Two brothers, Stanley L. (b.1850-d.1920s) and Roland R. Conklin (b.1858-d.1936), were the driving force behind two New York and Chicago based bus manufacturers, the (Roland) Gas-Electric Motorbus Co. and American Motor Bus Co. While most of their contemporaries are long forgotten, the Conklins had the good fortune to become associated with Chicago's taxicab king John D. Hertz who purchased their bus manufacturing business in 1921, eventually turning it into the world's largest motor coach manufacturer. 

Brothers Stanley L. and Roland R. Conklin were the sons of Huntington, Suffolk County, Long Island cabinetmaker Joseph O. Conklin (b.1815-d.1866) and his British-born wife Julia L. Hunt.

Their five children included Joseph E, (b.1839-d.1913); Freelove Rebekah (b.1842); Morrison (b.1948); Stanley L. (b.1850); Pearl J. (b.1854); and Roland R. Conklin (b.1858-d.1936). The Conklin's relocated to Dayton, Ohio just before 1850, which was the year Stanley L. Conklin was born. A subsequent move to Illinois provided the birthplace for Roland R. Conklin who was born in Urbana on February 1, 1858.

After a public education, Stanley L. Conklin married his childhood sweetheart, Anna Martha Adams, daughter of Champaign businessman Ellis Adams, on October 6, 1874. The young couple moved to Columbus, Kansas where Stanley become involved in banking and real estate.

In 1886 Conklin sold out his Columbus holdings and moved to Kansas City, Missouri where he entered into a partnership with his younger brother Roland R. and attorney Samuel M. Jarvis, the son of Kansas City banker James D. Jarvis. Roland R. was an 1880 graduate of the University of Illinois in 1880, receiving his masters in 1890.

Established in 1887 as Jarvis, Conklin & Co., the partners' real estate and securities brokerage was eventually reorganized as the Jarvis-Conklin Mortgage & Trust Co. and within a couple of years had established satellite branches throughout the Midwest. They are also recorded as the first American firm to establish an office in England, which was organized in 1887 to sell US industrial and commercial mortgages to UK investors. In addition to their successful banking and real estate business the Conklins were also invested in interurban railways and mining (Arizona United Mining Co.).

The following description of the Jarvis-Conklin Mortgage & Trust Co. appears in Andrew Morrison's 'The city of Denver and State of Colorado' published in 1890:

“The Jarvis-Conklin Mortgage & Trust Company, which has a paid-up capital of $1,500,000 and has loans scattered over the entire West and Southwest, particularly in the flourishing and rising cities, like Kansas City, Dallas, Tex., and Denver, has had one of its principal offices here for nearly two years. It has representatives in all the towns and cities of consequence in Colorado, subordinate to the office here, and directed by Mr. James D. Jarvis, one of the principals in the company.

“Mr. Samuel M. Jarvis, of Kansas City, is president of the company. Associated with him, are Messrs. Henry P. Morgan, vice-president ; Roland R. Conklin, secretary, and Stanley L. Conklin, assistant secretary, resident at the point where their business concentrates, viz., Kansas City. Other principal offices are maintained in London for correspondence with European investors in the securities handled.

“The company loans at reasonable interest, and for a long time, taking coupon bonds as collateral, on improved farming and city real estate, and is doing a business here of fully $1,000,000 a year. The Denver office of the company is at Sixteenth and Arapahoe streets.”

The Conklins relocated their headquarters to New York City in the early 1890s establishing an office at 40 Wall St. Jarvis-Conklin Mortgage & Trust Co. lost hundreds of thousands of dollars in the panic of 1893 and was subsequently reorganized as the North American Trust Company, a direct ancestor of the Equitable Trust Co. of New York. During the late 1890s Roland R. Conklin became interested in the automobile and became an active member of the Automobile Club of America.

A period biography of Samuel M. Jarvis appeared in Jay Henry Mowbray’s - Representative Men of New York; A Record of Their Achievements Vol III. Pub, 1898:

“SAMUEL M. JARVIS, Vice-President of the North American Trust Company, is a striking example of the men of Western enterprise and training, who, by the logic of events, have come to New York City and infused their intelligence and energy into the possibilities of a great financial centre. The Jarvis family was among the earliest colonial settlers from England in this country; one branch of the family settling in New England and another in the colony of Virginia. It is from the Southern branch that Mr. Jarvis traces the direct line of his ancestry. His great-grandfather was, in the last century, the owner of a large plantation in Virginia, and a prominent member of the aristocracy of that day. One of his sons, John Jarvis, developed in early manhood a strong anti-slavery conviction, and became so pronounced in his views that when the time came for the division of the estate he refused to take any of the slaves. At this early date he left Virginia and removed to Kentucky, near Lexington. Later the principles of liberty and universal freedom were strongly instilled in the minds of his children, one of whom, James Jarvis, removed from Kentucky to the free State of Illinois, and engaged there in farming and mercantile pursuits.

“James Jarvis was the father of the subject of our sketch. Samuel M. Jarvis was born in Illinois, and at the age of eighteen settled at Winfield, Kansas, which was then ninety miles from a railroad. His active nature, however, demanded wider fields than those afforded by a simple farm life. He taught school and studied law, and, in 1876, was admitted to the Bar and at once taken into full partnership with the Hon. A. J. Pyburn, the foremost lawyer of southern Kansas.

“Although Mr. Jarvis' professional career was short, the knowledge he had gained of real estate, law and practice, proved invaluable to him in his subsequent corporate connections. Mr. Jarvis became one of the most prominent characters in the State of Kansas. His enterprise, public spirit and influence were everywhere recognized, and railroads seeking entrance into his section of the State solicited and received his aid and influence.

“Two prominent life insurance companies of New England made him their financial agent in Kansas. In 1878, in connection with Mr. Roland R. Conklin, the co-partnership of Jarvis, Conklin & Company was established. The business of the new firm soon overspread the State, and, in 1881, Jarvis, Conklin & Company removed to Kansas City, as a central point from which the house could best handle its continuously growing business. During this period Mr. Jarvis, in furtherance of the business of the firm, visited every State and Territory of the Union, made many trips to Europe, and resided for some time in London.

“In 1884 he founded the Farmers' and Drovers' Bank at Kingman, Kansas, and became its first President. Later he was one of the organizers of the Bank of Columbus, Kansas, and was its Vice-President. During his residence in Kansas City, he took part in many successful enterprises of prominence and public value. He was one of the incorporators of the Metropolitan Street Railway Company, of Kansas City, and he was one of the founders, and became President, of the Land Title Guarantee Company; and has been a Director in the New England Safe Deposit and Trust Company. He is to-day Vice-President of the North American Trust Company, which institution has the benefits both here and in London of his genius for organization and his masterful executive ability.

Only recently, when the Government invited subscriptions to the three per cent, war loan, Mr. Jarvis conceived the patriotic idea of giving to the families of soldiers and sailors an opportunity to subscribe to these bonds. This he did, in a practical way, by advancing the money to those who could not afford to subscribe and then paying to the subscribers, at their option, the premium at which the bonds could be sold.

“He has again shown his energy, enterprise and administrative ability, in placing in Cuba the first American banking institution.

“The North American Trust Company was made the fiscal agent of the Government at Santiago de Cuba, and Mr. Jarvis went to Santiago himself and established there an agency of the North American Trust Company, and he will, as soon as circumstances permit, establish an agency in Havana. Many favorable comments have been made on this action of the North American Trust Company and no one questions the wisdom of the policy of the company which seeks to bring into close connection the business interests of the people of the United States and Cuba.

“Mr. Jarvis is a man of quick judgment, strong determination and uncompromising courage in the maintenance of his convictions. He is in all things amenable to reason, but intolerant of injustice. In manner he has the dignity of reserve, without lacking the warmth of cordiality. He is a very deliberate talker, and impresses you with the idea that he uses words carefully, because he means exactly what he says. He is well equipped in all the essentials that constitute a representative man of affairs and that differentiate success and failure in the battle of life.”

