Friday, January 18, 2019

"Motorcycle Men" Podcast Interview

The Wyman Project is pleased to share a podcast interview on the Motorcycle Men show, hosted by Ted "Wrongway" Kettler, 

Motorcycle Men - Episode 179 - Interview with Tim Masterson of the George A. Wyman Memorial Project, conducted Wednesday, January 16, 2019

Friday, September 21, 2018

Truckee Waypoint Hosting

We are pleased to announce the Truckee California Information Center in partnership with the Truckee Donner Historical Society, have joined the Project as the hosting authority for the 520.2 Truckee Wyman waypoint.   The California Welcome Center is housed in the historic Truckee Depot.
Truckee California Information & Welcome Center
Ruth Gersey, Director of Operations at the California Welcome Center and Chaun Mortier, Research Historian at the Truckee Donner Historical Society are working together to mount the Wyman memorial plaque, Journey and Waypoint posters inside the Truckee Depot.  Located along the historic Donner Pass road in the center of the Truckee historic district, the Depot is visited by 100,000s of people each year.

Thank you, Dave McQueeney for sponsoring the Wyman memorial plaque at the 520.2 Truckee waypoint.

Here, in Wyman's own words is the account of his journey from the hotel at the Donner Pass summit to Truckee on Wednesday, May 20, 1903.

"The next day, May 20, promised more pleasure, or, rather, I fancied that it did so, l knew that I could go no higher and with dark, damp, dismal snow sheds and the miles of wearying walking behind me, and a long downgrade before me, my fancy had painted a pleasant picture of, if not smooth, then easy sailing. When I sought my motor bicycle in the morning the picture received its first blur. My can of lubricating oil was missing. The magnificent view that the tip top the mountains afforded lost its charms. I had eyes not even for Donner Lake, the "gem of the Sierras," nestling like a great, lost diamond in its setting of fleecy snow and tall, gaunt pines.

Oil such as I required was not to be had on the snowbound summit nor in the untamed country ahead, and oil I must have - or walk, and walk far. I knew that my supply was in its place just after emerging from the snow sheds the night before, and I reckoned therefore that the now prized can had dropped off in the snow, and I was determined to hunt for it. I trudged back a mile and a half. Not an inch of ground or snow escaped search; and when at last a dark object met my gaze I fairly bounded toward it. It was my oil! I think I now know at least a thrill of the joy experienced by the traveler on the desert who discovers an unsuspected pool.

Donner Snow Shed, c.1890
The oil, however was not of immediate aid. It did not help me get through the dark, damp, dismal tunnel, 1,700 feet long, that afforded the only means of egress from Summit. I walked through that, of course, and emerging, continued to walk, or rather, I tried to walk. Where the road should have been was a wide expanse of snow - deep snow. As there was nothing else to do, I plunged into it and floundered, waded, walked, slipped, and slid to the head of Donner Lake. It took me an hour to cover the short distance. At the Lake the road cleared and to Truckee, 10 miles down the canyon, was in excellent condition for this season of the year. The grade drops 2,400 feet in the 10 miles, and but for the intelligent Truckee citizens I would have bidden good-bye to the Golden State long before I finally did so.

Truckee to Boca RR crossing
USGS, c. 1905
The best and shortest road to Reno? The intelligent citizens, several of them agreed on the route, and I followed their directions. The result: Nearly two hours later and after riding 21 miles, I reached Bovo(sic), six miles by rail from Truckee. After that experience I asked no further information, but sought the crossties, and although they shook me up not a little, I made fair time to Verdi, 14 miles. 

Verdi is the first town in Nevada and about 40 miles from the summit of the Sierras. Looking backward the snow-covered peaks are plainly visible, but one is not many miles across the State line before he realizes that California and Nevada, though they adjoin, are as unlike as regards soil, topography, climate, and all else as two countries between which an ocean rolls. Nevada is truly the "Sage Brush State." The scrubby plant marks its approach, and in front, behind, to the right, to the left, on the plains, the hills, everywhere, there is sage brush. It is almost the only evidence of vegetation, and as I left the crossties and traveled the main road, the dull green of the plant had grown monotonous long before I reached Reno, once the throbbing pivot of the gold-seeking hordes attracted by the wealth of the Comstock lodes, located in the mountains in the distance. That most of Reno's glory has departed did not affect my rest that night."

