Steam Automobile Club of America, Northwest Chapter
Vol. 17 No. 4 Winter
2004
SACANW
ChapterOfficers:
President: Myles Twete of 4936 SE Flavel Drive Portland, Oregon 97206 503-267-6465 (home 503-777-2110) email: mylest@teleport.com Secretary/Treasurer/Editor: Pat Farrell, 6647 Bridgewater Lane, Sedro Woolley, WA 98284 360-856-1294 e-mail <rp.farrell@verizon.net>
The NW Chapter of SACA newsletter is sent out the first week of each season of the year. Cost of our hardcopy newsletter is $5 a year. Cyberspace delivery is free to NW region SACA members. Our mission is to perpetuate the use of the steam automobile and to share information pertaining to them.
Events:
April SACANW business meeting: Canceled due to poor logistics for our business meeting at the Portland Swap Meet. Business meeting will be moved to July's "steam clinic and mini tour.
July 8-10th, 2005 SACA NW Steam Clinic and Mini tour. Located at Pat & Merrily Farrell's Unique Museum, Sedro Woolley, WA. Contact Pat at 360-856-1294 for more information. Lodging close by at the Three River's Inn. Call 360-855-2626 for room reservations.
April14-16,2005 Horseless Carriage Club 14th National Bakersfield Swap Meet & Tour in Bakersfield, CA at the Kern County Fairgrounds, Bakersfield, CA
January 22-28, 2006 Centennial of the 127.659 mph Stanley land Speed record of January 26, 1906 Ormond Beach, Florida. Steam car tour and time trials. Contact the Stanley Museum at 207-265-2729 for more information.
Dear Steamers-
Once again, winter is upon us and we're surely all faced with the challenges presented by seasonal and holiday obligations. For me, winter is a mixed blessing---summer often seems too warm at times to get excited about doing anything with steam. Fall comes around with welcome cooler temperatures, seemingly begging for steam activities---yet things get in the way and excuses are found. Before you know it, winter is here---along with cooler temperatures and the need to consider laying up our steamers for the winter. It's also a time to reflect on the year's steaming and planning for the future.
This year saw me steaming more than other years----though not so much with my own steamers.
I enjoyed several steamboat adventures this year locally in Portland. Most of these were onboard the 27ft steam launch SEA HORSE. I also enjoyed a trip or two onboard the 40ft wooden twin-engine steamer TORTOISE, which I helped build. Then there was the steaming of my own boat at this year's NWSS Annual Meet, held once again at Wheeler on Nehalem Bay on the Oregon coast. I had a fairly non-eventful and fun 3-days of steaming on my 20ft launch OLY.
I did absolutely no steaming with, or even any work on my loco-style steam carriage GRASSHOPPER---which is a shame---especially given Eric Gleason's organizing of a great steam car mini tour right in my back yard this summer at Brooks! Kudos to Eric for organizing this event. We also want to thank "Pat & Merrily" and "Russ and Harry Hibler" for coming down to join in with their steam cars. Along with Alex Beamer's Bar B Q and Christopher Roberts' steam display, it sounded like an event I shouldn't have missed!
Next year? I hope to be working on my project car's issues----it isn't a big list----building/adapting a new oil-fired burner and working out the more challenging problem of managing the pressure/temperature for its monotube boiler. I've read, and continue to read, lots of articles on monotube boiler control----articles from LSP, Steam Automobile, Funnel, Doble's notes and Steam Marine and Steam Automobiles. I'm still not certain what strategy I'll use for boiler control, but I do know that it will be a challenge within the confines of the existing boiler design.
Meanwhile, its winter...and I find myself working mainly on ideas, reading about what's been done in the past with steam, and what I might do to incorporate these ideas into my projects. What is better to do in the winter?