Roland R. Conklin's biography was included in Volume 12 of the National Cyclopaedia of American Biography, published in 1904:

“CONKLIN, Roland Ray, financier, was born at Urbana, Ill., Feb. 1. 1858, son of Joseph Okell and Julia Louise (Hunt) Conklin. His father, grandfather, great-grandfather and great-great-grandfather were all born at Huntington, Long Island. X. V., where John Conklin settled in 1540. He was graduated at the University of Illinois in 1880, and the degree of M.L. was conferred upon him in 1890. In 1887 the Jarvis-Conklin Mortgage Trust Co. was organized with a capital of $1,000,000, establishing its headquarters at Kansas City. Mo. Mr. Conklin was elected its secretary and threw himself into the work of developing the vast resources of the West with an ardor that soon made him and his company well known in every state west of the Mississippi. Capital was enlisted in the wealthy eastern states and in England and was lent to the farmers, who converted the trackless prairies into the prosperous farms of to-day. Irrigation canals were built in the arid regions of Colorado and Utah, water works were established in many of the thriving cities of the West and electric street railways were constructed, until the aggregate capital invested in various development enterprises was over $40,000,000. In 1893 the company removed to New York city and was forced into liquidation by the panic of that year. A reorganization was effected, however, under the charter of the North American Trust Co. and a general banking business was conducted thereafter. In 1898 this company was appointed fiscal agent for the U. S. government in Cuba, being the first American company to begin business on that island after the war with Spain. Mr. Conklin was vice-president in 1890-99. He is president of the National Telephone and Telegraph Co. of Cuba and is a founder and director of the National Bank of Cuba. He is a member of the St. Nicholas, Lawyers', Ardsley, Westchester and Nassau Country clubs and of the Automobile Club of America, he was married in Paris, France, May 4, 1898, to Mary, daughter of William Macfadden, and has one child, Julia Cecelia.”

The Conklins also established one of the nation's first autobus systems, the American Motor Coach Company, which was organized on May 2, 1901 in Chicago, Cook County, Illinois with a capital stock of $100,000. The December 15, 1902 Automobile Review announced the debut of their first scheduled service:

“Motor Coaches Compete with Chicago's Carettes.

“An important event to the automobile industry was the inauguration, December 10, of a new line of motor coaches running between Adams street and Lincoln park, Chicago. It was started by the American Motor Coach Company. The coaches are gasoline machines built to accommodate twenty persons. Seven vehicles were put in commission to run seven minutes apart. Later, the company expects to put on more coaches and run them five minutes apart. The route will be from Adams and State streets north to Randolph, east to Wabash avenue, then over Rush street, and up Rush street to North State street and Lincoln park.”

December 19, 1902 Horseless Age:

“A line of twelve motor coaches will be operated between Lincoln Park and Adams street. Chicago, Ill., by the American Motor Coach Company.”

1903 The Automobile:

“The American Motor Coach Company, of Chicago, is looking for a Southern city with a good mileage of asphalt streets that may take kindly to public automobile cabs, coaches and transfer wagons.”

November 7, 1912 New York Times:

“PURCHASE A CUBAN RAILWAY.; R.R. Conklin and J.M. Tarafa Buy Puerto Principe & Nuevitas Line.

“Havana, Nov. 6, 1912 – The Puerto Principe & Nuevitas Railway was purchased to-day by Roland R. Conklin of New York and J.M. Tarafa of Havana. The line was built in 1835, is the oldest in Cuba, and one of the oldest in the Western Hemisphere. It was the first railroad ever built in the Spanish dominions, existing fifteen years before Canada had a mile of track.

“This road, together with the Jucaro & Moronry, also controlled by the Conklin and Tarafa interests, will form a part of the National Railways system, including the North Coast Railway concession, which was recently granted by the Cuban Government, and which an American company will control, but it is stated that the bonds have been placed with British and French bankers.”

The New York Motor Bus Company was incorporated on December 19, 1912. Motive power intended: Gasoline, electricity or both. Routes projected: From 14th street to 191st street, Manhattan, via various streets and avenues not definitely determined, at the time it made application for a franchise which it has not yet obtained.

Officers— President, Roland R. Conklin; Secretary and Treasurer, Lehman Weil.
Directors— Roland R. Conklin, Stanley L. Conklin, Harold B. Weaver, Lehman Weil, A. J. Besuzzi, Fred F. Judd, William R. Willcox, Bainbridge Colby, Harvey P. Miller. Main Business Office, 1 Wall Street, New York City.

In 1913 the Conklins financed a start-up gas-electric motor truck manufacturing concern headed by Percy K. Hexter, a former New York City livery operator who headed the Manhattan Gramm Truck agency. Hexter was formerly secretary of the New York Liverymen’s Association and owner of Hexter’s stables, one located in Harlem and a second at Broadway and 84th St. In 1908 he founded the Hexter Taxameter Cab Company, which had a fleet of 50 Sultan taxicabs.

Hexter had recently designed a heavy motor truck that utilized a gasoline engine mated to a General Electric-sourced electric transmission and controller. Two motors were employed, each driving a rear wheel independently through a side chain and sprockets. In order to keep the weight down Hexter used a double-speed reduction, the first step using a short silent chain running to a countershaft which carried a sprocket that drove a second, larger sprocket on the rear wheel for its second reduction. A very similar system that substituted spur gears for the chains was already in use on the Fifth Avenue Coach Company's gasoline-electric coaches.

The first mention of Hexter appeared in the October 9, 1913 issue of The Automobile:

“Hexter Brings Out Gas-Electric Truck

“EASE of operation and of control is a predominating characteristic of the 4-ton gasoline-electric truck designed and built by C.K. Hexter. Power Plant Consists of Gasoline Motor, Generator Under Driver’s Seat and Two Electric Motors

“A new company is to be formed to manufacture this vehicle in New York City, this company to be known as the Hexter Motor Truck Co., the name held for several years by the Gramm agency in New York City having been relinquished by that concern which will become a branch of the Willys-Overland Co.

“Three units make up this new vehicle, the first being a gasoline motor forward under  hood; the second an electric generator located beneath the seat and the third two electric motors one in front of and the other behind the jackshaft.

“The vehicle has left-steer and control and is chain driven. A foot accelerator controls the gasoline motor; the spark is fixed and there is no clutch, making the steering column, wheel and cab-floor noteworthy for the absence of control levers and pedals.

“The vehicle is directly controlled by an electric controller which gives two speeds forward. There is but one pedal, for the brake, and one lever for the emergency brake.

“The electric generator is directly connected to the end of the crankshaft of the gasoline motor. The gasoline motor cannot turn over without revolving the armature of the generator.

“The generator is so wound that it speeds at about 300 revolutions per minute and throughout the idling range of the gasoline motor the amperage is practically nothing and the voltage about 2. The current generated at this time is not sufficient to move the truck and with the controls arranged to drive the truck the engine can be turning at this

“It has an overall length of 240 inches and may be turned in a circle with a diameter of 44 feet. It has a wheelbase of 13 feet, a front tread of 62 inches and a rear tread of 65 inches.

“In length the loading platform measures 144 inches and in width 54 inches. The front of the loading platform is 8 feet from the front of the truck. The height of the loading platform from the ground when the truck is not loaded is 36 inches, this distance decreasing to 34 inches when a capacity load is carried.

“When empty the truck weighs 8,000 pounds, of which 3,450 pounds is borne by the front and 4,550 pounds by the rear axle and wheels. Of the total weight of vehicle and load 5,600 pounds is carried on the front, and 10,400 pounds on the rear axle and wheels. The percentage of total load on the front wheels is therefore, 35 per cent and on the rear wheels 65 per cent. The distribution of useful load is 27 per cent, front and 73 per cent, rear.

“The gasoline motor has a bore of 4.5 and a stroke of 6.75 inches. The cylinders are cast in pairs with the valves enclosed. The Eisemann automatic advance magneto is used and the G. & A. carbureter, neither of them needing adjustment. Lubrication is by pressure. A governor is fitted to prevent the racing of the motor.

“On a sub-frame immediately behind the motor is the generator which is compound wound of the continuous-current type and has a capacity of 7½ kilowatts, 60 amperes and 125 volts.

“Each of the two electric motors drives one sprocket. Each has a capacity of 26 amperes and 85 volts and a speed of 1,200 revolutions per minute. Drive is by enclosed chains to the jackshaft.

“The controller is of the simple rotating type and all leads and terminals are plainly marked so that all connections may be easily made if they have been broken.

“Two brakes are provided, both located on the rear wheels. The brake drums are 18 inches in diameter. The external contracting brake is operated by the pedal and the internal expanding brake by lever.

The front springs, which are nearly flat, are 46 inches long and the rear springs are underslung; they are 54 inches in length.

