatest slide was at Cucaracha, and gave trouble when the French first began cutting in 1884. Though at first confined to a length of 800 feet, the slide extended to include the entire basin south of Gold Hill, or a length of about 3,000 feet. Some idea of the magnitude of these slides can be obtained from the fact that during the fiscal year 1910 of 14,921,750 cubic yards that were removed, 2,649,000 yards, or eighteen per cent, were from slides or breaks that had previously existed or that had developed during the year.

Each lock is provided with four gates. This shows the method of construction, the gate being only partially finished.]

The view is looking north from the forebay showing the upper guard gates and emergency dam.]

The one greatest undertaking of the whole excavation was the Gaillard Cut. Work had been in progress on this since 1880, and during the French control over 20,000,000 cubic yards were removed. On May 4, 1904, when the United States took charge, it was estimated that there was left to excavate 150,000,000 cubic yards. Some idea of the size of this big cut may be formed from the fact that this division has within its jurisdiction over 200 miles of five-foot-gage track laid, about fifty-five miles of which is within the side slopes of the Gaillard Cut alone.

Gatun Dam.

The great dam at Gatun is a veritable hill--7,500 feet over all, 2,100 feet wide at the base, 398 feet through at the water surface, and 100 feet wide at the top, which is 115 feet above sea level. The dimensions of the dam are such as to assure that ample provision is made against every force which may affect its safety, and while it is made of dirt, a thing before unheard of, it is of such vast proportions that it is as strong and firm as the everlasting hills themselves.

Fluctuations in the lake due to floods are controlled by an immense spillway dam built of concrete. The front of the dam is the arc of a circle 740 feet long with fourteen openings which, when the gates are raised to the full height, permit a discharge of 140,000 cubic feet per second. The water thus discharged passes through a diversion channel in the old bed of the Chagres River, generating, by an enormous electric plant, the power necessary for operating the locks.

The locks of the canal are in pairs, so that if any lock is out of service navigation will not be interrupted, also, when all the locks are in use the passage of shipping is expedited by using one set of locks for the ascent and the other for descent. These locks are 110 feet wide and have usable lengths of 1,000 feet. The system of filling adopted consists of a culvert in each side wall feeding laterals from which are openings upward into the lock chamber. The entire lock can be filled or emptied in fifteen minutes and forty-two seconds when one culvert is used and seven minutes and fifty-one seconds, using both culverts. It requires about ten hours for a large ship to make the entire trip through the canal.

Meeting all Emergencies.

Many extraordinary feats of engineering were accomplished to overcome the difficulties presented. Special contrivances, wonderful in their operation, were invented to meet exigencies and emergencies.

The first and greatest problem attempted by the United States was to make the Canal Zone healthful. This strip of land from ocean to ocean abounded in disease-breeding swamps and filthy habitations unfit for human beings. The death-rate was appalling and the labor conditions terrible. During the first two and a half years, therefore, all energies were devoted to ridding the Isthmus of disease by sanitation, to recruiting and organizing a working force and providing for it suitable houses, hotels, messes, kitchens and an adequate food supply. This work included clearing lands, draining and filling pools and swamps for the extermination of the mosquito, the establishment of hospitals for the care of the sick and injured and the building of suitable quarantine quarters. Municipal improvements were undertaken in Panama and Colon and the various settlements in the Canal Zone, such as the construction of reservoirs, pavements and a system of modern roads. Over 2,000 buildings were constructed besides the remodeling of 1,500 buildings turned over by the French company.

_Photograph, Underwood & Underwood, N. Y._

The great gear wheel, known as a “bull wheel,” is connected with one leaf of the gate on the right by means of a strut so that revolving the bull wheel by means of an electric motor through a train of gears results in opening or closing the gate.]

Scene showing the repaving of one of Panama’s old muddy streets with vitrified brick. Sewers and water pipes were laid throughout the city, resulting in a great reduction of disease.]

It was only after all this preliminary sanitation was accomplished that the real work of digging the canal could go forward with any hope of success. These hygienic conditions had the result of making the Canal Zone one of the most healthful spots in the world, and work on the canal became so popular that it was no longer necessary to enlist recruits from the West Indies, the good pay, fair treatment and excellent living conditions bringing thousands of laborers from Spain and Italy. The greatest number employed at any one time was 45,000, of which 5,000 were American.

A Battle Won.

The completion of this herculean task marked an epoch in the history of the world. A gigantic battle against floods and torrents, pestilence and swamps, tropical rivers, jungles and rock-ribbed mountains had been fought--and won! Well worthy a place in the halls of immortal fame are the names of the thousands of sturdy sons who, with ingenuity, pluck and perseverance never before equaled, succeeded in making a pathway for the nations of the world from ocean to ocean.