As for the future in steam, we will have our annual meeting and election in July at the "Mini tour and Steam clinic" in Sedro Woolley, Washington; there's also the NWSS Annual Meet in Port Angeles next August to consider. It's always good to see steam cars at the steam boat meets----so let's bring 'em on! Ron Thurber and his helpers are planning the 2006 biennial steam car tour in Idaho. Also to consider for 2006 is again, the NWSS steam meet in early August, which will likely be in St. Helens, Oregon, on the Columbia River. I am the event coordinator for the NWSS and it's looking like it will be a BIG event. We will likely have the 130ft (?) steam sternwheeler "Portland" (with onboard Oregon Maritime Museum) attending the steam meet.
This brings up another thought: with this my second winter as our SACA chapter's President, I would like to announce my desire to see someone else at the helm of SACANW for 2005. While I'd be willing to continue on as President, I feel strongly that our club will be best served by having a leader who is more active in steam automobile activities---which I am not.
If you ever considered being more involved, here is your chance!
Meanwhile, its winter----make the best of it, and I'll see you all in the Spring-
Myles Twete, SACA/NW President
mylest@teleport.com
By Pat Farrell
With our 1914 Stanley loaded and our check list all check off, we departed for Avon, Colorado at noon Friday, September 17th. Our trip to the 2004 Western Steam Car Tour was two fold. One was to see old steam friends again, and the other reason was to take delivery of some Stanley parts from Ron and Sue Hardwig. After we had driven about 140 miles, we stopped in Olympia to deliver a Stanley rear axle and after unloading our axle, we showed him our Stanley roadster. In the front seat of the steamer, was our farm cat "Thomas". He had stowed away in our warm Stanley and he had gone unnoticed. We stopped and purchased survival gear for Thomas, and down the road we went. This trip was getting more interesting all the time. After a flat repair in the dark at LaGrande, Oregon, we made it to Steam Boat Springs by Saturday night.
Sunday Morning found us in Avon, Colorado, looking at the pretty steam cars. Fourteen steamers came from all over the United States with only three of them coming from the West Coast. The oldest steamer was Dick Moore's 1900 Locomobile from LaVerne, California and the newest was Ron and Sue Hardwig's 1922 Stanley Model 740 Stanley Touring from Bloomington, IL. . The evening's firing up Banquet was a few miles out of town at a Dude ranch and due to the rain, we all decided to drive our modern iron. We had no more than arrived for the Bar B Q and the sun came out in full blossom. Pitching horse shoes and feeding the buffalo kept us busy until firing up dinner was served.
Monday, under raining skies, we drove our steamers through the beautiful Glenwood Canyon and on to see the Redstone Castle, and then on to lunch at the Redstone Inn. Since it is an interstate highway, for those steamers that steamed through the Glenwood Canyon, the state police gave them a police escort. On the way to the Castle, Merrily and I took a 24 mile side trip to the Sunlight Ski Resort by taking a "wrong turn". The wrong turn put on a few extra miles but it was well worth it. The wind and rain made us thankful for having our windshield and our top on our Stanley. The 40 room castle built by a coal baron was everything that we expected, but located in such a remote location, it astounded us. We later had a hosted lunch at the Redstone Inn. On the return trip to Avon, we had a most enjoyable scenic tour along the Crystal River. With the day's heavy rain they should have named it the Chocolate River. Meeting them at the Glenwood Springs mall, the Colorado State Patrol gave the steamers an escort up through the Glenwood Canyon again.
Tuesday, we were all to steam 87 miles to Steamboat Springs where we all were to stay for the next three nights at the Hampton. We all awoke to snow falling on our cars, and by 9 AM the new plans were to trailer our cars over the snow covered roads to Steamboat Springs. We were the second rig out of the parking lot and after about twenty miles of slow going, we came upon Allen Blazick and Lane Goulding with their tow rig snow bound and hanging off of the right hand of the road with no way to get back on without help. Since they had about ten people stopped to lend assistance, we continued on. We arrived in Steamboat Springs and since we were early, we spent the rest of the day on a shopping spree looking in the antique stores and other tourist shops for bargains. At the evening's dinner at the Ore House, our 1914 Stanley was the only steam car to attend the hosted dinner. After dinner at dark nine O'clock, we left for the hotel under the guidance of our gas head lights and kerosene lamps.