“The frame is channel steel with 7-inch channel side members and is fitted with six cross members.

“Front tires are 37 by 5 inches, single solid. Rear tires are 41 by 5 inch dual solids.”

The organization of the Roland Gas-Electric Vehicle Corp. , the manufacturer of the Hexter Truck, appeared in the November 29, 1913 issue of The Automobile:

“To Manufacture Hexter Truck

“New York City, Nov. 29, 1913 – The Roland Gas-Electric Vehicle Corp., incorporated yesterday with a capital stock of $200,000, to manufacture motor trucks in this city. The incorporators are Percy K. Hexter, R.R. Conklin and Stanley L. Conklin. The company has purchased all rights to the gas-electric truck designed by Mr. Hester and described in the Automobile for October 9, 1913.

“Mr. Hexter will be general manager of the new company.

“The large building at 336-342 avenue B and Twentieth street, New York City, has been obtained and has been fitted up for manufacturing."

In 1914 the SAE held a discussion of electric transmissions in which Percy K. Hexter, the designer of the Hexter Gas-Electric truck and chief engineer of the Conklin Brothers’ Gas-Electric Motorbus Corporation, presented his experience with gas-electric drivetrains:

“P. K. Hexter: — I will give you from my experience what I have found out about the gasoline-electric and my ideas upon the particular points some of the gentlemen here have taken exception to. One of the greatest difficulties I found in the mechanically-driven car was the cost of upkeep, due to the inexperience of the man we had to drive it. This was in the taxicab business. I started to look for something that would eliminate the human element more or less. I investigated the Fifth Avenue gasoline-electric buses. I found the company had fifteen buses, seven years old, running. They are still running every day in the week. The trouble they had was due entirely to the way the buses were driven, not to electrical troubles. The same identical electric equipment is in there today that was in the buses when they were first put out. The trouble was due to the gas engines, springs and steering gears employed, some of which have been replaced entirely by new units.

“Gas-electrics have been in use for five years as five-ton trucks for the United States Express Company in Chicago. They have been most successful.

“Relative to the upkeep of the gas-electric, as far as gasoline consumption goes I will concede that if you take a straight mechanically-driven car and a gas-electric car and put them on a level road, where the former can run on direct drive and conditions are ideal, you will find an economy of gas consumption in favor of the mechanical drive. But this docs not hold good in practice. In tests we have made using the same identical motor that the mechanically-driven has used, we ha\e shown a better gas consumption than the mechanical drive has shown. The main saving, however, with the gas-electric is in the upkeep of the transmission. Taking the ordinary mechanically-driven car and figuring out the item grease alone, I know that in the case of a car I used to sell and handle instructions were given to the customers to fill the transmission case every month with grease. It used to take thirty pounds of grease to fill it. When you follow that up with the other items of expense and compare them with the case of the electric transmission that does not have to be filled more than once a year, there is a saving more than offsetting any disadvantages in gasoline consumption.

“Design of the gas-electric and certain things installed have brought down the gasoline consumption considerably. We made a thirteen-day run in this city, eighty-four miles a day, with an average load of four tons, the truck making eight scheduled stops to the mile. During the time we had some of the severest weather. We never had to stop for any mechanical or electrical trouble. I have some figures here which are authentic:

Cost per bus per mile (in cents) for City Type of bus operation and maintenance:

New York	Gasoline	41.298
Paris	Gasoline	21.66
London	Gasoline	17.00
London	Steam	16.60
London	Gas-electric	14.264

“The London General Omnibus Company are operating a number of Tillings-Stevens gas-electric buses; I believe the number is about 260. The Tillings-Stevens people guarantee a tire mileage on their buses of 14.000. It is impossible to start the bus off with a jerk.

“The main feature in favor of the gas electric from a practical standpoint in ease of operation. The truck can be handled and moved at the rate of one-sixteenth of a mile an hour, without any jerk whatever. A speed of ten miles per hour can be obtained within ten seconds. We have another factor of safety, that of bill climbing, or rather going downhill. With an ordinary truck going downhill it is necessary to apply the brakes: on a steep hill, such as that at Englewood or Fort George, it is necessary to apply both the service and emergency brakes. In this type of construction we can take the truck down a hill without any brake on at all. In fact a man can get off the truck and practically lead the car down the hill, by just putting a hand on the steering gear and guiding it.

“R. McA. Lloyd:—We refer to the fact that the Fifth Avenue buses were badly designed, that that was the cause of the bad results. The Fifth Avenue stage company knew all about that; in seven years they have had time to find out what the matter was. If, in spite of the bad chassis design, they had satisfied themselves that the gasoline-electric transmission is all tight, they probably would be going further with it. They had one that was not a bad design, a DeDion bus in which they substituted a single electric motor for the transmission and added a generator to the engine; that bus was a fair illustration of what could be done. I think the whole trouble was that the bus did not have the animation the mechanically-driven buses had. Neither the men who drove the buses nor the people who rode in them liked them. I think they will never get any more of that type than they have at the present time.”

THE MOTOR TRUCK March, 1914 issue:

“HEXTER GASOLINE-ELECTRIC TRUCKS.

“THE Hexter wagons and trucks, which were designed by Percy K. Hexter and are built by the Roland Gas-Electric Corporation, New York City, a concern that has been building machines commercially since last autumn, are, as the title of the company would imply, of the gasoline-electric type, the power being generated by gasoline motors and electric gen­erators, and applied by electric motors, through jack­shafts and side chains in the two larger sizes, and by shaft and worm and gear in the two smaller models. The purpose of the designer in using this method of power transmission is to obtain the highest degree of flexibility and to utilize the exact power necessary to drive the machines, rather than to adhere to the con­ventional gasoline motor driven vehicle with a limited number of speed ratios.

“The Hexter designs are not experiments. The first machines produced were worked in every condition that could be found that would test their endurance .and operating qualities. In every instance the results were gratifying and the company was organized for producing the trucks after a thorough demonstration of their qualities. The machines are constructed with the view of affording long endurance in the hardest service. The material is the best 'that can he procured and the workmanship is high class. The construction is with ample margins of safety, and with the mini­mized stresses when worked to capacity, because of the character of propulsion, the machines are expected to have unusually long life.

“All Vehicles Have Same Characteristics.

“The 1.5 and the 3.5-ton machines are identical in design, as are the five and seven-ton trucks, differing only in proportions of components. There are char­acteristics that obtain with all sizes, such as the use of a carburetor that is not adjustable, the use of igni­tion systems that eliminate hand control, the governing of all motors to specific maximum speeds, and the simplifying of the controlling system. In all these ma­chines no clutch is used. The gasoline motor is coupled to the electric generator, and this is driven to what­ever speed is necessary to obtain a desired maximum power output from an electric motor.

“This generator is built by the General Electric Company and is designed to have high efficiency and long endurance. It is a standard type of construction and has been abundantly tested in continued service. It is compound wound and designed to maintain a voltage as nearly uniform as is practical, so that in­creasing the speed of the gasoline engine does not, as might be expected with the ordinary dynamo, greatly add to the voltage, but the amperage is increased and the electric motor is supplied with a greater volume of current. That is to say, the potential is maintained within a specified range, but the amperage is widely variable, and this insures a sufficiency of power when­ever it is necessary without exceeding the safe limit. The governing of the gasoline motor insures against excessive speed and protects the electric motor. At low engine speeds there is sufficient power generated to operate the vehicle wherever service may require.

“Like all well built electric motors, those used in Hexter machines are designed so they will endure under a very large overload for a brief period, and when oc­casion arises ample power is always available.

“Change from Chain to Worm Drive.

“The original Hexter truck was of 3.5 tons capacity, and this design is continued as the five and seven-ton types, and the most recent creation is the design of the 1.5 and 3.5-ton machines. The power plant and electric generator installation is the same in all, but a single motor is used in the two smaller vehicles. This motor is suspended in a sub-frame that carries the gasoline engine and generator, and the driving end of the armature shaft is coupled to the main shaft by a universal joint. The driving shaft extends to and drives the worm shaft and gear wheel mounted in the rear axle housing. The rear axle is a full floating type, the housing carrying the load, the driving shafts affording the traction only. With both of these machines the drive is through the rear springs, which are shackled at the rear ends only.

