to ascertain the practical
value of a leather friction surface which has been substituted for
the rubber one previously used. The vehicle, which was operated by
Mr. Bemis, started from the corner of Hancock avenue and Spruce
street and went up the avenue, up Hancock street and started down
Florence street, working finely, but when about half-way down the
latter street it stopped short, refusing to move. Investigation
showed that the bearing had been worn smooth by the friction and a
little water sprinkled upon it put it in running condition again.
The rest of the trip was made down Florence and down Spruce street,
to the residence of the inventors. They hope to have the vehicle in
good working condition soon.

[Illustration: FIGURE 24.--RUNNING GEAR OF DURYEA VEHICLE, showing the
second engine and other parts as used in January 1894.]

The same evening, the late edition ran a brief paragraph stating that
"the test was made to determine the value of a leather friction surface
for propelling the wagon, that had been substituted in place of the
rubber surface, used in the former test." Bemis, according to Frank
Duryea's recollection, was not impressed with the performance of the
machine, saying "the thing is absolutely useless," and for a time it
appeared that further support from Markham would not be forthcoming.
Frank, believing eventual success to be near, drew up plans showing his
geared transmission, and with these managed to gain Markham's partial
support. Money for material and use of the shop was to continue, but
Frank was to complete the work on his own time.

Now receiving no salary, Frank worked hurriedly on the transmission
throughout late November, December, and the first two weeks of January.
First discarding the old friction drum and shaft, and the shipper-fork
carriage, he bolted a rawhide bevel gear to the lower surface of the
flywheel. This turns two bevel gears, in opposite directions, on a
countershaft directly underneath, approximately in the position of the
old jackshaft. The right bevel gear is secured to the main countershaft
on which two clutches are mounted, one on each side of the crankshaft.
On a sleeve turning freely around the countershaft is mounted the
reverse bevel gear and clutch. Three free-running clutch drums, the
right one carrying the high-speed gear, the two on the left carrying the
combination low speed and reverse gear be