Wednesday, under a light dusting of falling snow, we left for our run up the Elk River Valley and to view the bright fall colors of the aspen trees. Just two cars toured Wednesday because of the cold inclement weather. Ron and Sue Hardwig followed with their 1922 Stanley catching up with our steamer at the Dutch Creek Ranch for our hosted lunch. With snow still hanging from the evergreen trees, it was a pretty location for lunch. The day's special was, to everyone's relief, that instead of having our lunch outdoors as planned, it was now being served indoors. Our Stanley had quite pumping water to the boiler before lunch and after our meal, the problem had us all scratching our heads. It was soon discovered that something foreign had lodged in the water bypass valve, letting water continually bypass the boiler. After working the bypass lever back and forth a dozen times, the foreign particle (water pump packing?) was now just a memory and the pumps were finally doing their job again. On the way back to the hotel, kerosene for our Stanley only cost $1.79 a gallon, what a bargain!
Thursday it was cold and under threatening skies we departed at nine thirty AM for a 78 mile run to Oak Creek, and the twenty mile mine. The roads were remote, had excellent views, and had good rhythm for a Stanley steamer. Allen Blazick and Lane Goulding stopped with their 1910 model 70 Stanley at the Twenty Mile Coal mine for water and they were given a tour of the coal operation. The mine produces 7.5 million tons of coal each year. We got so taken up in the day's nice run that before noon, we were already back at the hotel. Under sunny skies, Con Fletcher and Eva Morrison were just leaving for the same tour with their 1911 Stanley model 85 seven passenger 30 hp touring. A little later, a few other cars left to retrace the previous day's tour up to the Dutch Creek Ranch. Thursday was the best touring day for the whole tour. Good weather, good roads, and no problems to be found anywhere. Dick Moore even drove his 1900 Locomobile out to an old school house, making a 15 mile round trip. A few of our touring group that had left their cars in Avon on Tuesday because of the snow, used this day to go back to Avon and drive them up to Steamboat Springs.
Friday found our group of steamers heading the 83 miles back down to Avon and the evening's blow down banquet at the Christie Lodge. As far as I know, no one had any breakdowns and everyone enjoyed the tour in spite of the foul weather.
Since at Steamboat Springs, we were already 83 miles closer to home, we and Thomas the cat headed out Friday morning trailering our way back to Washington State. We had our second flat repair in the dark at LaGrande, Oregon and soon we were home by 12:30 PM that Saturday afternoon.
We want to thank Rob and Barb Reilly, Frank and Alma Hix, and Con Fletcher and Eva Morrison for putting together this most challenging steam car adventure through the beautiful aspen and snow covered hills of the Rocky Mountains.
.October 1-3, 2004, cars dating from 1955 and before were racing to the top of Newport Hill to see who could make it to the top with the fastest time... The original hill climb started in 1909, and continued sporadically until World War I. Representatives of cars of discontinues makes are limited to 1955 and before. Representatives from marques still in production, such as Ford and Chevy, were required to be built before 1942.
Ron Hardwig brought his 1910 Stanley steamer to the race. His official time was 30 seconds more than his practice time at 73 seconds. After problems on the starting line with the pilot light going out and having to be relit, Hardwig forgot to take the emergency brake off.
The Newport Lions Club, the group in charge of the event, is an understanding bunch though. Later in the race, Hardwig was given another chance to bring his time down to 37 seconds. Hardwig was given the opportunity to retry, because he was the only competitor in his class.
He explained that the steamer uses kerosene to heat water to 500,000 BTUs to power the vehicle. The car gets about one mile to the gallon of water and 10 to 12 miles per gallon on kerosene to heat the water. The car has no gearshift and no clutch.
"You just give some steam and go," Hardwig said.