“The engine of the 1.5-ton machine is a Waukesha, with cylinder bore of 3.75 inches and stroke of 5.75 inches, a four-cylinder, water-cooled con­struction fitted with an automatic float feed carburetor, and an Eisemann single high-tension ignition system with a fixed spark. The fuel supply is controlled by a pedal, the purpose being to prevent a sufficient volume 'being furnished the engine to cause it to race when idle, this being a protection for the generator. The generator is 7.5 kilowatt capacity. The 3.5-ton truck has a Waukesha -engine of the same type with cylinder bore of 4.25 inches and stroke of 6.75 inches, but it is fitted with an Eisemann dual ignition system with automatic spark advance, and the fuel supply is similarly con­trolled. The generator is 7.5 kilowatt capacity.

“Two Motors for Large Trucks.

“The power from the generators of the five and seven-ton trucks is utilized by two motors, which are suspended in main chassis frame, one forward of and the other back of the jacks haft. The forward motor drives the right side of the jackshaft and the rear mo­tor the left side, the jackshaft being in reality two separate shafts that are driven independently of each other. The pinion ends of the motor armature shafts carry sprockets which are aligned with larger sprockets on the driving shafts. Chain cases enclose the silent chains by which the jackshafts are driven, the chains and sprockets operating in oil baths. From the outer ends of the jackshafts, sprockets and chains transmit the power to the rear wheel. There is no dif­ferential, as might be inferred,. and one motor may be driven as much faster than the other as necessity re­quires, affording equal traction no matter what the condition. The driving thrust. of these machines is taken by radius rods. The power plants are larger and the generators are 12 kilowatt capacity.

“As will be noted from the illustrations the design of the chassis is in every way conventional. The ra­diator is mounted in front of the engine, the gasoline motor is covered by a hood and is easily accessible. The chassis frames are of heavy steel channel section and these are carried .on semi-elliptical springs. The axles are large and are fitted with anti-friction bear­ings throughout. The machines are driven from the left side, and the fuel control is by an accelerator pedal and the electric current is controlled by a hand con­troller that is exceedingly simple. The service brake is applied by a pedal and the emergency brake by a hand lever, both operating on drums on the rear wheels.

“Power Control Exceedingly Simple.

“The electric power control is by a controller handle located at the side of the driver's seat that affords two forward speeds and reverse. The system differs from that of the battery driven vehicle in that resist­ance is not used, but the current is varied by use of different motor circuits. When the forward high speed is used the motor or motors are in parallel, and when in low forward speed or reverse they are in se­ries. The speeds forward are not widely varied so far as vehicle movement is concerned, hut the low speed affords much greater torque and consequently it is more productive of power in the event of ascending grades or in sand or rough road. The motors are ar­ranged in series-parallel and they will endure the full output of the generator for 20 minutes before they will heat to a danger point.

“There is a central posi­tion for the controller handle in which both the motor and generator circuits are broken, and when so set the gasoline engine may be operated without influenc­ing the electric power system. When operated slowly the generator does not generate sufficient current to be effective. Because of this fact the controller lever may be moved from one position to another without causing, movement of the machine. Because of regula­tion by the foot accelerator the gasoline engine can only be operated slowly without its use, but movement of the accelerator will increase the speed to such a point that the truck can be moved with the controller in any of the three positions.

“The gasoline engine is started by cranking, and from every aspect its operation is conventional. Its range is from the idling speed to the maximum allowed by the governor. In the low forward speed position the fuel consumption is most economical. The cus­tomary method of varying speed when in motion, un­less the road is rough or sandy, or ascending a grade, is by change of engine speed.

“The Roland Gas-Electric Vehicle Corporation builds chassis only, and the purchasers have body equipment constructed to meet their special requirements. The present capacity of the works is about 100 machines a year.”

The Hexter truck was short-lived and Percy K. Hexter returned to selling trucks, serving as Eastern sales director for the Day-Elder, Republic and Selden truck companies. The Conklin's reorganized the firm as the Gas-Electric Motorbus Corporation contemplating the manufacture of a gas-electric coach for their own bus line, the New York Motor Bus Company.

In 1913 the Conklins had formed the Chicago Motor Bus Company in order supply the city of Chicago with a motorized transportation similar to that operated by the Fifth Avenue Coach Company in Manhattan. In February, 1914, it filed an application with Chicago’s Public Utilities Commission for a certificate of necessity and convenience. The commission granted the certificate on December 31, 1914, specifying no routes but covering the entire city of Chicago. The certificate was granted on the condition that Chicago Motor Bus secured individual licenses from the local municipal authorities having direct supervision of whatever parks, boulevards, or streets the firm planned on using for the service.

As much the same time the Conklin's New York Motor Bus Company had been bidding on proposed motor bus lines being considered by the Franchise Bureau of the New York City Board of Estimate. Its competitors at the time were the Fifth Avenue Coach Co., George Loft’s Peoples Five Cent Bus Line, the Manhattan Motor Bus Co. and a fourth yet un-named firm headed by O.C. Brunner and W.T. Gridley.

A franchise won by the firm in 1915 was bitterly contested by the Fifth Avenue Coach Company and the Interborough Corporation, the operator of New York’s subway system and owner of 40 per cent of Fifth Avenue’s stock. The October 23, 1915, New York Times gave details of one subsequent meeting of the Board of Estimate:

“STARTS BUS FIGHT FOR INTERBOROUGH; Competition Injured Subways in London and Paris, Counsel Tell Estimate Board. OPPOSES FRANCHISE AWARD Fifth Avenue Coach Co. Wants a Rehearing Before Rival Concern Gets the New Routes.

“The Board of Estimate received yesterday the report of its Franchise Committee, recommending that the franchise for the new motor bus routes should be awarded to the New York Motor Bus Company, in preference to the Fifth Avenue Coach Company or O.C. Brunner and W.T. Gridley, a third set of bidders. The Interborough, which is interested in the Fifth Avenue Coach Company, appeared and entered a protest.

“It raised the point that as in London and Paris the subway system had been seriously injured by the competition of the motor bus lines, it was extraordinary that the city which was just about to become a partner in the subway system here should set up a competitor to itself.

“The argument for the Interborough was made by W.D. Guthrie and James L Quackenbush, general solicitor of the company, and they both complained that no pubic hearing had been held on the advisability of a wide extension of the bus system. It was pointed out to them, however, that the Interborough had been asked to submit briefs on the question, and to inform the engineer of the board what objections there were, but it had not done so.

“Mr. Quackenbush replied that the Interborough was accustomed to confer only with principals in such matters, and that the Franchise Committee should have asked him to sit around a table with him and argue the question. It had seemed so important to the company that it had dispatched two of its chief officials, who could be ill spared, to London and Paris to investigate the experience there, and he thought that what they had ascertained should be considered by the city.

“Bainbridge Colby who with William R. Wilcox, appeared for the New York Motor Bus Company, replied that it was for the city to decide the bus question according to the traffic need of the population and not according to it new vested-interest in strap-hangers.

“President McAneny wanted to know whether the Interborough would have been as much opposed to the proposed bus routes, if the franchised for them had been awarded to the Fifth Avenue Coach Company and not the New York Motor Bus Company.

‘“If the Fifth Avenue Coach Company had obtained the franchise.’ Replied Mr. Quackenbush, ‘and was to enter into competition with the Interborough I should recommend my client to throw its interest in the Coach Company out of the window rather than continue the operation of motor buses.’

‘“Yes,’ answered Mr. Colby, ‘but the Fifth Avenue Company was as eager as any bidder for the motor-bus franchise. You wanted the competition as long as you thought you would be the competitor.’

“The board fixed Nov.8 as the date for a public hearing on the general question of motor buses and Nov. 19 as the date for a public hearing on the specific application of the New York Motor Bus Company.

“A formal protest to the grant of the franchise to a rival concern was handed in by Richard. W. Meade, President of the Fifth Avenue Coach Company, with a request for a re-hearing. In that he contended the Franchise Committee had ignored the advantages of one unified bus system throughout the city, and the Coach Company’s offer to give the city one half of the net profits.”

The Gypsy Van was built by Conklin's Roland Gas-Electric Motor Bus Co.

August 21, 1915 New York Times:

“GYPSYING DE LUXE ACROSS CONTINENT; Party of Ten to Travel, Dine, and Sleep in the Big Motor Van of Roland R. Conklin. LIKE A HOUSE ON WHEELS. Has Shower Bath, Stove, Cupboards, Ice Chest, and Closets Enough to Satisfy Most Women.

