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‘"The Rouynâ€"Noranda Press for a number of weeks past has been watchâ€" ing with sympathetic interest the camâ€" paign being waged by the newspapers of Northern Ontario for *the establishâ€" ment by the Canadian Radio Commisâ€" sion‘of a powerful relay station which would give to this vast Ontario and @uebec territory some chance of enâ€" joying the broadcasts from the Comâ€" mission‘s Canadian stations. "Here in Rouyn and Noranda we have as much or more to complain abosut than have the residents of the Northâ€" ern Ontario towns. It is trus we are' not afflicated with miniature stat.iflm‘ such as those located in Kirkland Lake and Timmins and probably fortunateoly we are outside the range of what The] Fcorcupinge Advancs terms their "piffâ€" .ling" programmes but we are on the other hand forced to> be content with American radio broadcasts and only <n| rare are we able to enjoy anyâ€" thing originating in Canada. Even the news broadcasts are usually drownsd out by the powerful American stations and if the fes paid by people of this i district for the privilege of cwning a radio is supposed to include any beneâ€" fits from Canadian Commission broadâ€" An editorial article in The Rouynâ€" Noranda Press last week is well worth thoughtful reading. One suggestion made in that editorial is particularly worth considerationâ€"that the members for the North should unite forces at Ottawa to see that the North is given something like a square deal in radio. The Rouynâ€"Noranda Fress says:â€" Northern Members Should Unite to Aid Radio Owners Sold by . . . but they don‘t grow up that way Yet TALL, SHORT, STOUT or THIN F. N. Whaley â€" A. Nicolson Representatives KRoom 7 Reed Block Timmins AMERICAN All Men are Born Equal FITS THEM ALL! SUIT or TOPCOAT â€" MADE TO MEASURE Fit and Tailoring Guaranteed â€" . W. LBooth C. W. Arnott Blairmore Erterprise: Bellevue Lady: "Aye! Hco can a man mak‘ ends meet ncoâ€"aâ€"days wi‘ proveesions at five dollars a bottle?" _â€"‘"The question of where such a relay â€"station would be located is of little conâ€" cern. North Bay, Sudbury, Kirkland Lake, Rouynâ€"Noranda, Timminsâ€"any place that competent officials might decide as offering prospects of the best resultsâ€"would, we feel sure, be satisâ€" factory. Perhaps if our northern reâ€" presentatives at Ottawa, Hon. W. A. Gordon, J. A. Bradette and Chas. Belec, joined forces and presented the situaâ€" tion squarely to the commission seme action might follow. The people of the North pay their share of the cost of maintaining the commission, a:nd‘ their share also of the cost of the comâ€"| mission programmes. The South is surfeited with Canadian radio and the| North is starved. It‘s not a fair deal. We again insist that somethting should | be done to give adequate Canadian radio service to the North." "When it is considered that up here we embrace in what is known as the north a territory larger than all Southâ€" ern Ontario and Quebez, and that the clder sections of the province are favâ€" oured with numerous stations while we, notwithstanding promises made long ago, are still without even one, it must be clear that the North is receiving scant consideration at the hands of. the commission and that the comâ€" plaints being aired by the newspapers for the past month or more are fully. justified. | casts then such fee is clearly being collected under false pretences. Schumacher vision. Power transmitted directl: the rear axle was the simplest and 1 ecconomical form of consmmtion fact remains, nevgrtbeles, thzt =1 still the simplest and most way to build a car, andthemosw sible way. Ensine heut wgne;aj Of course it must be granted‘ that the early builders were probably in- fuenced more by expediency than Pricr to that dat ful car was poss complete and ir of the man who Looking back over these ghosts of progress g@s they have been ‘arrayed side by side, even the lay visitor canâ€" not help but be impressed by the pionâ€" eers‘ vision of what a motor car should |. be. Among a total of 37 significant models introduced prior to 1910 and|. exhibited at Chicago, 14 were of the rear engine type, six had their engines| in the rear centre, seven in centre, and| ez came ay onty ten in front. That is to say, frOntâ€"| jearn something engine models were in the minority by the overwhelming odds of 27 to 10. _ _ Ford‘s own first successful car, built in 1893, and still in good running orâ€" der, was a rear engine type. Likewise was the Daimier of 1894. In another part of Mr. Ford‘s big white building at Chicago was presentâ€" ed a spectacular display of vehicular history from the chariot cf ancient ‘Egypt to the newest