This great and daring undertaking, which had for its object the opening up of new trade routes and lines of commerce, annihilating distance and wiping out the width of two continents between New York and Yokohama and making the Atlantic seaboard and the Pacific coast close neighbors, is the climax of man’s achievement and the greatest gift to civilization. It will help in the consummation of man’s loftiest dreams of world friendship and world peace.[2] So far, in the use of the canal, over forty per cent of the vessels which have passed through it have been engaged in the coastwise trade of the United States--each of them saving about 7,800 miles on each trip. If their average speed be taken at ten knots, they have averaged a saving of over a month at sea on each voyage from coast to coast. Where formerly the round trip of a ten-knot vessel required about fifty-five days’ actual steaming, the time at sea for the same trip for the same vessel is now reduced to about twenty-two days.

The canal makes San Francisco nearer to Liverpool by 5,666 miles, a saving of two-fifths of the old journey by Magellan. The distance between San Francisco and Gibraltar has been reduced from 12,571 miles to 7,621 miles, a saving of 4,950 miles, or thirty-nine per cent of the former distance.

From San Francisco to Buenos Aires, via Valparaiso and Magellan, is approximately 7,610 miles, which is shorter than the route through the canal, by which the distance is 8,941 miles. To Rio de Janeiro, the distance via Magellan is 8,609 miles; by the canal 7,885 miles. To Pernambuco, on the eastern promontory of South America, the distance via Magellan is 9,748 miles; via the canal 6,746 miles. To Para the distances via Magellan and via the canal are 10,852 and 5,642 miles, respectively.

From San Francisco to Freetown, on the west coast of middle Africa, the distance by the most practicable route, using the Strait of Magellan, is 11,380 miles. Through the canal and by way of the island of Barbados, the distance is 7,277 miles. The new route is less than two-thirds of the former.

With reference to the trade between the Atlantic coast of the United States and the west coast of South America, New York is nearer to Valparaiso by 3,717 miles by virtue of the canal; to Iquique, one of the great nitrate ports, by 4,139 miles; and to Guayaquil by 7,405 miles. From New York to Guayaquil the present distance of 2,765 miles is approximately twenty-seven per cent of the former distance--10,270 miles.

The blowing up of Gamboa Dike, the last of the dikes in the Panama Canal. This dike separated the water in the Gatun locks from Gaillard Cut. The removal of the dike by a discharge of forty tons of dynamite, set off by President Wilson, from Washington, was the last stage in the completion of the great waterway. Dredges were put to work immediately widening the channel at Cucaracha slide in Gaillard Cut, so that within a short time the canal was ready for use throughout its entire length.

_Copyright by Underwood & Underwood._]

The great progress made in digging the Panama Canal was largely due to the steam shovels.]

As to the Far East, New York is nearer to Yokohama by 3,768 miles than formerly by way of the Suez Canal, but the latter route is eighteen miles shorter than the Panama route for vessels plying between New York and Hongkong. New York is forty-one miles nearer Manila by Panama than by Suez, and 3,932 miles nearer Sydney by Panama. New York is now, by virtue of the Panama Canal, nearer than Liverpool to Yokohama by 1,880 miles, and nearer than Liverpool to Sydney by 2,424 miles.

When the ship enters the harbor of either of the terminal ports it is boarded by officers of the canal who examine its bill of health and clearance, see that its certificate of canal measurement is properly made out, and ascertain any of the vessel’s needs in the matters of fuel, supplies, extra men to handle the lines during the passage of the locks, etc. These matters are immediately reported to the Captain of the Port, who gives the necessary orders to insure proper attendance on the vessel’s needs and directs its start through the canal whenever it is ready.

In all stages of its transit of the canal the vessel must have on board a government pilot. There is no charge for pilotage on vessels going directly through the canal without stopping to discharge cargo or passengers at the terminal ports. The pilot is on board in an advisory capacity and is required to confer with the master of the vessel, giving him the benefit of his knowledge and advice as to the handling of the vessel in the various reaches, but the master, who is best acquainted with the peculiarities of his vessel and her ways of answering the helm, is responsible for the navigation of the vessel, except when she is passing through the locks.

The handling of a vessel during its transit of the canal is like the handling of a railway train on its “run.” The course is equipped with all requisite signals, facilities for mooring, like sidings, and a system of communication between points along the line, which includes a special telephone system connecting all the important points of control in series.

As soon as the vessel starts on its transit of the canal, the Captain of the Port at the point of entrance telephones its starting to the other stations along the course. As the vessel arrives and departs from each of these points, the fact is telephoned along the line, so that there is exact knowledge at each station all the time of the status of traffic, and complete co-operation from the several points of control.

The transit of the canal requires about ten hours, of which approximately three hours are spent in the locks. In the sea-level channels and Gaillard (formerly “Culebra”) Cut the speed of vessels is limited to six knots; through Gatun Lake they may make ten, twelve and fifteen knots, according to the width of the channel. A vessel may clear from the canal port at which it enters and, after passing through the last of the locks, put direct to sea without further stop.

The handling of a vessel all through the canal, except in the locks, is essentially the same as its handling through any charted channel where observance of signals, ranges and turns is necessary. The canal channel throughout is very accurately charted, fully equipped with aids to navigation, and governed by explicit rules with which the pilots, of course, are thoroughly familiar.