“Roland R. Conklin, who has extensive sugar and railway interests in Cuba, with members of his family, guests and servants - a party of ten in all - will start today from Mr. Conklin's Summer home at Rosemary Park, Huntington, L.I., for a transcontinental tour in perhaps the largest and most completely equipped "gypsy motor van" in the world. Those in the company will be Mr. Conklin, Mrs. Conklin, Roland, their son; Miss Julia, their daughter; a young woman friend of Miss Julia; two of Mr. Conklin’s nephews, a cook, a chauffeur, and a mechanician.

“The first impressive thing about the vehicle, which Mr. Conklin calls his ‘land yacht,’ is its size. Over all it is twenty-five feet in length, six inches longer than the Fifth Avenue buses. It is seven and a half feet wide and thirteen feet high. It weights between seven and eight tons. The size of the great automobile ceases to dominate one’s thoughts when one investigates the comprehensiveness of its equipment. It is really a house on wheels, though it runs smoothly at moderate speed.

“Mr. Conklin’s van is made for the accommodation of passengers both inside and on its upper deck. Inside there are comfortable sleeping bunks for eight persons, and there are also sleeping quarters on the upper deck, which may be covered with a removable roof.

“Meals for the party will be cooked in a galley in the van fitted with an electric stove. Also there is a shower bath in the car, to which hot water is supplied from the radiator and cold water from tanks.

“Food supplies sufficient to last eight persons a week may be carried in the van in cupboards, and an ice chest that has a capacity for 150 pounds of ice in addition to storage room for perishable goods.

“Practically every inch of space about the car not needed for the comfort of the passengers is utilized as a closet, cupboard, or drawer.

“Mr. Conklin and his party will take the Post Road to Albany. The route will then be through Buffalo, Chicago, Denver, Yellowstone Park, Glacier National Park, San Francisco, San Diego, and Los Angeles. The party will return to New York by steamer through the Panama Canal, leaving the van to be shipped East.”

August 22, 1915 New York Times:

“THIS AUTO IS A FLAT ON TIRES; Motor-Driven Gypsy Van with Kitchen, Running Water, Beds, Tables, and Even a Roof Garden

“IF the well-known Haroun-al-Raschid, Commander of the Faithful, had ordered the most powerful Jinns acknowledging fealty to him to produce out of thin air for his royal pleasure a vehicle which should have the power of motion and yet be a dwelling place fit for a Caliph, the result would have fallen far short of the actual house upon wheels which left New York yesterday for a trip to the Pacific Coast. 

“This unique motor vehicle, which he calls a ‘Gypsy Van,’ is owned by Ro­land R. Conklin of this city and Huntington, L.I. He is making the transcon­tinental tour with his family. With more sense of space in many ways, although much smaller actual dimensions than the private railroad car, this sub­limated English caravan, land-yacht, or what you will, has all the conveniences of a country house, plus the advantages of unrestricted mobility and independence of schedule.

“Mr. Conklin decided last Spring to visit the Panama-Pacific Exposition and conceived the idea of making the trip in an automobile which would provide living as well as traveling facilities. The result is the present vehicle, which has been constructed under his direction here in New York. Instead of being obliged to lay up in a smoky railroad terminal, it can pitch camp by some wooded stream or lush pasture. It need follow no time tables nor stick to any track. It embodies an extension to the field of recreation of the time-honored principle of carrying one’s office under one’s hat.

“As speed was not a special object, a comparatively small motor of 60 horse power could be used, especially geared for power grades. Canvas strips for sandy sections, a knockdown, portable bridge and a winch operated by the motor, strong enough to pull the car out of a mudhole or ditch are special items of equipment. No such vehicle has ever been attempted before on this scale, but his experience in designing large vehicles for traffic, as the President of the New York Motor Bus Company, convinced Mr. Conklin that his idea was practical, so he went ahead. The result had been the production of a unique unit of travel.

“The body of this land yacht is mounted on a truck chassis, of the motor omnibus type, with such changes and additions as were necessary to meet the varied calls upon it. The inside dimensions of the body are 21 feet in length, 7½ feet wide and 6½ feet high. On top there is a full-sized deck, fitted with a big folding leather top and side curtains. The body has forty-four windows, fitted with glass sash, shades and copper wire screens. Screen doors are provided in addition to the regular doors at both entrances.

“Probably the best way in which to get a clear idea of all the wonders or this unique vehicle is to enter at its main door, which is at the back, and go right ­through the ‘house’ from cellar to garret. As you approach the car from the back you see a wooden door, but no steps, unless you happen to recognize the folding steps of a pattern similar to that used on some of the New York surface cars. When you turn the doorknob and open the door these steps unfold easily. When you have mounted and opened the screen door you find yourself in the rear compartment, which probably combines more different functions with less waste of space than any yacht or launch cabin in existence.

“At your left as you enter is a roomy icebox with several compartments and a hundred-pound ice capacity. In one side of this a folding metal wash bowl, not unlike those in the washroom of a railroad parlor car, is concealed. A little pull brings this basin down into its posi­tion for use. It is fed from the large water tanks on the roof. Above this basin is a water filter for drinking water, one coil of which passes through the icebox, so that chilled water of filtered quality is constantly on tap. Next to the icebox toward the front of the car is a neat porcelain kitchen sink, and near it is an electric range with several burners and a large oven. A miniature dresser with spices, sugar, flour, and the like is on the wall, and other cunningly contrived cupboards and racks hold pots and pans and a plentiful supply of cutlery

“From the ceiling above this part of the compartment a rack hangs which holds the folding dining room table. This is used in the main compartment of the vehicle, and measures eight feet by two feet when set up. Immediately over the door through which you entered there is something more which at once arrests your attention in an inspection of the ceiling. This is the spray head and curtain ring of a shower bath. The first thought that enters your head is in query form. Where does the waste water go when the shower is in use? At first glance it looks as if a bath would be followed by a flooded kitchen. But not at all; this contingency has been provided for in the same ingenious way with which other difficulties have been met in the ‘Gypsy’.

“By raising a little sunken latch in the floor a section of the flooring comes out, disclosing what looks like a small trap door divided into four sec­tions. When these in turn are lifted by their latches they are found to be lined with metal and to form a sort of box, the sides of which are several inches above the floor level and the bottom several inches below that level. With the final touch of a rubber stopper the shower bath arrangements are complete.

“The shower bath is about in the centre of the car’s rear compartment. That is to say, it is midway between the wheels, but near the entrance door. Nearer the front of the vehicle on the right side of the compartment is a folding short step­ladder to be used to reach the companionway which leads to the upper deck or roof. This stepladder leads a double life, however. It unfolds into a card table with a special non-slipping surface. Below the companionway is wainscoting which conceals a deep cupboard with shelves. In this are quite a library of books, a stock of playing cards, films and other small articles.

“Next it, toward the front, one of the sunken latches of which there are so many in the car, is an invitation to prying fingers. Operated, it reveals one of the neatest examples of space-saving in the whole structure - a writing desk which apparently unfolds out of nowhere and contains all the fittings of the ordinary library escretoire.

“After absorbing the wonders of the rear compartment, or sublimated galley, writing room, shower bath and wash room, according as the mood or the time of day governs its function, the visitor aboard the ‘land cruiser’ is ready to go forward, into the central and largest cabin. This has a triple function; it is living room, dining room, and bed­room and most attractive it is for any of these purposes.

“The furniture is covered with attractive material, and there is a sort of valance to match above the windows, which make up the side walls of the compartment All the windows, by the way, open in the same way that house windows open. They are provided with green shades, not unlike those used in a parlor car and have wire screens on the outside. In addition, there are awning strips and frames on the outside of the car which can be let down to keep out sunlight or light rain at night.

“The interior woodwork of the compart­ment is of ash finished in a light neutral tone of pleasing effect. The ceiling, which at first glance appears to be solid, is finished in the same way. As a matter of fact this ceiling contains four berths of bunks which fit into an almost inconceivably small space when not in use, but pull down quite easily and look like decidedly comfortable beds. They are of the same size as the lower berths or couches; that is to say, several inches larger in each dimension than the stand­ard railroad sleeping car berth.

