ATHLETICS-Continued. Amateur Wrestling Champions of 1906.-105 lbs.-W. Lott, Mohawk A. C., New York City. 115 lbs.-Gus Bauers, National Turn Verein, Newark, N.J.; 125 lbs.-George Mehnert, National Turn Verein, Newark, N. J. 135 lbs.-A. S. Rubin, Grace A. C., New 158 lbs.-John McYork City. 145 lbs.-C. Clapper, Central Y. M. C. A., Chicago, Ill. Afee, Central Y. M. C. A., Chicago, Ill. Heavyweight-John McAfee, Central Y. M. C. A., Chicago, Ill. Amateur Swimming Champions of 1906.-100 yards-C. M. Daniels, New 440 yardsYork A. C., 60s. 220 yards-C. M. Daniels, New York A. C., 2m. 42 2-5s. C. M. Daniels, New York A. C., 6m. 24 3-5s. 880 yards-H. J. Handy, Chicago A. A., 13m. 24s. 1 mile-H. J. Handy, Chicago A. A,, 24m. 43 2-56. *Plunge for distanceE. H. Adams, New York A. C., 65% ft. 200-yard breast stroke-A. M. Goessling, Missouri A. C., 1m. 18 3-5s. Fancy diving-T. O'Callaghan, New York A. C., 2m. 52s. Relay race-New York A. C. team (L. S. Crane, C. D. Trubenbach, T. W. Kitching and C. M. Daniels). *Water polo-New York A. C. team (D. H. Hesser, L. B. Goodwin, Ogden M. Reid, L. DeB. Handley, C. D. Trubenbach, James Steen and J. A. Ruddy). * Added in 1906. Intercollegiate Champions of 1906.-100-yard dash-J. N. Cartmell, Pennsylvania. 220-yard dash-J. N. Cartmell, Pennsylvania. 120-yard hurdles-J. H. Hubbard, Amherst. 220-yard hurdles E. R. Castleman, Colgate. 440-yard run-H. M. Rogers, Cornell. 880-yard run-J. C. Carpenter, Cornell. 1-mile run-G. Haskins, Pennsylvania. 2-mile run-C. F. Magoffin, Cornell. Putting 16-lb. shot-B. T. Stephenson, Harvard. Throwing the hammer-M. F. Horr, Syracuse. Pole vault-T. M. Jackson, Cornell, and A. G. Grant, Harvard. Running broad jump-L. T. Sheffield, Yale. Running high jumpJ. W. Marshall, Yale. Collegiate Records of the United States.-100 yards-9 4-5s., B. J. Wefers, Georgetown; W. A. Schick, Harvard. 220 yards-21 1-5s., B. J. Wefens, Georgetown. 14-mile run-474 s., W. Baker, Harvard. 12-mile run-1m. 53 2-5s, C. J. Kilpatrick, Union. 1-mile run-4m. 23 2-5s., G. W. Orton, Pennsylvania. 2-mile run-9m. 40s., W. E. Schutt, Cornell. 1-mile walk-6m. 42 2-5s., W. B. Fetterman, Jr., Pennsylvania. 120-yard hurdles -15 2-5s., S. Chase, Dartmouth; A. C. Kraenzlein, Pennsylvania. 220-yard hurdles-23 3-5s., A. C. Kraenzlein, Pennsylvania. Running high jump-6ft. 4in., W. B. Page, Pennsylvania. Running broad jump-24ft. 4 in., A. C. Kraenzlein, Pennsylvania. Throwing 16-lb. hammer-166ft. 5in., J. R. DeWitt, Princeton. Putting 16-lb. shot-40ft., F. Beck, Yale. Pole vault-11ft. 10 in., A. V. Grant, Harvard, and T. M. Jackson, Cornell. PROFESSIONAL ATHLETIC RECORDS. Eight miles-40 minutes 30 seconds, J. Nine miles-45 minutes 21 seconds, J. Howitt. Eleven miles-56 minutes 52 seconds, L. Ben- Running broad jump-21 feet 61⁄2 inches, E. Running high jump-5 feet 11 inches, E. W. Pole vault-10 feet 10 inches, S. Musgrove. Throwing the 16-pound hammer-165 feet, Throwing 56-pound weight-29 feet 1 inch, G. Throwing the discus-136 feet 1 inch, H. Gill. Polo. THE Junior Championship held at Van Cortlandt Park on September 8, 1905, was the only important tournament held under the auspices of the Polo Association in 1905, and it was won by the Bryn Mawr second team, who defeated the Squadron A four by a score of 6% to 34. MOTOR AEROPLANES. This type of flying machine is favored by inventors who would devise a machine of practical utility rather than an expensive toy. Difficulties that beset its earlier development have been diminished, and an advance has been made in solving the problem of rising, steering, remaining in the air, weight-carrying and landing without mishap. The improvements are due to more scientific design and better methods of balancing and guiding. Reduction in the weight of the explosive gas motor has been an important factor; motors now weigh two and a half pounds to each horse-power. Designs of motor aeroplanes show two, three and four panels of canvas from thirty to forty feet long, six feet wide, and held apart by a section of uprights four feet in height. The general design is that of the simple aeroplane, which is supported by the air, through