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.

Cradle Spring Frame Construction.

First Hedstrom Motorcycle With Tri-car,.

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.

Modern "Side-car" Model.

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 presentday popularity of the motorcycle that are worthy of special note. Chief of these is the lack-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.

Modern Delivery Van for Grocers, Druggists, Etc..

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.