“Above each of the couches one of these berths is located, the other two, both disappearing, being a little further forward and set across the vehicle. There is, therefore, ample sleeping room for six persons in this compartment. Each of the berths is provided with side curtains hung from brass rods, which give complete privacy, and each has a very flexible wire spring and a thick hair mattress. But their comfort does not stop with mere bedding. A clever way has been found to provide bureau and wardrobe space for each bunk.

“At the head of each of the upper berths, as they may be called for convenience, in the partition between the central and rear compartments of the car, is a closet of the ‘scientific management’ variety. When you open its door you see first a little recess, and forming the back of this space, as it were, several drawers with the familiar socket latches. When these are opened they are found to be deeper and more commodious than appearances would indicate. There is lots of room for one’s linen, cravats and small articles. In the space of recess between the door and these drawers there is a hanger, and there is just enough room to hang a suit neatly with the trousers folded once over a bar.

“The lighting arrangement is such that each bunk has an electric bulb at its head, so that if it is one's custom to turn the pages of a book while awaiting the coming of Morpheus, the habit need not be laid down simply because one is doing motor touring deluxe instead of spending the nights in more usual habitations.

“When you emerge on the upper deck you find it guarded by a wire mesh rail which can be folded inward to give less over-all height to the vehicle. Around the sides are broad lockers, with seat cushions on top, which form delightful seats through the medium of adjustable back racks. These lockers contain guns, fishing tackle, and a commissary supply sufficient for two weeks. They also conceal tanks for hot and cold water, several folding chairs and divans, with mattresses for outdoor sleeping. Clothing can also be stored in them in a special case made to measure, half way between a suitcase and steamer trunk. By means of the seat cushions and sort of folding Morris chair in the centre, five persons can easily ride abreast on the upper deck, all facing forward.

“The land yacht is not without its tender. Like the tender of an sea-going craft, this has its abiding place on the upper deck and is lowered away by means of davits, which are concealed from view when not in use. Here the analogy between sea and land stops, however. The tender in this case is a motor cycle, which is carried on its side in a compartment on the rear of the roof. When it is desired to scout ahead in order to make a first hand survey of the road conditions, test a bridge or measure a place where the headroom if believed to be scanty, all that is necessary is to unship the motor cycle and send the chauffeur off on a tour of inspection. By the same means fresh supplies of light weight may be secured, letters sent to any desired point, and a dozen other ‘chores’ be performed swiftly.

“The great size of the ‘Gypsy’ necessitated special study in the matter of color. The exterior is in great part veneered with wood, a soft tan shade having been chosen to bring out the grain of the ash. The chassis is a quiet gray green. This combination gives the vehicle a sort of protective coloration, as the ornithologists say, blending with the landscape, as the main portion is in harmony with the road itself and the bal­ance harmonizes with the grass. All the interior fittings follow the note of the faun gray walls. The upholstery and valences are of gray Spanish linen, with a design in the mellow greens, blues, and reds of old tapestry. The silk curtains also help to preserve the restful effect of the interior. Even after a dusty day’s run the car should look fresh and inviting within. Here, as in other features of the vehicle, the practical has not been forgotten for a moment.

“One of the most interesting features of this remarkable car is its easy arrangements for converting it into a veritable camp when the owner wants to stop for the night or for fishing or shooting. This is done by raising the top and side curtains for the upper deck and letting out awnings against either side, which when lowered protect the main body from sun and light rains without the closing of windows. This upper deck is also made mosquito proof. When stopping for camp, a flag waves at the head and a powerful searchlight can rotate in every direction. The electrical equipment includes two fans, a drill, emery wheel, soldering iron, &c.

“The weight of the vehicle, with its complement of passengers, crew, and provisions, is a little less than that of a Fifth Avenue motor bus, with its passengers. The wheelbase is 206 inches, but the overhang in the rear is only 46 inches, measured from the rear axle centre. A six cylinder gasoline motor, with cylinders 4¼ by 5 inches, is used. The height from ground is, 11.6 inches and the minimum clearance 16 inches.

“The transmission is of the selective sliding dog type, with gears always in mesh. It is really a double-gear box, as it gives nine speeds forward and three in reverse. This unusual transmission was necessary because of the special requirements of this vehicle. It must be able to travel faster on good roads than the ordinary motor truck of similar weight, and must also he able to negotiate far steeper grades and deep sand.

“The gear ratio on the lowest forward speed is 86 2/3 to 1, as compared with 26 to 1 on a Fifth Avenue motor bus. The gear ratio of the highest speed is 8 2/3 to 1. Final drive is through worm gears. Solid tires 5 by 36 inches, dual on the rear, are fitted.

“A pump, driven by gears from the shaft, is provided for filling the water tanks on the roof. It will lift water from a depth 15 feet below its level. A winch, similarly driven, is attachable to the front or the frame. A 7½ kilowatt generator, driven from the gasoline motor, and a 30-cell battery giving 225 A.H. at 36 volts, supplies electricity for cooking, vacuum cleaners and auxiliary lighting. A separate generator is used for starting the gasoline motor and for lighting. Very easy riding is secured through the employment of semi-elliptic springs, four inches wide and 56 inches long, specially constructed. The brakes are very powerful, the ser­vice brake acting on the rear wheel, having 260 square inches of braking surface.

“Before starting on its transcontinental trip, this motor land yacht was driven several hundred miles over the hills of New Jersey and Westchester County and through the sands of eastern Long Island. No attempt at a speed record will be made in crossing the continent, and Mr. Conklin plans to make a number of side trips en route to in­teresting places. He will follow the Lincoln Highway in the main.”

August 23, 1915 New York Times:

“CONKLIN ROAD YACHT HITS A SHOAL OF MUD; Kitchenette Apartment on Wheels Hangs Undecided Whether to Turn Turtle. ROOF GARDEN ALL ASLANT With "Women and Children First" Passengers and Crew Land Safe in Ditch Surf.

“The land-going yacht in which R.R. Conklin, of the Motorbus Company of New York, and a party of twelve are going from Rosemary Farm, near Huntington, L.I., to the Panama-Pacific Exposition, came near foundering on her second day out, and was obliged yesterday to send a save-our-yacht call at 4:32 P.M. to the nearest port, Briar Cliff. The automobile, with its kitchen, hot and cold water, beds, tables, and even a roof garden, was stuck fast in the slippery mud which lined it channel, the State road just north of Briar Cliff.

“Puffing contentedly, the big double-decked cross between a Fifth Avenue bus and a prairie schooner left Long Island on Saturday, and proceeded on the first leg of its 5,000-mile transcontinental voyage. At the last moment a change was made in the plans, and the automobile ship steered through Briar Cliff instead of going through White Plains, as was first intended. A bridge only ten feet wide was the cause, the yacht needing but twelve as a minimum.

“The rain last night didn’t bother the travelers in the least. With the heavy floor of the roof garden to shed any moisture that might weep through the garden roof, the yachting party could read books and magazine from the well-stocked bookcases which folded into the sides of their dwelling, while they reclined at their ease on couches pulled out from the sides or down from the ceiling of this motor palace. Big electric lights, supplied by current from the yacht’s own dynamo, shed plenty of light.

“Yesterday they went on again and were pitching and tossing along the road about two miles from Briar Cliff when they were forced to turn aside to let an automobile go by. Before the chauffeur could get control the machine had slid into the ditch and stood toppling as though undecided whether to turn over or not.

‘“Port your helm,’ called out Mr. Conklin, but it was too late.

‘“Women and children first,’ was the order, and the whole party scrambled into the muddy road.

“The motor cycle tender was dispatched for aid, but all Briar Cliff’s horses and all Briar Cliff’s men could not pull the yacht into the road again. Machines were invited to try. They came to pull but failed and ended by taking Mr. Conklin’s family to Briar Cliff Lodge, where they spent the night. Mr. Conklin expects to get under way this afternoon at the latest. He is sure that he can eventually make the coast in his motor bus yacht.”

September 26, 1915 New York Times:

“BIG MOTOR LAND YACHT HAS REACHED CHICAGO SAFELY; Roland R. Conklin's Modernized Gypsy Van Shows That Cruising on Wheels Can Be Delightful Sport ;- Vistas of Trip.

“With all stains of heavy travel removed, as is fitting on any craft plentifully supplied with running water, electrical vacuum cleaners, and a large crew, the Gypsy, Roland R. Conklin's motor land yacht, with its owner, his family and guests aboard, rolled into Chicago on the afternoon of Sept. 20, one day less than a month out of its home port, New York.