typ> motor car on ‘the highways. Sixtyâ€"seven were in the display, the pick of a vast i permanent collection of vehicles at !Dearborn, Michigan, which numbers 220 automobiles of all types and makss ‘and 560 horseâ€"drawn carts, wagons, and carriages. Each vehicle presented at Chicago was significant of a step in transportation progress or change. Auto of 1862 Shown The earliest automobile in this most instructive "Drama of Transportation," since returned to Dearborn, is a steam driven car built in 1862 or 1863 by one William Austin, of Lowell, Massachuâ€" settts. While resembling outwardly a horseâ€"drawn carriage of its day, this 72â€"yearâ€"old equipage is, from the enâ€" gineering standpoint, further removed from the influence of the horse than is the presentâ€"day motor car in all its glistening â€"grace and speed. Austin placed his engine, clumsy as it was, at the rear centre of his powerâ€"propelled buggy. The carriage had a wheel base of 54% inches and a tread of 8554 inches. The wheels were 45 and 46 inches in diameter, front and rear spectively. The fuel was charcoal, chipâ€"wood, or scrap coal. The two cyâ€" linder engine, held in place by a frame, had piston valves. The drive was direct to the rear axle, the latter acting as a crankshaft. â€"The water tank was loâ€" cated at the rear of the carriage, Rear Eng’ine*fi,‘ommon Then Later the Benz Company of Mannâ€" heim, Germany, founded by Carl Benz, famous in automobile annals, struck even further away from the influences of the horse and its traditional place in front the cart. A Benz car built in 1891, and another of 1892, are in the collection and each has its engine loâ€" cated uncompromisingly in the rear. l A 25â€"Yearâ€"Old Binder "Educated@ back" to it would. be a more accurate description. The facts are that in the rearâ€"engine car the enâ€" gineers and designers are merely dreamnâ€" ing of the day when they can correct a 25â€"yearâ€"old blunder, which some day perhaps may be rated in transportation history as one of the autombile indusâ€" try‘s most ~serious mistakes. Rear engine cars have been the dream of automotive engineers for the last several years, but to date, no manufacâ€" turer has had the nerve to risk placâ€" ing a model on the market. Such a wide departure from the established practice of putting the engine in front has been held to be too long a stsp forward for a habitâ€"bound public to so that even now it is doubtful whether the "car of the fuâ€" ture" will make its debut in dealers‘ sales rooms for two or three years more, if then. The public must be "educated up" to it, feel the automobile manuâ€" facturers. The shell was offered by a manufacâ€" turer of motor car bodies as its "sugâ€" gestion for the motor car of the future." Daringly streamlined, the familiar hosd in front merely furnished a compartâ€" ment into which to strech the legs and store baggage. Space for the engine was provided in the back of the unique body directly over the rear axle. One feature of the big show pressntâ€" ed by Henry Ford at the Chicago World‘s Fair was a motor car body so radically different from the convenâ€" tional that before it some millions of visitors stood in wonder of what a boldly progressive industry would do next. (By William S. Dutton) That most modern of institutions, the automobile industry, to have set out to demonstrate anew that there is nothing new under the sun. Ghosts of the past are stalking in the laboraâ€" tories of the industry‘s most ultra moâ€" dern designers. In 1926 a letter writer in The Adâ€" vance signed himself "Thirty Years a Motorist," and there were many proâ€" tests to the effect that there was no motoring in 1896. The Advance on several occasions pointsd out that the letter writer was fully justified in the use of the name chosen, that as a matâ€" ter of fact, it was known for a fact that the gentleman in question had handled motor cars for over thirty yvears. The following article in addition to its other interest still further supports the idea of "Thirty Years a Motorist" beâ€" fore 1926 :â€" There was an Auto in 1862 and it was an "Austin,." Ford‘s First Car had Engine at Rear. Ghosts of the Cars of Long Ago Walk Again. Auto Industry Proves Nothing New Under Sun THE PORCUPINE ADVANCE, TIMMINS, ONTARIO A Cycle of Change Even as late as 1893, the mechanical facilities available were so meagre that they would have been utterly inadeâ€" quate to build a modern NMB: Pricr to that date no sort of a suocessâ€". ful car was possible, regardless of how Progress of any kind is dependent on the past and its accomplishments, and Mr. Ford‘s huge collection of ancien and modern vehicles at Dearborn shows this unmistakably. