SPORT.

The following entries were received for the Vanderbilt Cup Race to which reference was made in the October issue. Since then the 2 entries made by the White company have been withdrawn.

FRANCE.

Entered by H. P. and automobile. Driver. Panhard & Levassor, 90, Panhard, M. Teste Panhard & Levassor, 90, Panhard, G. Heath Panhard & Levassor, 90. Panhard.

Clement-Bayard, 80, Clement, A. Clement W. G. Brokaw, 90, Renault, M. G. Bernin R. E. Jarrige, 90, De Dietrich, L. Regan

GERMANY

C. G. Dinsmore, 60, Mercedes.....Wernes S. B. Stevens, 60, Mercedes. Owner E. R. Thomas, 60, Mercedes. .E. Hawley George Arents, Jr., 60, Mercedes, C. Mendel Isadore Wormser, 60, Mercedes.

ITALY.

A. G. Vanderbilt, 90, Fiat.......P. Sartori William Wallace, 90, Fiat. . Owner

UNITED STATES.

White S. M. Co., steam, White, R. T. White White, S. M. Co., steam, White, Webb Jay Pope Motor Car Co., 60, Pope-Tol, A. C. Webb Pope Motor Car Co., 80, Pope-tol, H. Lyttle Packhard M. C. Co., 30, Packard,

C. A. Duer, 40, Royal... S. & M. Simplex.

C. Schmidt Joseph Tracy Frank Croker

The race will have been won long before this issue of RECREATION goes to press, but I predict that this big event will be won by a foreign car. One reason for this is that there are 13 starters in the foreign class and only 5 starters in the American class. A number of the foreign built racers will be driven by professionals who have had long experience in the long distance automobile road races held abroad. This is the first American affair of the kind and our drivers are green at it. That is one reason more American firms have not entered. Some manufacturers who would have liked to enter cars could not do so. Others hesitated at the expense because these big racers cost thousands of dollars and incidental expenses are great.

UTILITY.

A newspaper has this to say about the future of the automobile:

"In a few years there will not be a street car track in New York.

"Five years ago there were no automobiles. During the last 12 months our automobile output exceeded in value all the locomotives built in America by $20,000,000, and the industry is scarcely out of its infancy. The trolley car and the draught horse will go together; there is no

room in the crowded streets of our largest cities for either."

It is rather bold to predict the disappearance of the trolley car from the streets of the large cities in a few years, but that the country trolley is doomed seems less open to argument. A few years is an indefinite time, and as a matter of fact the betterment of the roads makes it so. Trolley cars run on smooth rails and in order to reduce the cost of tires for heavy automobiles, the roads must always be kept smooth and perfect. The idea of automobiles instead of trolleys appeals to one, for the change would mean the abandonment of the unsightly poles and wires, the eliminating of steel rails and the restoration of the highway to its pristine beauty, as it was in the old stage coach days. Power omnibuses have begun to be used in England and with such success as to cause comment at several meetings of steam railroad officials. In this country there is at least one case where the street car rails have been taken up and automobiles employed. The movement has begun.

Joints are numerous, often unnecessarily so, in most modern motor designs, and any improvement which reduces their number or size is to be welcomed, provided it does not involve too complicated castings or costly renewals. Some joints will be inevitable in any design, and the principal materials for making them are soft metals, fusible or infusible, such as lead and copper; asbestos, in the form of soft or hard sheet, string, and sheet of a third variety on a wire gauze base and containing some rubber admixture, which, though used for steam pipe joints, is to be avoided for most motor car purposes; leather, rubber, and finally the old familiar hemp and red lead, mixed with an equal part of white lead and made into a thick paste with linseed oil. This is always useful when making screwed unions in pipes which do not have to be often disunited.

One principle to be borne in mind when making joints is that the thinner the packing is the better, and the thin hard blue asbestos sheet is most satisfactory, especially where a water joint is unavoidable. For this purpose the sheet should be soaked in linseed oil, or smeared with tallow made into a thin cream with a petrol, which ensures its rapidly penetrating the sheet. The sheet may also be blackleaded on each surface to render its removal easier when the joint is to be re-made; but with a difficult joint this is better omitted.-Motor Car Journal.

This season's automobile racing on the tracks of the various large cities has been successful from a financial standpoint, large crowds assembled to see giant racers whirl about the course at more than express train speed. Undoubtedly the element of danger has drawn many and that the danger continues to exist is proven by several severe accidents. Such accidents have resulted from one important reason, namely, the dense clouds of dust raised by the racing cars, which, following close on each other, are sometimes entirely obscured. The sense of direction being lost, a car running at full speed crashes into the fence. The remedy is clear. The tracks should be well sprinkled. Oil can not be used on horse tracks, but water can, and if it had been liberally applied to some of the tracks this summer accidents would have been fewer.

The mile record for circular track was reduced this season to 52 4-5 seconds; this is at the rate of about 100 feet a second or nearly 69 miles an hour. This feat was performed by Earl Kiser, the old bicycle racing man, driving Alexander Winton's Bullet No. 2. The record for the straight away mile made at Ormond Beach by W. K. Vanderbilt, Jr., remains unbroken, one mile in 39 seconds; over 92 miles an hour.

Skidding is not uncommon with automobiles, and, as a source of possible danger, has received considerable attention from manufacturers, a number of appliances having been devised to render skidding, or side slipping, impossible. In turning the machine into dangerous places on asphalt pavements, the car is apt to slide or strike the edge of the curb unless great care is taken to operate the car slowly and carefully. No anti-skidding trials have been held in America, but a number of them have been promoted abroad, and have been of great value in showing the advantage of some of the details designed to prevent the skidding of an automobile on a greasy road or pavement. The results show that although many of these devices are of great value, they will not be an absolute preventive when the car is being driven by a careless operator. At the automobile show in New York last January there were an unusually large number of automobiles on the streets, moving among crowds of people. It was almost impossible for horse vehicles to proceed at all, whereas the automobiles were entirely at home and little skidding was noticeable. A great deal of sliding is due to a desire to go too fast through city streets.

Some interesting trials of small cars were recently held in Hereford, England, under the supervision and rules of the

Automobile Club of Great Britain. This test was confined entirely to cars of light weight and prices under £200, or $1,000. Such cars appeal to the average purchaser as a substitute for the ubiquitous horse and buggy. The summary of the results shows that 38 cars were entered, none having less than 6 horse power or more than 10 horse power. Of these 38 cars, 9 broke down and retired before the conclusion of the trials, which consisted of 12 runs of 50 miles each. Four cars made 12 non-stop runs, 4 cars made 11 non-stop runs, and 5 cars made 10 non-stop runs. In short, the light cars performed with notable regularity and reliability, and demonstrated to many the improvement which has been going on in the light car class.

Charles J. Glidden, of Boston, is run ning his automobile touring car around the world. He has just arrived at Vancouver, B. C., having left Boston at the start of the St. Louis automobile run. Mr. Glidden made an extraordinary average of 23 miles an hour, but this was accomplished by removing the regular wheels from his car and replacing them with flanged wheels so that the car could be run on rails. In this manner Mr. Gilder drove his car from Minneapolis to Vancouver over the Canadian Pacific tracks, after attaining terrific speed of 60 miles an hour or more and beating the schedule of the fastest trains.

Mr. Alfred Harmsworth, the well known English publisher, is in this country, and was recently interviewed by a New York Herald reporter. Mr. Harmsworth, as one of the most prominent automobilists in England, has had much experience in the sport, and made a somewhat surprising statement that there was no necessity for Americans to go abroad to buy their automobiles. Mr. Harmsworth has made a careful study of some of the later types of American machines, and says that in his opinion they are excellent in every way, thoroughly reli able, and very stylish cars.

Careful drivers are not killed in motor accidents, unless someone else runs into them. If you keep cool and hold the steering wheel firmly a burst tire can not cause any accident, even if running at full speed. If you do not know how to drive, you are sure to cause accidents. Many paid drivers should not be trusted with a car. If you wish a reliable driver address the automobile club in your vicinity, and do not take the first comer just because he wears an auto coat and cap.-Tutomobile Topics.

Russian whiskers don't seem quite equal to Japanese brains, on the field of battle.

SUMMER FIELD WORK, U. S. BUREAU OF

FORESTRY.

The past summer was the most active season in the federal forest service since the organization of the Bureau of Forestry. Organized parties of trained foresters did practical forestry work and conducted forestry investigations in 32 States and Territories. Practically every available man in the service was sent into the field, so that the bureau offices in Washington were deserted by all but the chiefs of the various sections and their clerical force.

California was the seat of the greatest activity, on account of the large amount of work the Bureau is doing in co-operation with the State. The State appropriated $15,000 for 2 years at the last session of the Legislature for an investigation of the forest conditions of the State and for a careful forest map. Thirty professional foresters, besides numerous forestry students and lay assistants, were employed in the California work alone.

Particular mention should be made of the work of the section of Forest Reserve Boundaries. The men in this section are cruising the present unreserved public lands which are forested to ascertain what lands should be permanently reserved from entry and held as forest reserves. They are working chiefly in Montana, Wyoming, Colorado, Utah, New Mexico, Arizona, Washington, Oregon and California. The men work either alone or in pairs and frequently cover as much as 4 million acres in a season. The work is done on horseback in a country where the roads are frequently mere spotted lines or scars on the rocks, and is the most severe and dangerous work in any branch of the government service.

Following is a brief statement of the kind of work, the locality and the men employed in the field service of the Bureau the past summer:

quarters, Occidental Hotel, San Francisco, Cal.; assistants, W. F. Hubbard, E. H. Hareford; P. D. Kelleter, C. G. Smith, A. R. Powers, and A. E. Cohoon.

Study of sugar pine and Western yellow pine A. W. Cooper; assistants, W. J. Wade, R. H. Allen, W. L. Porterfield, G. J. Traugott, B. J. Teasdale, E. R. Secrest, and G. H. Cecil.

Study of tanbark oak of Pacific coastProfessor. W. L. Jepson; permanent address, Berkeley, Cal.

Special studies of California trees, 4 leaf pine, Torrey pine, Bishop pine-Professor W. R. Dudley; permanent address, Stanford University, Cal.

Study of native and exotic acacias-Professor A. V. Stubenrauch; permanent address, Berkeley, Cal.

Cooperative planting plan for Griffith Park-G. B. Lull, Hollenbeck Hotel, Los Angeles, Cal.; assistants, H. O. Stabler, C. H. Sellers, and T. C. Zschokke.

Work on the Government nursery, San Gabriel Forest Reserve-T. P. Lukens, Pasadena, Cal.; assistants, A. T. Searle and W. F. Sherfesee.

Study of chaparral, Santa Barbara Forest Reserve and Southern Sierras-L. C. Miller, Hollenbeck Hotel, Los Angeles, Cal.; assistant, W. R. Mattoon.

Study of forest reproduction, Southern Sierras-J. D. Guthrie, Santa Barbara, Cal.; assistant, S. J. Flintham.

Study of forest fires and methods of prevention, Northern California, in cooperation with the State-E. A. Sterling, Occidental Hotel, San Francisco, Cal.

Timber tests on red fir and Western hemlock in cooperation with the University of California-Professor L. E. Hunt, Berkeley, Cal.; assistant, Rolf Thelen.

Louisiana Purchase Exposition, St. Louis, in cooperation with several railroads--G. E. Clement, Missouri Botanical Gardens, St. Louis, Mo.; assistant, R. W. Ayres.

Special timber tests, Louisiana Purchase Exposition, in cooperation with several railroads-Dr. W. K. Hatt, headquarters, Purdue University, Lafayette, Ind.; assistants, H. D. Hartley, G. W. Noyes, and M. Cline, Missouri Botanic Gardens, St. Louis, Mo.

Chemical experiments, with special reference to wood preservation and moisture contents of wood, St. Louis-E. B. Fulks, Missouri Botanical Gardens, St. Louis, Mo.

ΜΟΝΤΑΝΑ,

Study of Western yellow pine-S. J. Record, Kalispell, Mont.; assistants, Max Rothkugel and J. F. Bond.

NEBRASKA.

Work on Government nursery, Dismal River Forest Reserve-C. A. Scott, Halsey, Neb.; assistants, F. W. Besley, W. H. Mast, F. B. H. Brown, E. C. Clifford, H. C. Neel, A. E. Oman, and T. D. Woodbury.

Study of results of forest planting, Eastern Nebraska-F. G. Miller, Station A, Lincoln, Neb.; assistants, L. M. Goodding, W. I. Hutchinson, G. W. Peavy, J. D. Warner, and L. L. White.

Study of forest replacement in Nebraska -Professor C. E. Bessey, Lincoln, Neb.

NEW HAMPSHIRE.

Working plan for Ansel Dickinson estate in Southern New Hampshire, in cooperation with the owner-C. A. Lyford, Ashuelot, N. H.; assistants, W, B. Piper and A. T. Boisen.

NEW MEXICO.

Seasoning and treating experiments, and tests of special forms of ties, in cooperation with Southern Pacific and Santa Fe railroads-H. A. Paul, Las Vegas, N. M.; assistant, Frederick Dunlap.

NEW YORK.

Execution of working plan for U. S. Military Academy, West Point, N. Y., in cooperation with the War Department-R. L. Marston, permanent address, 270 Crown street, New Haven, Conn.

Seasoning experiments on maple, beech, and birch crossties, with special reference to different methods of piling, in cooperation with New York Central Railroad-W. R. Wheaton, Utica, N. Y.

NORTH CAROLINA.

Seasoning experiments on juniper poles, with special reference to effect of rafting, in cooperation with American Telegraph and Telephone Co.-D. G. Kinney, Wilmington, N. C.; assistant, J. Appleton.

SOUTH DAKOTA,

Study of Western yellow pine in South Dakota-H. M. Curran, Nemo, S. D.; assistants, J. E. Keach, F. L. Pray, C. L. Hill, F. M. Patton, and E. G. Cheyney.

Study of results of forest planting, Eastern South Dakota-J. M. Fetherolf, Sioux Falls, S. D.; assistants, J. P. Wentling, H. B. Holroyd, S. G. Smith, O. T. Swan, and L. von Wernstedt.

Inspection of field work-G. L. Clothier. (Also in Illinois and Nebraska, and preparing of planting plans in Oregon.)

TEXAS.

Working plan and planting plan for New York and Texas Land and Cattle Company, in Western Texas, in cooperation with the company-H. H. Chapman, Amarilla, Texas. Party from Forest Extension, J. Fred Baker, W. B. Hadley and A. S. Peck.

Investigation of different methods of piling and laying ties, and tests of special forms of ties, in coöperation with Southern Pacific and Sante Fe railroads - Frank Tompkins, Somerville, Tex.

Tie-seasoning experiments, in cooperation with the Southern Pacific and Sante Fe railroads-H. J. Brown, Silsbee, Tex.; assistant, C. E. Feagin.

Study of forest conditions of the Big Thicket country-Prof. W. L. Bray, Austin, Tex.

Greeley, preliminary examinations in Tennessce; H. D. Foster, preliminary examinations in North Carolina; H. G. Merrill, with working-plan party on tract of United States Coal and Oil Company in West Virginia; J. S. Holmes, commercial tree study at Townsend, Tenn.; assistants, D. Skeels, T. A. Casey, J. R. Weir, J. E. Gow, H. D. Burrall, W. H. Kempfer, J. E. Lagdameo.

MIDDLE WEST.

Study of second growth-R. G. Zon. Woodlot examinations-W. G. Weigle.

WESTERN STATES.

Seasoning and treating experiments in Washington, Wyoming, New Mexico, and Texas, in co-operation with the Northern Pacific, Southern Pacific, and Sante Fe railroads-R. P. Imes; headquarters, Missouri Botanical Gardens, St. Louis, Mo.

Tie-seasoning experiments on lodgepole pine and Western hemlock, Sheridan, Wyo., and Tacoma, Wash., in co-operation with Northern Pacific Railroad, H. B. Eastman.

Examination of lands for, new forest reserves, additions to existing forest reserves, and relcases of reserved lands.

In Montana and Wyoming-Coert Du Bois; assistants, Elers Koch, J. H. Hatton, and W. H. B. Kent.

In Colorado, Utah, New Mexico, and Arizona-R. E. Benedict; assistant, R. V. R. Reynolds.

In Washington, Oregon, and California -H. J. Tompkins; assistants, R. B. Wilson and F. W. Reed.

Study of forest grazing-A. F. Potter.

RAILROAD TIES.

The annual consumption of ties on the 203.132 miles of railroad track in this country is 114,000,000. Every year finds it harder for the railroads to get their supply. Granite, metal and concrete ties have been experimented with but nowhere permanently adopted and the indications are that wooden ties are not soon to be displaced. In Europe the railroads have for a long time been treating their ties by various chemical processes which have more than trebled their lives, but so far this country has been loath to bear the extra expense of preserving ties. The Bureau of Forestry has been conducting experiments along these lines for some time. The latest results of these investigations are given in Bulletin 50 of the Bureau: Cross Tie Forms and Rail Fastenings with Special Reference to Treated Timbers, by Dr. Hermann von Schrenk.

William Tell was boasting of his steady

nerve.

"Yes," said a friend, "I know about that apple incident, but did your wife ever find a yellow hair on your coat?"

And Bill shut up.-Milwaukee Sentinel.