In the locks, the vessel is under the control of the lock-operating force. As the vessel approaches the locks, the operator in charge at the control house indicates by an electrically operated signal at the outer end of the approach wall if the vessel shall enter the locks and, if so, on which side; or if it shall keep back or moor alongside the approach wall. If everything is ready for the transit of the locks, the vessel approaches the center approach wall, which is a pier extending about a thousand feet from the locks proper, lines are thrown out, and connections are made with the electric towing locomotives on the approach wall.

The vessel then moves forward slowly until it is in the entrance chamber, when lines are thrown out on the other side and connections are made with towing locomotives on the side wall. Six locomotives are used for the larger vessels, three on each wall of the lock chamber. Two keep forward of the vessel, pulling and holding her head to the center of the chamber; two aft, holding the vessel in check; and two slightly forward of amidships, which do most of the towing of the vessel through the chamber. The locomotives are powerful affairs, secured against slipping by the engagement of cogs with a rack running along the center of the track, and equipped with a slip drum and towing windlass, which allow the prompt paying out and taking in of hawser as required. No trouble has been experienced in maintaining absolute control over the vessels.

The water within the lock chamber proper, beyond the entrance chamber, is brought to the level of that in the approach, the gates toward the vessel are opened, the fender chain is lowered, and the locomotives maneuver the vessel into the chamber and bring it to rest. The gates are then closed, the water raised or lowered, as the case may be, to the level of that in the next chamber, the gates at the other end are opened, and the vessel moved forward. Three such steps are made at Gatun, two at Miraflores, and one at Pedro Miguel.

When the vessel has passed into the approach chamber at the end of the locks, the lines from the towing locomotives on the side wall are first cast off, then those from the locomotives on the approach wall, and the vessel clears under its own power.

Towing is not ordinarily required in any part of the canal, except in the locks, for steam or motor vessels. Tug service for sailing ships or vessels without motive power is at the rate of $15 per hour. If the channel in the cut has been disturbed by a slide, tugs may be used to handle vessels past the narrow places, but in such cases there is no charge for the service to vessels of less than 15,000 gross tonnage.

* * * * *

What is a Geyser?

The famous geyser shown in the illustration is called “Old Faithful” because of the clock-like regularity of its eruptions. For over twenty years it has been spouting at average intervals of sixty-five minutes.

Geysers were first observed in Iceland and the name, therefore, comes from that language, being derived from the word “geysa,” meaning “to gush” or “rush forth.” That is just what they do.

There are really three different kinds of geysers; one which throws up hot water, either continually or, like “Old Faithful,” at intervals; one which simply emits steam and no water and one which is a sort of a hot-water cistern.

The “Grand Geyser” at Firehole Basin in Yellowstone Park is the most magnificent natural fountain in the whole world. The “Great Geyser” and the “New Geyser” are the most remarkable ones in Iceland, where there are about a hundred altogether. The basin of the former is about seventy feet in diameter, and at times it throws up a column of hot water to the height of from eighty to two hundred feet in the air.

The hot-lake district of Auckland, New Zealand, is also famous in possessing some of the most remarkable geyser scenery in the world. It was formerly noted for the number of natural terraces containing hot water pools, and its lakes all filled at intervals by boiling geysers and hot springs, but the formation of the country was considerably altered by a disastrous volcanic outbreak in 1886, its beautiful pink and white terraces being destroyed. It still has, however, a circular rocky basin, forty feet in diameter, in which a violent geyser is constantly boiling up to the height of ten to twelve feet, emitting dense clouds of steam. This is one of the natural wonders of the southern hemisphere and is much visited by tourists traveling through New Zealand.

“OLD FAITHFUL” IN ERUPTION]

What Kind of Dogs are Prairie-Dogs?

Prairie-dogs are not really dogs at all, but a kind of a squirrel called a marmot. As the visitors to city Zoological Parks already know, these animals make little mounds of earth, and a great many of these are found in one locality, which is known as a “dog-town.” It is possible to travel for days at a time through country which is dotted over with mounds, every one of which is the home of a pair or more of prairie-dogs. These mounds are usually about eighteen feet apart, and consist of about as much earth as would fill a very large wheelbarrow. This is thrown up by the prairie-dog when he digs out his subterranean home. His dwelling sometimes has one entrance and sometimes two, and there are many much-traveled paths between the different hillocks, showing that they are very neighborly and sociable with one another.

In choosing a town site, they select one which is covered with short, coarse grass, such as is found especially in fields on high ground and mountain sides, for it is on this grass and certain roots that the prairie-dogs feed. On the plains of New Mexico, where for miles you will not find a drop of water unless you dig down into the earth for a hundred feet or so, with no rain for several months at a time, there are many very large “dog-towns,” and it is, therefore, clear that they are able to live without drinking, obtaining enough moisture for their needs from a heavy fall of dew.