Hardwig got his first Stanley steamer in 1996. He was looking for a hobby and remembered his father telling him about playing on a steamer when he was a boy. Ron drives the car about 1,000 miles each year and tries to visit the Newport Hill at least every other year.
The record time for the hill was set by a 41 Ford pickup with a time of 23.09 seconds. A well attended event, the model A Ford class alone had 57 entries.
The hill climb is held on the first Sunday of October every year. More information and registration forms for next year's event can be found on www.newporthillclimb.com
Ron Thurber Writes: From a "forwarded" letter received fairly recently, you somewhat detailed the demise of our Western steam tours. Likewise, I have noticed a dwindling of enthusiasm. However, I really don't feel that we need to get too discouraged. My son and I (along with family) have very much enjoyed several national HCCA Tours, and our steam cars generally qualify for either the "large" car tour as well as the "two-cylinder" tours--the only limiting factor is the pre-1916 restriction. Yet there are many regional and local chapter tours that "lift" the pre-1916 requirement. Personally, I like the pre-1916 requirement.
There are several different perspectives that the HCCA Tours can offer: (1) Blanket insurance (this really is important), (2) The tour participants are larger in number, offering the ability to mingle with new and different people, numbers generally generate service vehicles which are often needed, (3) Encouragement in wearing of vintage clothing, (4) Usually there are related activities that are very appealing to our wives--which adds to the success of a great tour, (5) Using "steam" as a "common denominator" to bring us together--indicating that we are "different"--frankly could be questioned. I would hope that we have more to share. The "pre-1916" requirement is much broader. (6) The pre-1916 steam cars can still tour as a "cluster" on a standard HCCA Tour if we feel that our separate identity is important. (7) I feel it a personal challenge to tour with the gas cars in such a fashion as to show that the two really co-exist and are compatible, even though we have some special weird requirements from time to time.
I would encourage our steam car group to support the HCCA tours, and after several years we might find the need for another steam tour. Rob and I have talked about sponsoring a re-run of our 1988 Sun Valley Tour--we kept detailed files on the arrangements--yet it also would make a great pre-1916 HCCA standard tour that would include the earlier steam cars. Anyway, I felt that I should write a few of my thoughts. Our best to you, we will be home in the spring of 2006, eager to tour. With kindest regards--The Thurbers
In an email addressed to Rob Williams, Dick Gasparotti, and Ryan Thurber; Ron writes:
..What would you think of our SW Idaho Chapter sponsoring a late June or early July 2006 tour patterned somewhat after our 1988 Sun Valley Steam Tour--only do it backwards? Assemble Saturday & Sunday at Sun Valley (Ketchum), Monday to Arco, Tuesday to Challis, Wednesday to Stanley (Redfish Lake Lodge--if we reserve early)--then also stay Thursday in this area for R&R--especially some fly fishing and day hikes, Friday back to Sun Valley for the final banquet.
I am certain that we could get Temple Baldwin in Kimberly to help us, and we could "independently" encourage our usual steam car group to sign up early. Registration would probably need to be limited due to room availability in Arco--unless there are some new motels since 1988(?). Frankly, it would be a great project for our local club to put this together, would also be a great service to our National HCCA, and especially of benefit to our steam group. We would need to quickly check the National HCCA calendar for 2006. I have kept a very complete file on the 1988 tour; it would be of some help. In any case, we will be back from our Mission in January of 2006 and would be ready and willing to help in a big way!
My pilot is eager to be lit, how about yours? Your friend Ron
Stanley Brake Adjustment After relining out brakes on our 1914 Stanley, we went touring. On the 1914 Stanley, the internal brakes are the service brakes and they have one piece expanding brass brake shoes. I didn't leave enough brake pedal free travel because with new lining using all I had, I didn't have enough adjustment left to do it. After overheating the service brake on a long down hill, the brass shoes expanded faster than the steel brake drum and the brakes started to drag, even when released. I drove on and finally I had to stop and let them cool. Damage was done to my new lining and the lining had to be replaced again. With the new lining, I made sure that I had brake pedal free travel of about 1 ½".