which it is propelled by detached power. On March 12, 1906, Orville and Wilbur Wright, of Dayton, O., filed with the Aero Club of America a statement that in a man-carrying motor flyer one of the brothers had remained in the air 38 minutes and 3 seconds, making a circular flight of 24 miles. This is the greatest performance claimed for a heavier-than-air machine. It is one of several flights which the Wrights claim to have made in 1905. Following is a part of their statement: The flyer has a total weight of 925 pounds, including the operator. Our experiments were discontinued owing to the impossibility of longer maintaining secrecy. Since all the flights were made in private, it is proper that the names of persons who witnessed one or more of them should be given." They named seventeen persons of high repute. The Scientific American obtained from some of the seventeen and from other persons statements that they had witnessed one or more of the flights. According to a report of M. Archdeacon, on September 13, 1906, M. Santos-Dumont, in a heliocopetere, designed after the Dufaux model, rose fifteen feet from the ground and flew 200 yards; the machine fell heavily and was wrecked. Previous experiments had proved the ability of the hellocopetere to rise as long as the gasoline held out, In the form given it by M. SantosDumont it has two lifting propellers, eighteen and a haif feet in diameter, attached to the top of a light, strong frame. A third propeller, six and a half feet in diameter, is placed in front, and serves to drive the machine, which is controlled by a rudder at the back. The height is nineteen feet, the length about forty feet. It weighs 208 pounds. The motor, a 24-horse-power, weighs about 70 pounds. M. Santos-Dumont's experiment took place in a field near Paris, in the presence of about 1,000 persons. There are other records of flights with aeroplanes, that are inferior to the record of the Wrights and superior to that of M. Santos-Dumont, but they are not so well authenticated. There seems to be enough of known achievement to justify the conclusion that aerial navigation by means of heavier-than-air machines is on the road to becoming practicable. DIRIGIBLE BALLOONS. The These, in the main, follow the Santos-Dumont model, and few striking or original features have been incorporated. Less bolder in conception than the aeroplane, the dirigible balloon has been developed to perfect control in a wind varying from nine to eleven miles an hour. But retaining, as it does, the balloon principle, it is steerable only so long as there is an absence of strong wind. Its bulk is such that it offers too much resistance to be capable of high speed. Its body is too fragile to be driven with great force. cost of construction and maintenance is too great to permit of its being, in the present stage of its development, an airship of much practical value. Its utility for war and scientific research would be increased largely if it could be moved against the wind. Efforts to improve it are being made to the end that it may be more satisfactory than the drifting balloon for military purposes. Governments, with this object in view, are encouraging aerial engineers to remedy its chief defects, which are structural weakness, unreliableness and inability to carry heavy loads such as bombs to be dropped into the camp or on the ship of an enemy. BALLOONING. Improvements have made balloons much lighter than formerly in proportion to the area of surface. The material of the gas bag is stronger and less permeable, reducing the danger of explosion or gas leakage. Partial success has been attained in arresting the balloon's progress over water by means of floating anchors. The anchors are made of wood or the canvas ballast bags. The latter are favored because their use does not necessitate the carrying of additional weight. When emergency demands it the sand is turned out of the bags into the car, a line is attached to the rope handle at the opening of each bag, and the bag is thrown into the water, which it catches when tugged at by the wind-driven balloon. In this manner balloons have