At about the end of October, when the grass dries up and the ground becomes frozen hard, so that digging is out of the question, the prairie-dog creeps into his burrow, blocking up the opening in order to keep out the cold and make everything snug, and goes to sleep until the following spring, without having had to lay up a store of food, as some animals do, to last him through the long, hard winter months. If he opens up his house again before the end of cold weather, the Indians say it is a sure sign that warmer days are near at hand.

If one approaches very cautiously so as not to be observed, a large “dog-town” presents a very curious sight. A happy, animated scene stretches away as far as the eye can see. Little prairie-dogs are found everywhere, on the top of their mounds, sitting up like squirrels, waving their tails from side to side and yelping to each other, until a most cheerful-sounding concert is produced. If you listen carefully, as you draw nearer, however, you will notice a different tone in the calls of the older and more experienced animals, and that is the warning signal for the whole population to disappear from view into their burrows. Then, if one hides quietly in the background and waits patiently for some time, sentinels will mount up to their posts of observation on top of the mounds and announce that it is safe to come out of their burrows and play about again, as the danger is past.

What is Spontaneous Combustion?

Spontaneous combustion is the burning of a substance or body by the internal development of heat without the application of fire.

It not infrequently takes place among heaps of rags, wool and cotton when sodden with oil; hay and straw when damp or moistened with water; and coal in the bunkers of vessels.

In the first case, the oil rapidly combines with the oxygen of the air, this being accompanied by great heat. In the second case, the heat is produced by a kind of fermentation; and in the third, by the pyrites of the coal rapidly absorbing and combining with the oxygen of the air.

The term is also applied to the extraordinary phenomenon of the human body, which has been told of some people, whereby it is reduced to ashes without the application of fire. It is said to have occurred in the aged and persons that were fat and hard drinkers, but most chemists reject the theory and altogether discredit it.

The Story in the Talking Machine[3]

As far back as 1855 inventors were experimenting with talking machines; but nothing practical was accomplished till 1877, when Thomas A. Edison constructed a primitive machine capable of recording and reproducing sounds. In the early Edison phonograph the sound vibrations were registered on a tinfoil-covered cylinder. Busy with other inventions, he postponed developing the idea of a talking machine; and meantime other brains were at work on the problem.

In 1885 Chichester A. Bell (cousin of Alexander Graham Bell, of telephone fame) and Charles Sumner Tainter invented the “graphophone.” This was the first practical and commercially usable talking machine. The experiments and discoveries resulting in the production of the Bell and Tainter graphophone were made in the laboratories of Alexander Graham Bell, near Washington, D. C., and the latter assisted and advised with the inventors, and on his own behalf conducted experiments which were productive of highly important results in the art of recording and reproducing sound.

The Bell and Tainter patent was granted in 1886, and although the subject of much controversy, it has been repeatedly sustained by the United States courts, and in one case (87 F. R. 873) Judge Shipman had to consider all that other inventors had done or attempted to do, and he there decided that Bell and Tainter were the first to make “an actual living invention which the public was able to use.”

The artist stands before the horn and his every note is recorded with a fidelity startling in the extreme.]

This method covered “a method of engraving records of sound, producing records of sound by engraving in a wax-like material which would permit of the handling, using and transporting of the record.” Another United States patent, covering a method of duplicating or copying sound records, was granted to Charles Sumner Tainter in 1886.

Of course the talking machine of to-day is a long way removed from the early Edison and the early Bell and Tainter machines, because many master minds have been working on the problem of developing and maturing the art of sound recording and reproducing, and in perfecting machines to be used in reproducing the sound records after they have been made.

Disk records have taken the place of the old-style cylinder records, the latter being confined for the most part to dictating machines for office use, as the Dictaphone, which has largely displaced the shorthand writer in many business houses.

The bell at the left is rung to advise the artist that the recorder is ready and the flashing of the light at the right is the signal to begin playing.]

Since the original Thomas A. Edison patents and the Bell and Tainter patent there have been many thousands granted, but only a few need be referred to as constituting the milestones in the evolution and development of the art and industry.

First in point of time and importance is the Macdonald Spring Motor, the invention of Thomas Hood Macdonald, a prolific inventor and contributor of many valuable improvements to the talking machine art and industry. The Bell and Tainter machine was operated by a storage battery and this was an inconvenient and expensive form of power. To meet this condition the Macdonald Spring Motor was invented and from the start proved a tremendous success. Today most of the clockwork motor talking machines are built upon the principles disclosed in the Macdonald Spring Motor patent.

The next important step was the discovery by Macdonald that a critical speed for the surface of the record must be obtained in order to secure best results, and this wonderful principle in the art of sound recording was protected by United States patent issued to Macdonald covering what is known as the Macdonald Graphophone Grand. This discovery and invention has been largely instrumental in the rapid development of sound recording.

Although Bell and Tainter disclosed a method of recording sound on a flat surface, all of the earlier forms of talking-machine records were what are known as cylindrical, records in a cylindrical form. Later the disc record came into use and is now the most popular form. Relatively very few cylinder records are manufactured at the present time. The process of sound recording, as applied to disc records, is covered by United States patent to J. W. Jones, and marks a further important stage in the development of the art and industry.