“The success of this novel motor vehicle, which provide traveling and living quarters for a party of eight, including chauffeur and steward, and has all the conveniences of a kitchenette apartment, with such added features as a roof garden, bids fair to establish a new mode of travel for the tourist. Am idea of this is given in the following description by Mr. Conklin of the trip from New York to Chicago:

‘“Except for the incident on the first day when we were crowded off the road and had to be pulled out of a ditch by the Briarcliff Fire Department, the trip has been a very delightful experience. It has started, not exactly a new for of recreation, but certainly a successful application, under modern conditions, of a world-old sport originating with our nomadic ancestors, namely, gypsying. We are gypsying deluxe across the continent, and I foresee the time when, with improved roads, a family party can have the choice of and travel many thousands of miles along wonderfully interesting highways amid the most varied and beautiful scenery. Sitting in the open air on the upper deck of our car as it rolls along the highways makes one realize that surely no mode of travel has yet been developed that can compare with it for pleasure or for enabling one to become actually and intimately acquainted with our country.

‘“It has and entirely different feeling from that obtained by the motorist flying along the roads with the speed of a railway train. Even the sport of yachting, with its cruising over monotonous waters, cannot compare with it for we have a continued change in landscape to please the eye and keep one’s interest aroused, and there is no seasickness. One must have enough gypsy blood in his veins, however, to be always ready to gladly camp out on a stream or in a beautiful neck of the woods, when he happens to come upon such a spot, perhaps hours before a day’s journey has been completed. And one must repudiate utterly the least attempt to follow any time schedule. To try to make any speed records would be equally absurd in a vehicle like the Gypsy.  Even over the present bad dirt roads, rendered rough in many places by the frequent rains of Summer, we can average fifty or sixty miles a day, and that quite suffices for us.

‘“We have spent nearly four weeks upon the road since starting, but we have loitered along, sometimes remaining at a choice location in camp a day or so. And then we spent a day in Albany, another day in the Mohawk Valley as the guests of the Oneida Community, two days while viewing the beautiful scenery of Niagara Falls, and a day in Cleveland.

‘“After experiencing the dust and poor traveling on the dirt roads in Pennsylvania, Ohio, Indiana, and Illinois, to look back on the concrete and macadamized stone roads of New York fills me with enthusiasm. It is true Ohio has stretches of good roads, mostly brick, but they are only stretches and they never seem to be going one way. Such good roads as there are have been built by enterprising townships that have constructed only according to local needs, and there has been but very little cooperation among the various townships in building continuous highways. If the same amount of money as is now set aside from all sources for good roads was scientifically expended by some central responsible authority, having expert knowledge as to the best type of construction and method of maintenance under a patrol system, similar to that adopted by railways to preserve their roadbeds, we would in a few years be blessed with good roads all over the country.

‘“We will reach the Pacific Coast much sooner than I anticipated when I started. At that time I hoped to be on the road for about three months, bus business matters have arisen which will require my attention in New York in October, and I have decided to send the car to Reno, Nev., Sacramento, or some point on the coast where we can join it, and cruise along the well built and beautiful roads of California a few weeks and then return home by rail. The climate and roads of California are ideal for traveling in such a vehicle and living a life in the open. The weather, too, will soon be so cold in the mountains that it will not be pleasant and an early snow would make it impossible traveling over the Divide.

‘“If the trip of the gypsy can does not more than to call to the attention of a large number of people the desirability of good roads, it will have served a most useful purpose. The enterprise shown by the promoters of the Lincoln Highway in developing an interoceanic road is of vast and far-reaching consequences. The idea has captured the public, and this roadway will certainly be completed, and within a few years there will be two or three more cross continental highways. It has been pointed out time and again that in the event of ware in this country we could not attempt to move our army successfully without means of transporting our troops, without automobiles, such as is daily being done in Europe now, and such transportation would require vehicles as large as mine and, therefore, the various transcontinental roads that are being considered should be built with a due consideration in the width, roadbed, and sharp curves of the road to meet such national uses.”’

The story of Conklin’s Gypsy was also published in the September 1915 issue of The Hub:

“THIS AUTO IS A FLAT ON TIRES.; Motor-driven Gypsy Van With Kitchen, Running Water, Beds, Tables, and Even a Roof Garden

“If the well known Haroun-al-Raschid, Commander of the Faithful, had ordered the most powerful Jinns acknowledging fealty to him to produce out of thin air for his royal pleasure a vehicle which should have the power of motion and yet be a dwelling place fit for a Caliph, the result would have fallen far short of the actual house upon wheels which left New York recently for a trip to the Pacific coast.

“This unique motor vehicle, which he calls a 'gypsy van' is owned by Roland R. Conklin, of New York and Huntington, L. I. He is making the transcontinental tour with his family. With more sense of space in many ways, although much smaller actual dimensions than the private railroad car, this sublimated English caravan, land yacht, or what you will, has all the conveniences of a country house, plus the advantages of unrestricted mobility and independence of schedule.

“Mr. Conklin decided last spring to visit the Panama-Pacific Exposition, and conceived the idea of making the trip in an automobile which would provide living as well as traveling facilities. The result is the present vehicle, which has been' constructed under his direction in New York. Instead of being obliged to lay up in a smoky railroad terminal, it can pitch camp by some wooded stream or lush pasture. It need follow no time tables nor stick to any track.

“It embodies an extension to the field of recreation of the time-honored principle of carrying one's office under one's hat.

“Regardless of the fact that this novel transport is not striving to maintain a. schedule, people at various towns along the route traveled have expressed resentment at the belated arrival of the 'Gypsy'. Industrious reporters have evidently overlooked the fact that Mr. Conklin is traveling for his own pleasure and has no desire to make any record runs during his transcontinental trip.

“As speed was not a special object, a comparatively small motor of 60 horsepower could be used, specially geared for power on grades. Canvas strips for sandy sections, a knockdown, portable bridge and a winch operated by the motor, strong enough to pull the car out of a mudhole or ditch are special items of equipment. No such vehicle had ever been attempted before on this scale but his experience in designing large vehicles for traffic, as the president of the New York Motor Bus Co., convinced Mr. Conklin that his idea was practical, so he went ahead. The result has been the production of a unique unit of travel.

“The body of this land yacht is mounted on a truck chassis, of the motor omnibus type, with such changes and additions as were necessary to meet the varied calls upon it. The inside dimensions of the body are 21 feet in length, iy2 feet wide and 6^2 feet high. On top there is a full-sized deck, fitted with a big folding leather top and side curtains. The body has 44 windows, fitted with glass sash, shades, and copper wire screens. Screen doors are provided in addition to the regular doors at both entrances.

“Probably the best way in which to get a clear idea of all the wonders of this unique vehicle is to enter at its main door, which is at the back, and go right through the "house" from cellar to garret. As you approach the car from the back you see a wooden door, but no steps, unless you happen to recognize the folding steps of a pattern similar to that used on some of the New York surface cars. When you turn the doorknob and open the door these steps unfold easily. When you have mounted and opened the screen door you find yourself in the rear compartment, which probably combines more different functions with less waste of space than any yacht or launch cabin in existence.

“At your left as you enter is a roomy icebox with several compartments and a hundred-pound ice capacity. In one side of this a folding metal wash bowl not unlike those in the washroom of a railroad parlor car. is concealed. A little pull brings this basin down into its position for use. It is fed from the large water tanks on the roof. Above this basin is a water filter for drinking water, one coil of which passes through the icebox, so that chilled water of filtered quality is constantly on tap. Next to the icebox toward the front of the car is a neat porcelain kitchen sink, and near it is an electric range with several burners and a large oven. A miniature dresser with spices, sugar, flour, and the like is on the wall, and other cunningly contrived cupboards and racks hold pots and pans and a plentiful supply of cutlery.

“From the ceiling above this part of the compartment a rack hangs which holds the folding dining room table. This is used in the main compartment of the vehicle, and measures eight feet by two feet when set up. Immediately over the door through which you entered there is something more which at once arrests your attention in an inspection of the ceiling. This is the spray head and curtain ring of a shower bath. The first thought that enters your head is in query form. Where does the waste water go when the shower is in use? At first glance it looks as if a bath would be followed by a flooded kitchen. But not at all; this contingency has been provided for in the same ingenious way with which other difficulties have been met in the 'Gypsy'.