been held for an hour near the point where the anchors were cast. This is a measure for safety important to the balloonist, whose archterror is to be blown far to sea. Count de la Vaulx, in an experiment in 1906 over the waters of the English Channel, succeeded in some degree in steering a balloon at an angle to the wind. This was accomplished with a large shutter-like device called a deviator dragged in the water by ropes attached to the car at an elevation of 300 feet. So far as records show. in the years from 1783 to 1906 only fifty-seven persons have met death as the result of balloon ascents. This period embraces the many years of crude experimentation, when the percentage of loss of life was much greater than in the last few years of scientific construction and management. The diminution of the danger attending ballooning has done much to give the sport the world-wide popularity it has to-day. Aero clubs for the promotion of the sport. as well as for scientific aeronautical studies, have been founded in several countries. The Aero Club of France is first, with about 3.500 members; that of Germany second. with 2.800 members, one of whom is the Emperor: Austria is third. with 1,000 members, and England fourth, with 430. The Aero Club of America, in New York, has 240 members, and there are other American ballooning clubs. The clubs of the several countries are allied These confor the purpose of international aerial contests, organized to foster the sport. tests are held under the most rigid rules, each club sending representatives to the country in which they take place. The international race of 1906 for the James Gordon Bennett Cup began at Paris on September 30 and ended in England the next day. It was won by Lieut. Frank P. Lahm, U. S. A., member of the Aero Club of America; Alfredo Vonmiller, of Italy, finished second: Count de la Vaulx. of France, third. The race of 1907 for the Bennett Cup will take place in the United States. Help in Case of Accidents. Drowning. 1. Loosen clothing, if any. 2. Empty lungs of water by laying body on its stomach, and lifting it by the middle so that the head hangs down. Jerk the body a few times. 3. Pull tongue forward, using handkerchief, or pin with string, if necessary. 4. Imitate motion of respiration by alternately compressing and expanding the lower ribs, about twenty times a minute. Alternately raising and lowering the arms from the sides up above the head will stimulate the action of the lungs. Let it be done gently but persistently. 5. Apply warmth and friction to extremities. 6. By holding tongue forward, closing the nostrils, and pressing the "Adam's apple" back (so as to close entrance to stomach), direct inflation may be tried. Take a deep breath and breathe it forcibly into the mouth of patient, compress the chest to expel the air, and repeat the operation. 7. DON'T GIVE UP! People have been saved after HOURS of patient, vigorous effort. 8. When breathing begins, get patient into a warm bed, give WARM drinks, or spirits in teaspoonfuls, fresh air, and quiet. Burns and Scalds. Cover with cooking soda and lay wet cloths over it. Whites of eggs and olive oil, Olive oil or linseed oil, plain, or mixed with chalk or whiting. Sweet or olive oil and lime water. Lightning. Dash cold water over a person struck. Sunstroke. Loosen clothing. Get patient into shade and apply ice-cold water to head. Keep head in elevated position. Mad Dog or Snake Bite. Tie cord tight above wound. Suck the wound and cauterize with caustic or white-hot iron at once, or cut out adjoining parts with a sharp knife. Give stimulants, as whiskey, brandy, etc. Stings of Venomous Insects, etc. Apply weak ammonia, oil, salt water, or iodine Fainting. Place flat on back; allow fresh air, and sprinkle with water. Place head lower than rest of body. Tests of Death. Hold mirror to mouth. If living, moisture will gather. Push pin into flesh. If dead the hole will remain, if alive it will close up. Place fingers in front of a strong light. If alive, they will appear red; if dead, black or dark. If a person is dead decomposition is almost sure to set in after 