In present-day sound recording the operation is briefly as follows: A recording machine is employed on which is mounted a rotating turntable carrying a wax-like disc blank. Suspended above, but in contact with the surface of the blank, is a recording needle or stylus, attached to a diaphragm which, in turn, is connected to an amplifying horn. The horn extends beyond the machine and the singer, band or orchestra is stationed in front of the mouth of this horn. As the singer interprets the song the vibrations set up by the singer’s voice are communicated to the diaphragm by the passage of the sound through the horn. These vibrations, striking upon the diaphragm, set in motion the recording needle or stylus, causing it to move rapidly, and its motion is traced upon the surface of the rotating disc in a line which is known as the sound line. Looked at with the naked eye this line has the appearance of a spiral traced upon the surface of the wax-like blank, but examined under a magnifying glass it shows myriad little indentations or grooves in the wall of the sound line. These indentations correspond to the vibrations imparted to the needle through the diaphragm, and are the recorded sounds made by the singer or band. When the song or selection is finished the surface of the wax-like blank has been covered over with this spiral sound line. The blank has become the “master record,” and the first stage of producing a talking-machine record has been passed. The next step is to secure from this master record a metallic counterpart or shell. This is done by the electro-plating process. When the shell is secured the next step is to provide a matrix which serves as a die or stamp from which to press copies or duplicates of the master record. These copies or duplicates are the talking-machine records which the public ultimately purchases. The matrix or die is placed in a power press and the records pressed from the material used in making the sound records. This material is prepared in a plastic form so that it can be forced under pressure into every line and indentation on the face of the matrix.

Barrere, the great flute player and orchestra leader, is shown making a popular record.]

The discovery of the art of recording and reproducing sound; the development of that art into a giant industry, and the present-day universal sovereignty of the talking machine are tributes to American inventive genius and American industrial enterprise. The contributions to the art and the improvements in the manufacture of talking machines and talking-machine records from sources outside of the United States have been very unimportant. The industry employs many thousands of people in the manufacture of these instruments and records which afford entertainment, instruction and amusement to the entire world.

* * * * *

What are Petrified Forests?

In the first place, petrification is the name we give to the animal and vegetable bodies which have, by slow process, been converted into stone. We mean very much the same thing when we refer to “Fossil Forests.”

Although in most instances there are comparatively few traces of its vegetable origin left, coal owes its existence primarily to the vast masses of vegetable matter deposited through the luxuriant growth of plants in former epochs of the earth’s history, and since slowly converted into a petrified state.

Coal fields today present abundant indications of the existence of huge ancient forests, usually in the form of coal formed from the roots of the trees. Several such forests have been uncovered, of which one in Nova Scotia is a good example, remains of trees having been found there, six to eight feet high, one tree even measuring twenty-five feet in height and four feet in diameter.

The remains of a fossil forest have been found in an upright position in France, and in a colliery in England, in a space of about one-quarter of an acre, there have been found the fossilized stumps of seventy-three trees, with roots attached, and broken-off trunks lying about, one of them thirty feet long and all of them turned into coal.

A remarkable group of petrified trees, some of them twelve feet in diameter, exists in California, and another in Yellowstone Park, in which the trees are still erect, though converted into stone. An extraordinary forest of such trees has been found in Arizona, lying over a wide space of ground, some of them six feet in diameter and perfectly preserved.

These trees are rather mineralized than fossilized. They are found in volcanic regions and are supposed to be due to the action of hot water, which carried off the organic material and deposited dissolved silica in its place. In some instances the wood has been converted into solid jasper or has been changed into opal or agate, or filled with chalcedony or crystallized quartz, with beautifully variegated colors.

A scene in one of the Petrified Forests of Arizona. Broken trunks of trees are lying all about.]

What Animals are the Best Architects?

Animals of a great many different kinds have helped show man the way, in taking advantage of the opportunities which nature affords him to feed, clothe and protect himself, but one of the smallest of the animal kingdom is probably the cleverest of all--the spider. Spiders have many different kinds of enemies, ranging from man down to the very smallest, but dangerous, insects, and most of their enemies possess enormous advantages over them in either strength or agility, or both combined; enemies with wings, swift in movement and able to retreat where the spider cannot follow them; enemies clad in an impenetrable coat of armor, against which the spider’s weapons are powerless, while the spider’s own body is soft and vulnerable. These handicaps have been met by the spider with a multitude of clever contrivances, and if invention and skill are to be regarded as an index to intellectual development, it should be very significant to realize how far spiders are ahead of our near relatives, the almost human members of the monkey family.