Across America on a Motor Bicycle - "Over the Sierra's and Through the Snow Sheds" by George A. Wyman, The Motorcycle Magazine, June 1903, Vol 1 No 1
San Francisco, CA to Reno, NV
May 16 to May 20, 1903

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Tuesday, September 4, 2018

Wyman Tribute on the Salt Flats

Wyman rode a 1902 'California' motor bicycle across America in 1903.  Today, the sport of motor bicycling is alive thanks to small groups of enthusiasts.  One such group is the Motor-Assisted Bicycle Forum.  Despite the technological advances of two wheeled vehicles over the years, these enthusiasts focus on modifying the basic bicycle with small displacement motors.  Motorized bicycling is a two-wheeled sport with roots going back the birth of the motorcycle at the turn of the last century.

Speeding across the Bonneville Salt Flats

'Sabrina 2'  Motorized Bicycle, #T1903
Members of the Motor-Assisted Bicycle Forum have entered Sabrina 2 in the Utah Salt Flats Racing Association - 130 MPH Club. This racing class is specifically for vehicles with a top speed less than 130 MPH.  The One Mile rookie track is a 'time only' event.  Sabrina 2's 3.25hp single-speed belt-drive is reminiscent of early motorcycles up to around 1920, and the crew expects to post competitive speeds in this class.   Speed/Time trials of the Sabrina 2 begin daily,  9am to 6pm Friday, September 14th and run through Sunday, September 16th.  If in the area, you are welcome to stop by and watch the Sabrina 2 go through her time trials.  Wyman Waypoint patches available from the Sabrina 2 pit crew.
  • Rider Jimmy Brackett 
  • Owner/builder Augie Deabler 
  • Co-conspirator Pete Rasmussen 

You Are Invited!
Post racing celebrations will start at 11 am Tuesday, September 18th at Ogden's Union Grill, site of LH Becraft bicycle shop where Wyman stopped on May 28, 1903.  Restaurateur Laura D'Hulst is rumored to have some special Wyman themed dishes for all who attend.  Wyman Waypoint patches available from the Sabrina 2 pit crew.

Wyman Waypoint - 528.2 LH Becraft Bicycle Shop
Sponsored by Motor-Assisted Bicycle members
Waypoint Patch

Sabrina 2 Sponsors 

The George A. Wyman Memorial Project, Honorary Sponsor

Jim "TheWheelmaster" Burkman

Union Grill Ogden Utah

Golden Eagle Bike Engines

Wednesday, August 1, 2018

The Merit of Wyman's Performance

George A. Wyman as he Appeared
at the end of his Cross-Continent Ride

(The following article appeared in The Motorcycle Magazine in November, 1903)

It is doubtful if even those motorcyclists who have followed the story of George A. Wyman's trip across the continent, form San Francisco to New York, which was concluded in the Motorcycle Magazine last month, appreciate fully how exceptionally excellent a performance it was.  Now that the narrative has been completed and a review of the whole trip can be taken, it stands out in its entirety as a supreme triumph for the motor bicycle.  It was not only the most notable long distance record by a motorcycle, but also it was the greatest long trip made in this country by any sort of a motor vehicle.  This is a fact to which attention was not called by Wyman in his story and it is one that should be emphasized.  In fact, Wyman's story was altogether too modest throughout.

No motor vehicle, other than Wyman's motor bicycle, has made the trip across the American continent within 50 days.  Several automobiles, large and small, carrying a couple of men, have made the trip across the continent since Wyman showed the way, but none has done it in so short a time as he did, so that he has the credit not only of being the first to bring a motor vehicle across the continent, but also for holding the best record time for the performance.

In calculating Wyman's time as 50 days the time was taken from the day he left San Francisco until that on which he reached New York, and in this injustice was done, because Wyman let San Francisco lat in the afternoon on May 16, and simply crossed the bay to Vallejo, where he stayed the night.  He arrived in New York City early in the afternoon on July 6, and so his total time, counting the morning of May 17, when he left Vallejo, was only 49 days, and even then no allowance is made for nearly half a d on July 6 that he was in New York City.  This is, of course, the total elapsed time.  The time lost by Wyman when he was not riding sums up to 11 days, making his net riding time 38 days, and there were circumstances particularly extenuating about his loss of time.  The records of the automobilists(sic) who have since made the trip from ocean to ocean are not only poorer than those of Wyman, but are much poorer.  Dr. H.N. Jackson, who was the first to make the trip in an automobile, was 63 days in doing it.  He left San Francisco on May 23 and arrive in New York July 25.  He had a car of 20 horsepower.  E.T. Fetch, with a 12-horsepower automobile took 61 day for the trip, leaving San Francisco June 20 and reaching New York August 21.  L.L. Whitman, the third and, up to date, the last to perform the journey, required 73 days with a runabout of five-horsepower.