Stanley Engine End Cap Packing. Jim Keith writes: For a number of years I searched for a packing which would replace the old asbestos type laced with inconel wire to use in Stanley cylinder caps. Dan Strubel, engineer at John Crane, recommended a variety of packings. I tried them all. None withstood temperatures and pressures in my Stanley engine's end caps- the ones which did resist having a section blow out soon leaked a fair amount of steam. Yes, I tried Kevlar which I do use in drive rod and valve packings. Then when again speaking with Mr. Strubel, he suggested trying the packing listed below which seems to do the job very well. JNO Crane Packing style item 3871, 0.125 PRT#0125RSP777 Packing, Braided Square Braid 3871, 0.125" inconel wire inserted "S2" contains chopped S2 fibers - Highly Lubricated sealing surface. Good to +1200 degree Fahrenheit and steam pressure to 4,300 psi. The cost is about $1 a foot. Contact John Crane, Inc., 6500 Morton Grove, Ill. 60053-0805 Telephone 800-732-5464
The grooves in the end caps are approximately 1/8", but in places the threads continue into the groove interfering a bit with seating of the packing. I machined all end caps to have a full, clean 1/8" all the way around. This did improve the seating of the packing, but whether or not it was needed in the end when the #3871 packing was used is not yet known. Cut the ends of the packing on the bias for a better seal.
One additional; item you may find of interest. The best boiler fire tube swage I have found is an American made flat end Snap-On Punch PPC210A, cost slightly over $20.
What sizes are Rushmore Searchlight headlights? By Pat Farrell
Referencing my Rushmore Searchlight book, I have this information for you;
Rushmore headlights were made in two different types: Plain Front and Flare Front.
Stanley cars before 1913 were shown in the season catalogs with Rushmore headlights. The 20 hp cars always had flare front headlights.
The flare front door diameters for the sizes went like such:
Size Front door diameter Body diameter
A: 7 3/4" 6"
B: 9 1/4" 7"
C: 10" 8"
D: 11 3/8" 9"
E: 12 1/4" 10"
The 1909 thru 1912 Stanley 20 hp cars look best with the size C headlight in my opinion. Too large and they look like brass waste paper baskets hanging on the front. Too small and they get lost on the car. They have to be just the right size in my opinion.
I have size C on my 1909 model R and I have size D on my 1911 model 85.
By Pat Farrell
While attending the 2004 Colorado Steam Car Tour, Ron Hardwig had noted that he had been throwing tire threads from his enclosed car hauling trailer's tires. He checked out the tire carrying capacity of his tires and he found that his new trailer was sold to him with undersized tires for the load that it was advertised to carry. In checking our trailer and other trailers around us, I found this to be true of most trailer manufactures, they put on too small of capacity of a tire for what the trailers are advertised to haul.
On your tires, it is written on them how many pounds the tires are limited to carry. (i.e. 1,600 to 2,600 pounds.) On your trailer data tag, it tells you what the maximum gross weight that your trailer and its load will total up to. (i.e. 7,000 to 10,000 pounds.) By adding up your cars weight and your empty trailer weight together, they should exceed neither the trailers gross weight limit, nor the trailer tires total carrying capacity.
Our trailer is rated at 7,500 gross weight and its four tires only added up to 7,280 pounds capacity. Another trailer's gross weight was 10,000 pounds and it had tires rated to carry the same 7,280 pounds. Ron's trailer also fell into this same 10,000 pound slot before he up sized his trailer tires. Returning home, we again had tire problems at LaGrande, Oregon with no one having a replacement tire for us. Thank goodness for our spare tire.
