Sulphuretted

two kinds, if not more. The great volume of water, the meeting of which with the hot magma of rock is the fundamental cause of volcanic explosions within the crater, was probably resolved into oxygen and hydrogen, and the latter burned after the projectile cloud had shot forth.

But what of the gas in the projectile cloud which did not burn within the fiery crater, but shot forth into the air, combined with the oxygen of the air? It is well known that some volcanoes emit carbon monoxide, which has an affinity for free oxygen of the air, but this is a lighter gas than air and would not have floated downward. Again, there is the wholly explosive marsh gas (CH), and this Professor Landes of the St. Pierre College reported he had detected in the mud of the Rivière Blanche several days before the great Secret enveloped him: but this gas is also lighter than air.

At present we have in view but one other explosive gas which might have caused this hydrogen. damage, sulphurated hydrogen (H2S). This gas has a specific gravity of 17, which is much heavier than that of air (14.5), and is the only one of the gases mentioned which could have floated downward upon the city. There is much evidence to this effect.

Should Science, with data in hand, write an epitaph over St. Pierre, it would be a cryptogram as follows: H2S+O.

Various

But there are alternative hypotheses concerning the nature of the Secret, and one of these is that the destruction came from a blast of intensely hot steam and cinders. The data thus far collected tend strongly to uphold theories. the gas explosion theory. Yet the evidence must all be in before the final verdict can be given.

THE AUTOMOBILE

ROBERT CRAWFORD

RANCE is the paradise of the motorcar, and is likely to remain so a few

FR

years longer. The birth and rise of this new form of locomotion is but a short chapter in the history of modern industry, France the but it is a fascinating one. Builders and buy

home of the

auto-car.

ers alike were enthusiasts and poets in their way. The former can boast of a record of steadfast faith, of dogged struggles with all manner of difficulty and disappointment, of plunges into seemingly wildcat ventures, which, in defiance of all reasonable expectation, have turned out well; the latter may claim to rank as sheer enthusiasts with the Dutch tulip-fanciers of old. The whole history of automobilism in France is colored by the spirit of enthusiasm of its founders-of those who made the first auto-cars, and of those who bought them.

Those motorists, in bearskin jackets (in July!) and with yachting-caps and smoked spectacles, are legion, who dash along the

and

roads of France, and cheerfully swallow dust for hours because they believe that they are fulfilling a mission as pioneers of "the Great Pioneers National Industry"; and when they get into patriots. difficulties with the police for "scorching" (nineteen miles an hour is the limit, except for races, with special town regulations), they are not unwilling to look upon themselves as martyrs for the cause.

The history of automobilism in France may be divided into four periods: (1.) The early -almost prehistoric-period of steam-boiler carriages from 1860 to 1880. There were horseless carriages in England some years before, not to mention a self-propelled vehicle known to have existed in 1769; but this interesting infant industry was stifled by the Locomotion Act. (2.) The birth and development of modern automobilism, 1880 to 1890. (3.) A period of great prosperity, due to the oil motor, 1890 to 1895. (4.) The modern period. The first half of this period, 1895 to 1898, coincides with the racing mania; the latter half with a reaction of public opinion against racing, ending in prohibition of high speed, except under severe limitations.

Count

The great year 1882 is a landmark. Count de Dion, the friend of General Boulanger, de Dion. a society man and an authority on duelling, suddenly disappeared from politics and from the clubs, and no more was heard of him for some time. He had resolved to do something,

to get on; but how was he to succeed unless by striking out in some entirely new line? He had made the acquaintance of a mechanic named Bouton, whose head was full of notions, which, with his old foreman's experience, he knew how to put into practical shape. Count de Dion brought a little capital, social connections, and-as it turned out-no mean ments of degree of business ability. They put their heads together, and decided that they would build horseless carriages. Why that, and not something else? Probably because cycling was fast coming into vogue: the "safety" dates about this time. The two partners foresaw that cycling would create a taste for fast travelling on roads.

Develop

cycling.

The first car.

For some years Count de Dion and Bouton worked in their wooden shanty at Suresnes sustained by faith. They were literally building the cart before they knew where they could get the horse-I mean a good motor. Industry, in their case, had its romance. They worked with the self-confidence of youth. An old-established firm of machine builders would not attempt the horseless carriage problem, because there was abundant reason to believe nothing would be gained by it.

It seemed impossible at the time. to build a small and yet efficient machine. Count de Dion and Bouton were two years before finding a suitable boiler. In 1884, they turned out a bicycle with machinery weighing one