Wyman had a bicycle weighing only 90 pounds with a motor on it of 1-1/4 rated horsepower.  When he lost time by laying-to during a storm it was more excusable than in the case of men with a motor many times more powerful on a car built high enough to chary the rider through ordinarily small floods dryshod(sic), and strong enough to resist the wrenching caused by the corduroy roads of the West.  Another feature of Wyman's feat that adds greatly to the credit of it is that he was alone.  Through all the dreary deserts and mountain fastnesses, he had no companion to cheer and encourage him; no one to join in the laugh and jest that reduces the apparent magnitude of the obstacles; no one to help him pull his machine out of the mud, or lift it over boulders.  Moreover, he had no shelter from the sun and rain and wind, as had all the others, in the form of big umbrellas, and he could not wear a long rubber coat as could those who rode in the automobiles.  He had no one to help him make a repair or an adjustment.  When his ears were frozen, as the were one morning in May, he could not turn over the operation of his bicycle to a companion and give attention to himself.  He had to dismount, and as his vehicle was one that would not stand alone, and there was not a post of building near against which to lean it, he had to carefully shut off his motor, find a suitable place, and carefully lay it down.  He was alone, utterly, drearily alone, with the solitude of the deserts and the mountains and all the strenuousness of his undertaking constantly confronting him.

While the automobiles had some advantage in being better able to withstand the racking strain of rough roads because of greater weight, and better able to push through sandy and muddy stretches because of higher horsepower, the advantages of the motorcycle over the four-wheelers were many and manifest.  Being a single-tracking vehicle, it had a wider range of variation in picking the best part of the roads, or trails, and could often find fair going at the edge of a muddy highway, where the four-wheelers had no choice, but to force the wheels, on one side at least, through the heavy going.  Again, it was possible for Wyman to lift his vehicle bodily from the ground and also to take to the railroad and ride between the ties or over then, which he did for about half the distance travelled.  His greatest delay was that of five days, when he waited at Chicago for a motor crankshaft to be received from San Francisco.  This should not have happened, for there was an agency for the motor bicycle Wyman was using in Chicago, and he reasonably expected to be able to get any part he wanted there.

The contrast between the trip of the motor bicycle and those made by the automobiles stands out sharply when it is remembered what expedients were frequently resorted to by the operators of the four-wheeled cars.  One carried a block and tackle and resorted to its use repeatedly.  The drivers put on big canvas flaps over the tires, or laid canvas strips for the wheels by hand over the desert sand in order to make headway in the desert.  Time and time again they were obliged to call upon men with horses to help them out of the mud or sand holes.  One of them was followed halfway across the continent by a factory expert, who used the railroad trains to go from town to town and thus remain within call when help or repairs were required.  Wyman had help only once during his whole trip, that time being when he was mired near Laramie.  The adaptability to circumstances of the man with a motor bicycle was shown when Wyman, driven from the tracks of one railroad a hundred feet to one side and "toted" his bicycle.  At another time, when driven from the tracks, he walked through a big grain field a mile or two to the highway.  Such things were impossible for the four-wheelers.

On the whole, Wyman's ride and the record he made is one that seems to demonstrate the superiority of the motor bicycle over any other style of vehicle for courier services.  Wyman's bicycle gave out utterly as a motor vehicle at Albany, and he finished by pedalling into New York, travelling over the steep hills of the Hudson River shore.  This would not have been possible for any of those who made the trip in automobiles.  Had their vehicles given out, as Wyman's did, their trip would have been ended there.

It is when the availability of the motor bicycle and the automobile for military service are considered and compared that Wyman's performance stands out in the most superior way.  Even when his motor was giving trouble and he was travelling at his slowest rate, he was doing better than a horse could have done, and his average daily headway was much better than that of any of the big cars.  Great value attaches to the trip because of the data and suggestions it affords to military authorities.  There in no reason why Wyman should not have had an extra motor crankshaft with him.  He could have carried a complete supply of new parts much easier than an automobile than an automobile could.  Allowing that under military conditions it would have been possible to have obtained parts along the road, as all the automobiles did , he still would have had an advantage, because it takes less time to make a repair on a bicycle than on a four-wheeled motor vehicle.  It would seem that in time of war when railroads are not available that two men, each on a light motor bicycle, would be the best possible dispatch bearers.  If there were to on the errand time would be saved because of the assistance one could give to the other in making repairs, and because they would make pace turn and turn about.  In case of serious mishap to either man there would be the other to on on, and if one bicycle was seriously damaged the other could continue, while if both cycles were much damaged the probability is that by rearing one apart the patch the other it could be made fit to complete the journey.

It is not often these days, even during war, that such a long and strenuous journey would be required of any man and vehicle.  Wyman's record stands, however, as a demonstration of what is possible under extremely unusual circumstances.  The demonstration teaches also that much better time will be possible with the experiences of the first attempt to guide.  In whatever way the Wyman trip is viewed, it must be conceded to be a triumphant demonstration of the practicability and many sidedness(sic) of the motor bicycle as well as an everlasting credit to the plucky young man who performed the feat.       

The Motorcycle Magazine, November 1903, Volume1, Number 6 (Digitized PDF)
The Merit of Wyman's Performance
A contemporary (1903) evaluation of the historic Wyman journey.

Read "The Story Behind the Headlines"

Return to the Across America on a Motor Bicycle page

Saturday, July 7, 2018

Epilogue - Across America on a Motor Bicycle

New York Motor Cycle Club
"While I slept at the Herald Square Hotel, my ride really ended at the New York Motor Cycle Club's rooms, No. 1904 Broadway. It was there I left the faithful little machine that had carried me some 3,800 miles. What was the exact distance  I never will be able to tell, because, as previously related, after breaking four cyclometers, I ceased to bother with the mileage.

Compared with the first cycling journey across the continent, that of Thomas Stevens in 1882, the first effort of the motor bicycle does not suffer. Mr. Stevens required 103 1/2 days to ride from San Francisco to Boston; my journey was completed in 50 days. While the idea of establishing a record was no part of my purpose, it is worthy of remark that none of the three powerful automobiles that have since crossed the continent have come near to equaling my time. With the experience gained and with a more powerful machine - the one I used was of but 1¼ horsepower - I feel confident that the journey from ocean to ocean can be made in 30 days without particularly strenuous effort. With a railway attachment, such as is in common use by bicyclists in the West, and which would permit the use of rails across the deserts of Nevada, it will be possible to more than realize the 30 days' estimate.

Wyman "Pose"
While it is true that my forks broke and the motor crank axle also gave way, these are unusual accidents; nearly all of my other troubles were minor ones, the belt being a most prolific source. But, as a whole, the motor behaved splendidly and performed its work well under many trying conditions. Its failure at Albany was really the only occasion when it gave me serious concern. Subsequent examination proved that the inlet valve had in some way become jammed so as to be immovable, at least with the means at my command. Between fear of breaking something and anxiety to reach New York, I possibly did not take the chances at making a strenuous repair that under other circumstances I would have taken. Save the forks, the bicycle also stood up well. The wonder is that it stood up at all, so terrific and so frequent was the pounding it received in the many miles of cross-tie travel. The saddle, too, deserves praise. Despite its many drenchings and mud and the heat of the desert and the banging of the railroad ties, it did not stretch or sag the fractional part of an inch, and reached New York in as good condition as when it left San Francisco."

Across America on a Motor Bicycle - "Along The Shores Of The Great Lakes And Down The Hudson To New York" by George A. Wyman, The Motorcycle Magazine, October 1903, Vol 1 No 5
Chicago, IL to New York City
June 20 to July 6, 1903

Friday, July 6, 2018

July 6 - Across America on a Motor Bicycle

(New York City)

"After riding two days and a night under leg power or rather over it, I reached
"Josh" interview
Broadway & W. 195th Street
New York in the middle of the afternoon on July 6. I made frequent stops to rest and I attracted more than a little attention but I was too tired to care. I can smile now as I recall the sight I was with my overalls on, my face and hands black as a mulatto's, my coat torn and dirty, a big piece of wood tied on with rope where my handlebars should be, and the belt hanging loose from the crankshaft. I was told that I was "picturesque" by a country reporter named "Josh," who captured me for an interview a little way up the Hudson, and who kept me talking while the photographer worked his camera, but to my ideal, I was too dirty to be picturesque. At any rate, I was too tired then to care. All I wanted was a hot bath and a bed. 

But before I got these I had to telephone to The Motorcycle Magazine to learn where to go and wait to have more cameras pointed at me before being escorted to my hostelry. Of all the sleep I had during my trip, none was more profound, or sweeter than the one I had that night of July 6 at the Herald Square Hotel, just 50 days after I left San Francisco for my ride across the continent on my motor bicycle."