“By raising a little sunken latch in the floor a section of the flooring comes out, disclosing what looks like a small trap door divided into four sections. When these in turn are lifted by their latches they are found to be lined with metal and to form a sort of box, the sides of which are several inches above the floor level and the bottom several inches below that level. With the final touch of a rubber stopper the shower bath arrangements are complete.

“The shower bath is about in the center of the car's rear compartment. That is to say. it is midway between the wheels, but near the entrance door. Nearer the front of the vehicle on the right side of the compartment is a folding short step ladder to be used to reach the companionway which leads to the upper deck or roof. This step ladder leads a double life however. It unfolds into a card table with a special, non-slipping surface. Below the companionway is wainscoting which conceals a deep cupboard with shelves. In this are quite a library of books, a stock of playing cards, films and other small articles. Next it, toward the front, one of the sunken latches of which there are so many in the car, is an invitation to prying fingers. Operated, it reveals one of the neatest examples of space saving in the whole structure — a writing desk which apparently unfolds out of nowhere and contains all the fittings of the ordinary library escretoire.

“After absorbing the wonders of the rear compartment, or sublimated galley, writing room, shower bath and wash room, according as the mood or the time of day governs its function, the visitor aboard the 'land cruiser' is ready to go forward, into the central and largest cabin. This has a triple function; it is living room, dining room, and bedroom and most attractive it is for any of these purposes.

“The furniture is covered with attractive material, and there is a sort of valance to match above the windows, which make up the side walls of the compartment. All the windows, by the way, open in the same way that house windows open. They are provided with green shades, not unlike those used in a parlor car and have wire screens on the outside. In addition there are awning strips and frames on the outside of the car which can be let down to keep out sunlight or light rain at night.

“The interior woodwork of the compartment is of ash finished in a light neutral tone of pleasing effect. The ceiling, which at first glance appears to be solid, is finished in the same way. As a matter of fact this ceiling contains four berths or bunks which fit into an almost inconceivably small space when not in use, but pull down quite easily and look like decidedly comfortable beds. They are of the same size as the lower berths or couches; that is to say, several inches larger in each dimension than the standard railroad sleeping car berth.

“Above each of the couches one of these berths is located, the other two, both disappearing, being a little further forward and set across the vehicle. There is, therefore ample sleeping room for six persons in this compartment. Each of the berths is provided with side curtains hung from brass rods, which give complete privacy, and each has a very flexible wire spring and a thick hair mattress. But their comfort does not stop with mere bedding. A clever way has been found to provide bureau and wardrobe space for each bunk.

“At the head of each of the upper berths, as they may be called for convenience, in the partition between the central and rear compartments of the car, is a closet of the "scientific management" variety. When you open its door you see first a little recess, and forming the back of this space, as it were, several drawers with the familiar socket latches. When these are opened they are found to be deeper and more commodious than appearances would indicate. There is lots of room for one's linen, cravats and small articles. In the space or recess between the door and these drawers there is a hanger, and there is just enough room to hang a suit neatly with the trousers folded once over a bar.

"The lighting arrangement is such that each bunk has an electric bulb at its head, so that if it is one's custom to turn the pages of a book while awaiting the coming of Morpheus, the habit need not be laid down simply because one is doing motor touring de luxe instead of spending the nights in more usual habitations.

“When you emerge on the upper deck you find it guarded by a wire mesh rail which can be folded inward to give less overall height to the vehicle. Around the sides are broad lockers with seat cushions on top, which form delightful seats through the medium of adjustable back racks. These lockers contain guns, fishing tackle, and a commissary supply sufficient for two weeks. They also conceal tanks for hot and cold water, several folding chairs and divans, with mattresses, for outdoor sleeping. Clothing can also be stored in them in a special case made to measure, half way between a suit case and steamer trunk. By means of the seat cushions and sort of folding Morris chair in the center, five persons can easily ride abreast on the upper deck, all facing forward.

"The land yacht is not without its tender. Like the tender of any sea-going craft, this has its abiding place on the upper deck and is lowered away by means of davits, which are concealed from view when not in use. Here the analogy between sea and land stops, however. The tender in this case is a motor cycle, which is carried on its side in a compartment on the rear of the roof. When it is desired to scout ahead in order to make a first hand survey of the road conditions test a bridge or measure a place where the headroom is believed to be scanty, all that is necessary is to unship the motorcycle and send the chauffeur off on a tour of inspection. By the same means fresh supplies of light weight may be secured, letters sent to any desired point, and a dozen other 'chores' be performed swiftly.

“The great size of the 'Gypsy' necessitated special study in the matter of color. The exterior is in great part veneered with wood, a soft tan shade having been chosen to bring out the grain of the ash. The chassis is a quiet gray green. This combination gives the vehicle a sort of protective coloration, as the ornithologists say, blending with the landscape, as the main portion is in harmony with the road itself and the balance harmonizes with the grass. All the interior fittings follow the note of the faun gray walls. The upholstery and valences are of gray Spanish linen, with a design in the mellow greens, blues, and reds of old tapestry. The silk curtains also help to preserve the restful effect of the interior. Even after a dusty day's run the car should look fresh and inviting within. Here, as in other features of the vehicle, the practical has not been forgotten for a moment.

“One of the most interesting features of this remarkable car is its easy arrangements for converting it into a veritable camp when the owner wants to stop for the night or for fishing or shooting. This is done by raising the top and side curtains for the upper deck and letting out awnings against either side, which when lowered protect the main body from sun and light rains without the closing of windows. This upper deck is also made mosquito proof. When stopping for camp a flag waves at the head and a powerful searchlight can rotate in every direction. The electrical equipment includes two fans, a drill, emery wheel, soldering iron, etc.

“The weight of the vehicle, with its complement of passengers, crew, and provisions, is a little less than that of a Fifth Avenue motor bus, with its passengers. The wheelbase is 206 inches, but the overhang in the rear is only 46 inches, measured from the rear axle center. A six-cylinder gasoline motor, with cylinders 4¼ x 5 inches, is used. The height from ground is 11.6 inches and the minimum clearance 16 inches.

“The transmission is of the selective sliding dog type, with gears always in mesh. It is really a double-gear box, as it gives nine speeds forward and three in reverse. This unusual transmission was necessary because of the special requirements of this vehicle. It must be able to travel faster on good roads than the ordinary motor truck of similar weight, and must also be able to negotiate far steeper grades and deep sand.

"The gear ratio on the lowest forward speed is 86 2/3 to 1, as compared with 26 to 1 on a Fifth avenue motor bus. The gear ratio of the highest speed is 8 2/3 to 1. Final drive is through worm gears. Solid tires 5x36 inches, dual on the rear, are fitted.

“A pump, driven by gears from the shaft, is provided for filling the water tanks on the roof. It will lift water from a depth 15 feet below its level. A winch, similarly driven, is attachable to the front of the frame. A 7½ kilowatt generator, driven from the gasoline motor, and a 30-cell battery giving 225 A. H. at 36 volts, supplies electricity for cooking, vacuum cleaners, and auxiliary lighting. A separate generator is used for starting the gasoline motor and for lighting. Very easy riding is secured through the employment of semi-elliptic springs, four inches wide and 56 inches long, specially constructed. The brakes are very powerful, the service brake acting on the rear wheel, having 260 square inches of braking surface.

“Before starting on its transcontinental trip, this motor land yacht was driven several hundred miles over the hills of New Jersey and Westchester county and through the sands of eastern Long Island. No attempt at a speed record will be made in crossing the continent, and Mr. Conklin plans to make a number of side trips en route to interesting places. He will follow the Lincoln Highway in the main.

“Latest reports from the 'Gypsy Van' are from Ohio. So far the travelers have enjoyed a highly satisfactory trip and have experienced no serious mishaps.”

Although it had been a long time coming, in June of 1916, Chicago's Lincoln Park Commissioners enacted an ordinance licensing the Conklin's Chicago Motor Bus Company to operate a line of busses over certain specific routes under their jurisdiction on the north side of Chicago. This ordinance required the firm to pay a $20,000 advance to the commissioners, to be applied to the annual fees due during the thirteenth, fourteenth, and fifteenth years of the grant for the operation of its bus line. An additional $5,000 deposit was paid as a guaranty that Chicago Motor Bus would abide by the terms of the ordinance and the regulations of the park commissioners.

The American Motor Bus Story Is Continued HERE

© 2004 Mark Theobald - Coachbuilt.com

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