72 hours have elapsed. If it does not, then there is room for investigation by the physician. Do not permit burial of dead until some certain indication of death is apparent. Cinders in the Eye. Roll soft paper up like a lamplighter, and wet the tip to remove, or use a medicine dropper to draw it out. Rub the other eye. Roll on carpet, Fire in One's Clothing. Don't run-especially not downstairs or out-of-doors. or wrap in woollen rug or blanket. Keep the head down, so as not to inhale flame. Fire from Kerosene. Don't use water, it will spread the flames. Dirt, sand, or flour is the best extinguisher, or smother with woollen rug, table-cloth, or carpet. Suffocation from Inhaling Illuminating Gas. Get into the fresh air as soon as possible and lie down. Keep warm. Take ammonia-twenty drops to a tumbler of water, at frequent intervals; also, two to four drops tincture of nux vomica every hour or two for five or six hours. Antidotes for Poisons. First. Send for a physician. Second. INDUCE VOMITING, by tickling throat with feather or finger. strong mustard and water Swallow sweet oil or whites of eggs. Acids are antidotes for alkalies, and vice versa. When the Boat Overturns. Drink hot water or DON'T go out in a pleasure boat without being assured that there are life-saving buoys or cushions aboard sufficient to float all on board in case of an upset or collision. All persons should be seated before leaving shore, and no one should attempt to exchange seats in midstream or to put a foot on the edge or gunwale of the boat to exchange seats. Where the waters become rough from a sudden squall or passing steamers, never rise in the boat, but settle down as close to the bottom as possible, and keep cool until the rocking danger is passed. If overturned, a woman's skirts, if held out by her extended arms, while she uses her feet as if climbing stairs, will often hold her up while a boat may pull out from the shore and save her. A non-swimmer, by drawing his arms up to his side and pushing down with widely extended hands, while stair-climbing or treading water with his feet, may hold himself several minutes, often when a single minute means a life; or throwing out the arms, dog fashion, forward, overhand and pulling in, as if reaching for something-that may bring him in reach of help. Bules in Case of Fire. CRAWL on the floor. The clearest air is the lowest in the room. Cover head with woollen wrap, wet if possible. Cut holes for the eyes, Don't get excited. Ex-Chief Hugh Bonner, of the New York Fire Department, gives the following rules applying to houses, flats, hotels, etc.: Familiarize yourself with the location of hall windows and natural escapes. Learn the location of exits to roofs of adjoining buildings. Learn the position of all stairways, particularly the top landing and scuttle to the roof. Should you hear cry of fire," and columns of smoke fill the rooms, above all KEEP COOL. Keep the doors of rooms shut. Open windows from the top. Wet a towel, stuff it in the mouth, breathe through it instead of nose, so as not to inhale smoke. Stand at window and get benefit of outside air. If room fills with smoke keep close to floor and crawl along by the wall to the window, Do not jump unless the blaze behind is scorching you. Do not even then if the firemen with scaling ladders are coming up the building or are near. Never go to the roof, unless as a last resort and you know there is escape from it to adjoining buildings. In big buildings fire always goes to the top. Do not jump through flame within a building without first covering the head with a blanket or heavy clothing and gauging the distance. Don't get excited; try to recall the means of exit, and if any firemen are in sight DON'T JUMP. If the doors of each apartment,especially in the lower part of the house, were closed every night before the occupants retired there would not be such a rapid spread of fames. Automobile Industry. THE selling season of automobiles for 1906 practically closed October 1, on which date American manufacturers and agents had disposed of nearly all of their 1906 models they carried in stock. The