This is a rough draft. This background information.
At the turn of the 20th century, automobiles were merely a novelty for the wealthy, viewed with skepticism by many who doubted their practicality and reliability. However, the 1908 Automobile Race from New York to Paris was not a competition but presented a groundbreaking journey that tested the limits of early automobiles and reshaped the public’s perception of the potential viability of transportation. Enthusiasts and innovators saw the potential of automobiles revolutionizing transportation. Overcoming immense challenges and demonstrating the ability to travel long distances would be crucial events in popularizing automobiles and the growth of the automobile industry.
Author Julie M. Fester focuses on personal journal entries and newspaper databases of the New York Times, Chicago Tribune, Chicago Post, and more as the six racing teams representing France, Germany, Italy, and the U.S. Fester provides context behind the challenges and tribulations of the grueling race of the unknown wilderness where gentlemen’s agreements are arranged and quickly fizzled out with facing the cruel weather and terrain. With cities and towns being updated daily on the race’s progress via telegram and newspaper entries, the world witnessed the grit and resiliency they encountered with robberies and deception from cities and towns of America and across Siberia, with good luck and funding from their respected sponsors, oil and railroad companies providing accessibility and alternate transportation to complete the journey across the world.
Ready, Set, Go!!!
The automobile industry was still in its infancy in the early 20th century, as the wealthy could afford the motorized vehicles and the required maintenance. The emerging car culture out of France as car companies such as Darracq, De Dion-Bouton, and Clement-Bayard manufactured and sold gas-powered vehicles. European roads were ideal for vehicles during the warmer months. Car enthusiasts would top out the maximum speed of 50 miles per hour and improv-sanctioned races on the French public streets that would result in the deaths of racers, women, children, dogs, and occasionally cows (fester pg 13). French officials banned street racing and resorted to closed-circuit tracks that would endlessly bored racing fans until a French newspaper, Le Matin, reported the rumored challenge of Peking-Paris (Modern-day Beijing-Paris), speculated by Albert de Dion, the father of French automaking and racing (fester pg 14)(NYT 6/9/1907).
Nevertheless, De Dion, head of France’s largest automaking company, quickly embraced the idea, and De Dion Company would enter two company-sponsored vehicles to encourage other racers. Soon enough, a determined Auguste Pons, sponsored by Mototri Contal, would join the race and command a three-wheeler, believing the lightweight design would gain the advantage. The fourth competitor, Charles Godard, was described as a charismatic yet shady fellow who raced regularly. The fifth and final entry was an Italian Prince, Scipione Borghese of Bormarzo, an experienced driver who had driven through the Sahara desert with cars of 3-18 horsepower (07/30/1907). Once the competitors were lined up, the Peking-Paris was promoted by Le Matin newspaper which sparked European interests. Aside from Chinese officials, it would attract Russian, French, Italian, and Dutch Ministers to facilitate the race (NYT 6/9/1907). The race would take the route of the telegraph poles along the Peiking-Irkutsk trail across Asia and Siberia on June 10th, 1907.
The race was more about vehicle superiority, it was more about national pride. Prince Borghese requested that he drove a car fully stocked with Italian parts, including tires.