A few different load range tires for trailers are:
Size Load Range Carrying Capacity Max. air pressure
P205/75 R 15 Passenger 1598 pounds 35 psi
ST205/75R 15 C 1820 pounds 50 psi
ST225/75R15 D 2540 pounds 65 psi
We changed all four tires up to the next load range like Ron did. Our tires are now rated to carry 10,160 pounds (2540#X4 tires). We added almost 3,000 pounds of tire carrying capacity to our trailer by going up one tire size, and with our new tires we can now carry more weight than we usually would carry. The tires only cost $62 each so it was money well spent
It is better to be over tired than being flat tired.
Judi Stone requested: What boiler operator license requirements are required for steam cars in the State of Washington? Is there any boiler certification required? Editor: In the State of Washington, there hasn't been any steam car boiler accidents in our recorded history. The steam car boilers are not much larger than the inspection exempt espresso stand boilers. Because of their small size and good safety record, steam car boilers are not required to have annual inspections like the larger traction engines and stationary boilers are required to have. The Washington State Department of motor vehicles is the government agency responsible for making sure that our motor vehicles are safe for the public roads, and their regulations are enforced by the Washington State Patrol. They have found no need to require any additional licensing for their steam car operators or for the steam cars, other than their present motor vehicle requirements and a valid Washington driver license.
Water, Water, Everywhere!
By Pat Farrell
I thought that I had seen it all. After 20 years of driving our 1914 Stanley 606, it is still teaching me new tricks. I drove it yesterday and I put it away with a full tank of water. In two days I am going on an antique car tour, and I wanted it to be ready for quick steaming. Since as the boiler had cooled, it had siphoned a good portion of the tank water into its boiler, so today I topped off its water tank again. I noticed that the boiler's reflex water level glass was about 4" from the top. Thinking that the boiler should have siphoned full and that it may just be a bubble trapped behind the glass, I opened the throttle to give the boiler sight glass some vent. The steam chest valve was still closed from yesterday, and I left the garage for lunch. I went back into my garage about three hours later and there was about 20 gallons of water floating over my cement floor and still more water was draining out of my exhaust flue. The Stanley was siphoning water out of the water tank, all the way through the boiler, through the engine and out the exhaust flue (stack). As soon as I closed the throttle, the flow of water soon stopped. What a wet mess. :-( Has anyone else ever had this experience? What other car could continue to give you twenty years of new tricks? ;-)
Wanted to buy: Locomobile chassis, parts, body, wheels & patterns for tanks. Call Neil Brady-Browne 250-334-2569
By Pat Farrell
I am in search of information on Mr. Fred Lewis and on his 1916 model 826 double boilered Stanley. Its serial number is 16813 and it is only one of two model 826 Stanleys ever made.
Mr. Fred Lewis of New York owned real estate in New York, California and in later years he had a large ranch in Vancouver, British Columbia, Canada. A few of his luxury cars have survived today, like our 1916 Stanley model 826 that was taken in on trade at The Clark Bros. Buick dealership in 1922 in Pomona, California. His employees had stated that Mr. Fred Lewis's model 826 was raced at Daytona Beach, Florida.
The model 826 Stanley was delivered 8/26/1916 from the Stanley Steam Car Co. as a running chassis and it was set up with two boilers. Where the second boiler was installed is where the driver usually sat. Everything in the driver's area was moved to the rear to make room for the second boiler. Moved to the rear by 30 inches were the steering gear, both brake cross shafts, hook up and brake pedals and even the pump pit was moved to the rear. The car's Daytona racing career was short because it was soon sent to Mr. Fred Lewis's California Diamond Bar Ranch outside of Los Angeles. About this time the rear boiler was removed and the model 826 was refitted as a truck to haul workers and supplies to his ranch. Goldie Moore of La Verne, California purchased the model 826 from the Buick dealer in 1922 and he used it in his plumbing and welding business up until 1929. In 1961 Goldie built a depot hack body for it and that is the way that it was when I purchased it in 1998 from Goldie's son, Richard Moore.