Across America on a Motor Bicycle - "Along The Shores Of The Great Lakes And Down The Hudson To New York" by George A. Wyman, The Motorcycle Magazine, October 1903, Vol 1 No 5
Chicago, IL to New York City
June 20 to July 6, 1903

Thursday, July 5, 2018

July 5 - Across America on a Motorcycle Bicycle

(Albany to New York City, NY)

NYC Arrival
5700 Broadway
"As I could not make the motor work, I concluded on the morning of July 5 to make myself work. I started to pedal in to New York. That last 150 miles down the Hudson from Albany is a part of my trip of which I will always have a vivid recollection. I had seen some hills before, but the motor climbed them for me. In the hills along the Hudson, I had to climb and push the motor along. They seemed steeper than the Rocky Mountains. This I will say, though - from the time  I left the Pacific coast I saw no grander scenery than that along the Hudson River. While other sights were not up to expectation, the scenery of the Hudson was far beyond it.  So enthusiastic was I that I pedaled along all night on July 5. It was a long, dreary and strenuous ride, but I was well seasoned by this time and fit to do a mule's work."

Across America on a Motor Bicycle - "Along The Shores Of The Great Lakes And Down The Hudson To New York" by George A. Wyman, The Motorcycle Magazine, October 1903, Vol 1 No 5
Chicago, IL to New York City
June 20 to July 6, 1903

Wednesday, July 4, 2018

July 4 - Across America on a Motor Bicycle

(Delayed in Albany, NY)

"On the Fourth of July my first move in the morning was to a bicycle store, where  I got a new tire and put in 14 new spokes, and then took the motor apart. The piston rings were worn pretty thin but looked as if they would still give service, so at 2:30 p.m. I started from Albany. Four miles out, I gave it up. The motor would not explode as it should. I went back to the bicycle store in Albany and worked on the problem there until night. Then I went to see the fireworks and forget about it."

Across America on a Motor Bicycle - "Along The Shores Of The Great Lakes And Down The Hudson To New York" by George A. Wyman, The Motorcycle Magazine, October 1903, Vol 1 No 5
Chicago, IL to New York City
June 20 to July 6, 1903

Tuesday, July 3, 2018

July 3 - Across America on a Motor Bicycle

(Canastota to Albany, NY)

"At 7 a.m. on July 3, I started from Canastota; determined to get to Albany, at least, that day. I had trouble from the start. I relaced the belt seven times during the forenoon, and then I spliced it with a new piece at Little Falls. I was still 40 miles from Albany when my handlebars broke off on one side. I had been there a couple of times before during the trip, and it did not take me long to lash a stick across the steering stem. Soon after, the piston began to squeak, and I discovered that the rings on it were worn out. Oil was of no avail, and I rode on with the squeak for company. Six miles from Albany, while I was on the towpath, the rear tire blew out. There was a hole in it that would admit a hand. I walked into Albany. Some of the remarks I made to myself as I walked were not fit for quoting to a Sunday school class. My distance that day was 135 miles. This was to be my last day of big mileage though.

All the way through New York state I used the cycle path without a license. It was not until after my trip ended that I knew I had been violating the law."

Across America on a Motor Bicycle - "Along The Shores Of The Great Lakes And Down The Hudson To New York" by George A. Wyman, The Motorcycle Magazine, October 1903, Vol 1 No 5
Chicago, IL to New York City
June 20 to July 6, 1903

Monday, July 2, 2018

July 2 - Across America on a Motor Bicycle

(Cayuga to Canastota, NY)

Mansfield Hotel, Cayuga, c.1900
"I left Cayuga at 8 a.m. and took my troubles with me, The batteries were growing  weak; first the cyclets(sic) of the belt broke and then the lacing; next the crank axle got out of true, and every time it struck, the belt broke. I had these troubles all day. Toward night the belt broke five times in one mile. I got some new batteries at Syracuse, but after going two miles on them they would not yield a spark, so I went back and returned them, and after a search I managed to get some good batteries. The fates seemed in a conspiracy to prevent my getting to New York before July 4. The motor was getting in such shape that I realized I would be lucky if I could finish with it at all. To add to my troubles these two days from Rochester, July 1 and 2, were terribly hot and I was nearly prostrated by the heat. I managed to make 65 miles and get to Canastota by 9:30 p.m. on the  second, and as that was the day I had hoped to be in the metropolis, I did not go to bed in any cheerful humor."

Across America on a Motor Bicycle - "Along The Shores Of The Great Lakes And Down The Hudson To New York" by George A. Wyman, The Motorcycle Magazine, October 1903, Vol 1 No 5
Chicago, IL to New York City
June 20 to July 6, 1903