construction of 1907 models had begun. There were in use in the United States up to that time approximately 120, 000 pleasure cars of various models and horse-power, and 10,000 motor vehicles of the commercial type (light delivery wagons and trucks). The pleasure cars in use ranged in price from $650 to $2,000 for American built runabouts, $1,000 to $6,000 for American built touring cars, and from $4,500 to $11,500 for touring cars of English, German, French and Italian make. Fixing the average cost value of these as nearly as can be estimated at $2,000 for vehicles of the pleasure type, and $2,700 for those of commercial type, the total valuation of all types of motor cars in use, electric and gasoline, is given at $267, 000, 000. PRODUCTION IN THE UNITED STATES. The fiscal year of the automobile industry opens and closes on or about October 1. The season, however, has varied in the last three years, due to the demand and the scarcity of supply, which had the effect of hurrying new models on the market ahead of the season. From October 1, 1905, to October 1, 1906, 130 manufacturers (as against 100 for the preceding year) produced approximately, 40,000 automobiles, as against 26,000 for the year preceding. The approximate value of this output was $60,000,000. The capital employed in the industry on October 1, 1906, was about $45,000,000, with a number of new factories in course of construction, Old established factories had added largely to their capacities, and more than 150 new corporations chartered for the manufacture of automobiles and motors, were at that time in twelve cities of the Union. IMPORTS AND EXPORTS. In the twelve months ending June 30, 1906, the number of automobiles imported into the United States was 1,106: valued at $3,844,505. During the same period the exports were 113 automobiles; valued at $653, 450. IMPROVEMENTS AND PRICES. The improvements in the automobiles of the American manufacture, to the end of obtaining greater structural strength and simplicity of mechanism and control, have been very marked during 1906, with the promise of much more in this direction for 1907. This has been demonstrated by the excellent performance of fifty-two cars, representing thirty-seven different makes, in the Glidden tour on July, 1906. In this contest, the cars, each carrying its full complement of passengers and baggage, travelled a distance of 1,134 miles, the route extending from Buffalo through New York State into Canada, and thus through the State of Maine to Bretton Woods, in New Hampshire. Although the contest was exceedingly severe, the cars being compelled to travel a given distance on the schedule time each day of the seventeen days of the tour, without repair or attention other than their drivers could give them during their running time, thirteen of the number finished with perfect scores. Others were penalized only because of tire troubles, and not more than six of the entire number failed to cover the distance and arrive at their destination on the day set for the finish. Prices have in no instance declined during the past year. On the contrary, in many i tances they have advanced, owing to the ever-increasing demand. Makers claim, however, that they are to-day producing a far better car than ever before for the same or very little more money. COMMERCIAL VEHICLES. The manufacturer of vehicles for commercial purposes will, in the opinion of the oldest and largest automobile builders, very soon form the backbone of the industry in the United States. Electrically propelled trucks and delivery wagons have in past years been preferred by business houses and corporations to the gasoline-driven type, because of their greater simplicity of operation and control. The qualifications demanded by the buyer of electrics to-day are that trucks must be able to cover a distance of forty miles carrying two tons of freight. To that end manufacturers are struggling to comply with the requirements. Builders of gasoline cars, foreseeing the vast proportions which the commercial motor industry is sure to assume, have and are continuing to make great improvements in