One of the most interesting of the spider race is the “trap-door” spider which inhabits warm countries all over the earth. The “trap-door” spider not only builds a home for herself by digging a deep hole in the ground and lining it with silk to prevent the sides from falling in, but she also adds a neat little door to keep out the rain and other troublesome things. She usually chooses sloping ground for her homestead so that the door, which she fastens at the edge of its highest point by a strong silk-elastic hinge, swings shut of its own weight after being opened. She disguises the entrance to her home in a manner superior to the famous art of concealment practiced by the Indians, by planting moss on the outside of the door--living moss taken from the immediate neighborhood--so that the entrance to her house harmonizes perfectly with its surroundings, its discovery being made more difficult by the fact that in her careful selection of a site for her dwelling she also appears to be influenced by the presence of patches of white lichen which distract the eye.

The male spider does not seem to take any part in designing, constructing or decorating the home and does not even share its occupancy, leaving it to the mother and her family--often forty or more children at a time--and living a vagrant life, camping out in holes and ditches when he is not tramping around over the whole countryside. The mother spider, however, like many other animals, takes excellent charge of her children, and guards them carefully from all harm. At the first sign of a commotion going on outside her front door she is known to invariably assemble her family behind her, out of harm’s way, and then place her back against the swinging door, holding it shut with some of her feet and clinging tightly to the inner walls of her home with the others.

There is one kind of spider which has developed an even more elaborate style of architecture, digging another room and adding an upper side gallery to her main residence, and placing a second door at the junction of the two tunnels. The doors are made to swing back and forth in both directions, and she constructs a handle on the outer one, by which she fastens it open with a few threads attached to any convenient grass stems or little stones, when she expects to come home from a hunting expedition with her arms full. If a dangerous enemy threatens her home she usually retreats to the second room, in the hope that he will decide she is out and depart in search of another victim elsewhere, but if he discovers her secret, she slams the second swinging door in his face. Should she be beaten in the pushing match at that point, she slips into the upper side gallery opening above the door, and her enemy’s presence within the inner room automatically blocks the entrance to her hiding place by holding up the swinging door across its only opening.

The Story of the Motorcycle[4]

Interest in the development of mechanically propelled two-wheel vehicles began soon after the introduction of the bicycle in its first practicable form. Man’s natural dislike for manual labor quickly found objection to the physical effort of bicycle travel, and accordingly sought to devise mechanical means of overcoming it.

The earliest known attempt to construct a two-wheel vehicle which would proceed under its own power was made by W. W. Austin, of Winthrop, Mass., in the year 1868. This crude affair consisted of a small velocipede upon which was mounted a crude coal-burning steam engine. The piston rods of the engine were connected directly with cranks on the rear wheel. The boiler was hung between the two wheels and directly back of the saddle, while the engine cylinders were placed slightly above horizontal just behind the boiler. Despite the crudity of this outfit, Austin claimed that he had traveled some 2,200 miles on this, the “granddaddy” of all motorcycles.

L. D. and W. E. Copeland, two Californian experimenters, are credited with the next known effort to produce a two-wheeler which would travel by its own power. Their first model appeared in 1884. The bicycle to which this miniature steam-power plant of the Copeland brothers’ invention was attached was one of the old high-wheel models with the small steering wheel forward. The steam engine of this truly ingenious contrivance, together with the boiler and the driving pulley, weighed only sixteen ounces. The Copeland model was probably the first motorcycle to use belt drive. It should be understood that propulsion of this first Copeland model was not intended to depend solely upon mechanical power, but to be operated in connection with the foot pedals.

The Copeland brothers are to be credited with the first attempt to produce the motorcycle upon a commercial basis, but their efforts were unsuccessful. Their invention seemed to be far ahead of the times, and their project passed by unappreciated.

In 1886, S. H. Roper, of Roxbury, Mass., appeared with a steam-propelled bicycle which consisted of a specially designed engine placed in a bicycle frame of the type with which we are familiar today. This invention was awkward, and its weight of 150 pounds made it difficult to handle, but in spite of that its inventor is said to have obtained considerable use from it.

The year 1895 saw the first public exhibition of mechanically operated two-wheel vehicles held at Madison Square Garden, New York City. The sensation of the show was a motorcycle which was presented by E. J. Pennington of Cleveland. This was the first public appearance of a cycle propelled by a combustion engine, and in that regard it may be called the first appearance of the motorcycle in the form that it is known today. The Pennington machine was the first-known vehicle to attempt the use of gasoline. History fails to relate a great deal about the mechanical detail of the Pennington model, but it is said to have made a very creditable performance in exhibition. It appeared at the Madison Square Garden in two forms, as a single motorcycle and as a motor tandem.

There was little or no interest in motor vehicles of any description in that period of the early nineties, consequently the Pennington efforts were fruitless. Shortly after the public exhibition of his models, financial difficulties are said to have overtaken Pennington and he is reported to have departed suddenly for foreign climes, bringing his experiments to an abrupt end.

Along in the late nineties a keen interest in bicycle racing led to the introduction of what is known as the motor-paced tandem. This consisted of a regulation tandem bicycle on which was mounted a gasoline motor geared up to the rear wheel with a chain drive. The tandem rider on the forward seat did the steering and the foot pedaling, and the rear rider operated the motor. It is believed that the first of these tandems came over here from France.