The model 826 is a steeled frame Mountain Wagon type with the 30 hp Stanley engine and boiler mounted on a 136" wheel base. The cross member that holds the engine support strap is notched so the engine could have a larger crank gear for higher speeds. The engine presently is geared 50 to 80. The model 826's steel frame is still drilled for the relocation of the driver's controls to the rear and it also has the mounting holes in the frame for the second 30 hp boiler. All these extra holes all look like they there were professionally drilled at the Stanley Factory. The pump pit is still mounted at its relocated rear position. To return them to their single boilered forward location the hook up levers still show where new pieces of rod have been welded back in. The firewall and doors look like they came from the Stanley factory but the aluminum body looks like a custom built body. Brent Campbell looked at some of the early photos of this steamer's body and he thinks that it has historical significance and that it should be preserved. The model 826's unusual aluminum flush sided two place cab is now stored in my garage. I have mounted an authentic noncondensing 12 passenger Mountain Wagon body on the frame and I am restoring it as a correct 12 passenger Mt. Wagon. A couple Mountain Wagon components that the model 826 still had under it are the under-frame mounted 57 gallon water tank, and its original Mt. Wagon fuel tank. These two items wouldn't have been found on the frame when it was used as a double boilered racer.
This is where I am now at with my information. I am appealing to you for any photos of or information on the model 826 or on Mr. Fred Lewis.
Thank you for your time.
Sincerely,
Pat Farrell
6647 Bridgewater Lane
Sedro Woolley, WA 98284
Telephone 360-856-1294
December 2004
The following steamers are listed by our SACANW members. There are many more steamers that are not listed due to confidentiality.
Modern steamers 4
1899 Locomobile 11
1900 Locomobile 8
1901 Locomobile 1
1903 Stanley C 1
1904 White E touring 1
1906 Stanley EX 1
1906 White K 1
1907 Stanley EX 2
1908 Stanley H5 1
1908 Stanley K 2
1908 Stanley F 2
1908 Stanley EX 1
1908 White 2
1909 Stanley R 1
1909 White O 2
1909 White M 2
1910 Stanley R 2
1910 Stanley 70 4
1910 Stanley 60 1
1910 White OO 2
1911 Stanley 62 1
1911 Stanley 63 3
1911 Stanley 71 1
1911 Stanley 85 2
1912 Stanley Mt. Wagon 1
1913 Stanley 64 1
1913 Stanley Mt. Wagon 1
1914 Stanley 606 3
1914 Stanley 607 2
1915 Stanley Mt. Wagon 1
1916 Stanley 726 2
1916 Stanley 826 1
1917 Stanley 728 2
1918 Stanley 735B 1
1919 Stanley 735B 8
1919 Stanley 735 1
1920 Stanley sedan 1
1920 Stanley735B 1
1921 Stanley 735B 1
1922 Stanley 735B 2
1922 Stanley Brougham 1
1924 Stanley 750B 2
1925 Brooks sedan 1
1925 Doble 1
Estes Park, Colorado: The Stanley Hotel Management in Estes Park has decided that it needed more space for their conference and wedding business. They have moved the Stanley Museum's office out of the hotel and the hotel management is now doing their own historical tours. This has curtailed the income from the Stanley Museum's Estes Park historical tour operation and it has added additional expenses. The Stanley Museum Estes Park operation has "moved to a space in the nearby Lower Stanley village. Between rent, lease hold improvements, professional staff and start-up; costs are significant", the museum president said. The new location features their 1909 Stanley Model R steam car. Their new programs are: History teas, History lectures, Ghost story hours, and How-to-run-a-steam-car talks. Their winter hours are 10-4 (closed Mondays).
The Stanleys of Newton: Yankee Tinkerers in the Gilded Age, by Karen Dacey, is in its final stages of the text and the pictures going together. The book is about the social history of the Stanleys' transition from rural/agrarian to urban/industrial life. The Stanley Museum has also announced that they should have another new book out with the subject being about Stanley, Marriott and Ormond. This last one will be out this fall just before the Centennial of the 2006 Centennial of the Land Speed Record at Ormond Beach, Florida.