this type of wagon; and new converts are being made in considerable numbers with each succeeding month. It is a well known fact that many great corporations, employing in the aggregate tens of thousands of horse-drawn vehicles, are only waiting for the perfection of the gasoline wagon for commercial use, to substitute it, as being more effective and economical than horse power. When that time arrives, the automobile industry will quickly take its position as among the billion dollar industries of the United States. ELECTRIC VEHICLES. Manufacturers of electric pleasure vehicles have made decided improvements in their product during the past year. By the use of nearly fractionless bearings, the even distribution of weight, and increased battery power, without increased weight, have given the electric runabout a greatly increased touring radius, so that to-day a journey of 100 miles or more, without recharging, is practicable. In October one of the largest agents in this country of automobiles, took an electric car for which they are the Metropolitan agents, and ran it from the City of New York to the City of Philadelphia, a distance of 107 miles, on one charge. Still further improvements in this direction are promised for the year of 1907. ROADS AND LEGISLATION. That the motor car has been a great factor in the improvement of the public highways, is shown by the public awakening to the shameful road conditions and the demand for immediate highway improvement during the past two years, in New York, New Jersey, Pennsylvania and the New England States may be credited directly to the growth and influence of the automobile industry, and to the efforts of motor car owners and automobile clubs, AUTOMOBILE SHOWS. The National Shows of 1907 are to be held in New York and Chicago, that in New York to open at Madison Square Garden January 17, under the auspices of the Association of Licensed Automobile Manufacturers, and that at Chicago in February, under the auspices of the National Association of Automobile Manufacturers. The American Motor Car Manufacturers' Association inaugurated a new policy for the show season of 1906 and 1907, by holding its show at the Grand Central Palace in New York, in December of 1906, under the auspices of the Automobile Club of America, Localshows in the smaller cities have been refused sanction by the controlling organizations for 1907. AUTOMOBILE INDUSTRY-Continued. THE AMERICAN AUTOMOBILE ASSOCIATION. The following are the officers of this organization, which has its headquarters at No. 1 Madison Avenue, New York. OFFICERS-President, John Farson, Chicago Automobile Club. First Vice-President, William H. Hotchkiss, Automobile Club of Buffalo. Second Vice-President, Dr. Milbank Johnson, Automobile Club of Southern California. Third Vice-President, Lewis R. Speare, Bay State Automobile Association. Treasurer, George E. Farrington, Automobile Club of New Jersey. Secretary and General Counsel, Sidney S. Gorham, Chicago Automobile Club. Directors, John Farson, Chicago Automobile Club. William H. Hotchkiss, Automobile Club of Buffalo. Dr. Milbank Johnson, Automobile Club of Southern California. Lewis R. Speare, Bay State Automobile Association. George E. Farrington, Automobile Club of New Jersey. William A. Rolfe, Massachusetts Automobile Club. Asa Goddard, Worcester Automobile Club. Dr. F. E. Constans, Brockton Automobile Club. Dr F. W. Brandow, Berkshire Automobile Club. S. L. Haynes, Automobile Club of Springfield. R. L. Lippitt, Rhode Island Automobile Club. Dave H. Morris, Automobile Club of America. A. R. Pardington, Long Island Automobile Club. F. H. Elliott, Syracuse Automobile Club. S. H. Woodworth, Rochester Automobile Club. N. M. Pierce, Binghamton Automobile Club. A. G. Batchelder, New York Motor Club. F. R. Pratt, New Jersey Automobile and Motor Club. G. A. Post, North Jersey Automobile Club. W. E. Edge, Atlantic City Automobile Club. J. H. Edwards, Automobile Club of Hudson County. K. G. Roebling, Mercer County Automobile Club W.C. Temple, Automobile Club of Pittsburgh. H. Bartol Brazier, Automobile Club of Philadelphia. W. T. White, Cleveland