By 1898 the popularity of the motor-paced racing bicycle became so great that attention was soon directed toward their manufacture. Chief among the bicycle manufacturers who took up the making of the motor-paced tandem was Oscar Hedstrom, a racer with many notable victories to his credit. He believed that he could make a motor tandem which would prove far superior to any other American machine made, if not better even than any foreign machine.

The machine which he produced with a motor of his own design was entered in some big races at the Pan-American Exposition in Buffalo in 1901 where nearly every record was broken. Mr. Hedstrom’s partner on this tandem outfit was Henshaw, a bicycle racer of some repute. Following their début on the motor tandem at Buffalo, this pair proceeded to make records throughout the country, several of which still stand today.

In 1901 a bicycle manufacturer of Springfield, Mass., foresaw a future for a motorcycle designed for pleasure purposes instead of exclusively for racing. Hitherto, all motor-propelled cycles had used the power of the engine of whatever form it was merely as an aid to locomotion. None had been successful in producing a machine that could proceed anywhere solely under its own power. Convinced that such a machine could be produced, and certain that it would find a ready market, this manufacturer set about to put his ideas into execution.

He recognized in Oscar Hedstrom, as the leader of the motor tandem racing field, the man who knew more about combustion engines than any other man in America, and accordingly enlisted his services. Oscar Hedstrom retired to a little mechanical laboratory in Middletown, Conn., and in a short four months emerged with a completed motorcycle which he had not only designed himself, but had constructed entirely by his own labor. Its performance on its first trial trip was absolutely astounding to every observer. In road tests under every conceivable condition, this first motorcycle of Oscar Hedstrom’s displayed a perfection of mechanical operation which had to that time never been approached. It moved entirely under its own power, could climb hills and could travel on the level road at speeds which had never before been exhibited by vehicles of that type.

By reason of the successful performance of his first motorcycle, Oscar Hedstrom is given the credit, in many quarters, for producing the first motorcycle of practicable construction. All successful machines of this type since then are said to have been modeled more or less on the fundamental principles of that first Hedstrom machine. Part of Hedstrom’s success was due to his mastery of the important problem of carburetion, and a carburetor expressly designed for that first machine constituted a marked step in motorcycle development. The leading carburetors of today are said to be based upon the principles of the first Hedstrom carburetor. The date of the appearance of the first Hedstrom motorcycle was 1901.

Manufacture of the motorcycle upon a commercial scale forthwith commenced in the bicycle manufactory at Springfield, Mass. Such is said to have been the humble beginning of the motorcycle.

Their first motorcycle was offered to the public in 1902. Its mechanical detail is worthy of note for the sake of comparison with the models of the current year. Its motor was the Hedstrom single-cylinder motor of 1-3/4 horse-power; frame, 22 inches; tires, 1-3/4 inches, single tube; chain drive; weight, 93 pounds. From the year 1902 to 1909, the style of their motorcycle remained substantially the same in appearance. The models of that period are referred to as “camel backs” by reason of the location and shape of the gasoline tank on the rear mud guard. In 1909, the loop frame was introduced to provide additional strength to the machine, being required by the increased weight of the motor; 1906 saw the introduction of twin cylinders for racing models, and the following year they appeared in the regular models.

Motorcycle design has made wonderful progress. The powerful, easy-riding machines of today with their many refinements are truly marvelous pieces of mechanism. Mechanical perfection is as nearly approached as it is possible for the best brains and the most approved methods of manufacture to attain. There are numerous modern refinements which have contributed materially to the present-day popularity of the motorcycle that are worthy of special note. Chief of these is the kick-starter, which enables the rider to start the engine of his machine without mounting it upon a stand or pedaling on the road. Improved clutches, gear ratios which permit varying speeds, double-braking systems and electric lights are present-day refinements which add zest to the sport of motorcycling.

One of the greatest of all motorcycling comfort creations is a device known as the cradle spring frame which consists of pairs of cushion-leaf springs of the semi-elliptical type, which are located at the rear of the frame just beneath the saddle. This affords the maximum of riding comfort by the elimination of all jar and jolt occasioned by an uneven roadway.

Magneto ignition first appeared in 1908; previous to that date all ignition had been dependent upon batteries of the ordinary dry-cell variety.

The last two years has seen the introduction of what is known as the light-weight model. This style of motorcycle has a smaller motor, which is usually of the two-stroke type, single cylinder. The frame is of lighter construction, the mechanism is simpler, and of course the speed is reduced. This type of two-wheeler, however, finds favor among those who like power and speed but in modified form. Lower initial cost and lower operation expense are factors which especially recommend the light-weight models.

There has been considerable difference of opinion as regards the comparative efficiency of chain drive and belt drive. The consensus of opinion, however, seems to favor the chain drive, as evidenced by its use on most of the leading makes of present-day machines. Some of the light-weight models are using belt drive, but chain drive is generally conceded to be superior. In the early days of motorcycling, belt drive was rather generally used, but the heavy duty required soon brought about the change to present usage.

Motorcycle manufacture is today carried on in some of the largest and most up-to-date manufactories that can be found in the United States. The oldest and the largest factory devoted to motorcycle manufacture is said to be that which has been built up under the direction of the Springfield manufacturer, the man who first saw the great commercial possibilities in the development of the motorcycle for pleasure and business purposes. His company had a capitalization of $12,500,000 in 1916. Some 2,400 skilled workmen were employed in its two big Springfield plants. Its output, said to be the largest in the industry, is over 25,000 machines per year. Numerous models meeting varying requirements are produced.

Soon after the first practicable motorcycle appeared in 1902 there arose a demand for a contrivance that would accommodate an additional passenger. Consequently, there was produced an attachment called a tri-car. This was mounted on two pneumatic-tired wheels which were fitted to the front fork together with necessary steering devices. Later it was found that the passenger conveyance could better be carried at the side mounted upon a springed chassis which was supported by a third wheel. That form was thereupon generally adopted, and remains today the general practice in the manufacture of motorcycle side-cars, as they are called.

Naturally enough, interest in motorcycles was quickly directed toward their application to commercial uses, and to that end there were produced numerous styles of side vans and parcel carriers intended for parcel delivery.

The use of the motorcycle for commercial purposes was for a time overshadowed by the abnormally rapid development of the automobile, but the factor of upkeep and operation costs of an automobile is bringing the motorcycle into prominence now. In this respect the motorcycle is said to have the advantage overwhelmingly. The tendency, however, among business houses is to investigate their individual requirements for delivery service and determine to what purposes either form of motor vehicle is best adapted. For light parcel system there is said to be no form of delivery that excels the motorcycle in speed and efficiency and nothing with operation costs so low. The commercial motorcycle is said to be gaining widespread favor, and therein lies its greatest future.

Foreign countries have contributed little or nothing to the development of the motorcycle. To be sure, efforts were made to produce two-wheel motor vehicles, but little success is recorded. Record of the earliest known effort was found in an English newspaper of 1876. This report, however, was very meager and lacking in any profusion of mechanical detail. Moreover, beyond the newspaper reports there is little verification that any steps were really taken at that time. The French contribute the only known features that are credited to foreign inventors. The DeDion motor was used in some of the racing motor tandems which appeared in this country in the late nineties. Other French racing bicycles were no doubt in existence, but there is no history which can ascribe any truly constructive innovations in motorcycle making to any foreign country. The motorcycle in its form of today was designed and built by America.

* * * * *

How is the Weather Man Able to Predict Tomorrow’s Weather?

The Weather Bureau was founded in 1870 by the United States Government, its purpose being to make daily observations of the state of the weather in all parts of the country, and to calculate from the results a forecast for each section of the country, based on the information thus obtained, these predictions being published so that the people of each district may know in advance the kind of weather likely to occur.

While these forecasts are of great convenience to practically everyone, and of importance to the agriculturist, they are frequently of still more importance to ship masters, storm warnings being given that may keep them in port when storms are expected and thus save their ships from the danger of injury or shipwreck. This system has made great progress since its institution, and reports are now received daily from more than 3,500 land stations and about fifty foreign stations, while by means of wireless telegraphy, under normal conditions, some 2,000 ships send reports of the weather conditions at sea.

The Government Weather Bureau uses large box kites carrying recording barometers, thermometers and other apparatus to ascertain weather conditions high in the air. This view shows a kite about to be sent up from an observatory.]

Study of results has led to the belief that more than eighty per cent of winds and storms follow beaten paths, their movements being governed by physical conditions, a knowledge of which enables the Weather Bureau officials to estimate very closely their probable speed and direction and send warning of their coming in advance. Within two hours after the regular morning observation at eight o’clock, the forecasts are telegraphed to more than 2,300 principal distributing points, from which they are further sent out by mail, telegraph and telephone, being mailed daily to 135,000 addresses and received by nearly 4,000,000 telephone subscribers.

One of the most valuable services rendered is that of the warnings of cyclonic storms for the benefit of marine interests. These are displayed at nearly three hundred points on the ocean and lake coasts, including all important ports and harbors, warnings of coming storms being received from twelve to twenty-four hours in advance. The result has been the saving of vast amounts of maritime property, estimated at many millions of dollars yearly.

Agriculturists also derive great advantage from these warnings, especially those engaged in the production of fruits, vegetables and other market garden products. Warnings of frosts and of freezing weather have enabled the growers of such products to protect and save large quantities of valuable plants. It is said that on a single night in a small district in Florida, fruits and vegetables were thus saved to the amount of more than $100,000. In addition, live stock of great value has been saved by warnings a week in advance of the coming of a flood in the Mississippi; railroad companies take advantage of the forecast for the preservation, in their shipping business, of products likely to be injured by extremes of heat or cold, and in various other ways the forecasts are of commercial or other value.