Automobile Club. Val Duttenhofer, Jr., Automobile Club of Cincinnati. W. S. Belding, Automobile Club of Maryland. Asa Paine, Florida E. C. Automobile Association. A. B. Lambert, Automobile Club of St. Louis. E. H. R. Green, Dallas Automobile Club. AUTOMOBILE EVENTS. Wm. K. Vanderbilt, Jr., is the donor of the cup which is responsible for the Vanderbilt Cup race held annually in this country. The conditions of the deed of gift were that the contest was to be held annually in this country for two succeeding years, after which it was to go to the club through which the winner was entered. This was, however, waived by the Automobile Club of France in 1905, and the present indications are that the cup will remain in this country, to be contested yearly on this side of the water. Charles J. Glidden is the donor of the trophy for endurance touring, and is responsible for the yearly event of the Glidden Tour. The intention of the donor was to satisfy the motorist which par ticular car could endure the strain of six or more days' continuous tour. The regulations and conditions, however, have not been brought to a successful completion as yet, many disagreeing as to the administration of rules as they are now set forth, and daily efforts are being made to compile some method that will give a more tangible and comprehensive result. TRADE ORGANIZATIONS. The industry is well organized, and controlled by the following Associations: NATIONAL ASSOCIATION OF AUTOMOBILE MANUFACTURERS. President, E. H. Cutler; First Vice-President, G. W. Bennett: Second Vice-President, Albert L. Pope; Third Vice-President, S. D. Waldon; Treasurer, William R. Innis; Secretary, Percy Owen; General Manager, S. A. Miles. Executive Committee-S. T. Davis, Jr.; Windsor T. White, Charles Clifton, Percy Owen, Boy D. Chapin, S. D Waldon, William R. Innis, C. C. Hildebrand, M. J. Budlong, E. H. Cutler, Albert L. Pope, G. W. Bennett, M. L. Goss, L. H. Kittredge, Marcus I. Brock. Office, 7 East Forty-second Street, New York City. ASSOCIATION OF LICENSED AUTOMOBILE MANUFACTURERS. President, Charles Clifton; Vice-President, William E. Metzger; Secretary, L. H. Kittredge; Treasurer, H. H. Franklin. Executive Committee-Charles Clifton, F. L. Smith, E. H. Cutler, M. J. Budlong, and S. T. Davis, Jr. AMERICAN MOTOR-CAR MANUFACTURERS' ASSOCIATION. Chairman, James Couzens; Vice-Chairman, A. C. Newby; Treasurer, J. B. Bartholomew; Secretary, William Mitchell Lewis; Auditor, Benjamin Briscoe; General Manager, Roger B. McMullen. Office, 828 Marquette Building, Chicago, Ill. Gilson. MOTOR AND ACCESSORY MANUFACTURERS. President, H. Winfield Chapin; First Vice-President, H. E. Raymond; Second Vice-President, G. L. Weiss; Third Vice-President, Clarence E. Whitney; Treasurer, W, S. Gorton; Secretary, J. W. Board of Directors-H. T. Dunn, P. S. Steenstrup, William Gray, H. S. White, C. S. Mott, M. H. Moffitt, D. J. Post. Office, Syracuse, N. Y. NATIONAL ASSOCIATION OF ENGINE AND BOAT MANUFACTURERS. President, John J. Amory; Fit Vice-President, H. A. Lozier; Second Vice-President, C. A. Strellinger; Third Vice-President, H. R. Sutphen; Treasurer, J. S. Bunting; Secretary, Hugh S. Gambel, Office, 314 Madison Avenue, New York. ASSOCIATED PATENTS HOLDINGS COMPANY. Incorporators-Charles Clifton, Buffalo, N. Y.; E. R. Thomas, Buffalo, N. Y.; J. H Stilwell, Syracuse, N. Y.; E. H. Cutler, Springfield, Mass.; Marcus I. Brock, Ardmore, Pa.; Elwood Haynes, Kokomo, Ind.; James Becker, Clyde, Ohio. The Motor Cycle. THE production of the improved motor cycle, which is already an immense industry in European countries, will be greatly enlarged in the United States during the current year, thirty-one manufacturing firms being already engaged or preparing plants to engage in the business. Several of these are large automobile manufacturing houses. The number of motor-cycles made in the United States since 1900, when interest first began to be manifested in this special method of propulsion, is approximately 40,000. The imports from abroad are large and increasing, and the industry will soon rank in this country with that of automobile production. |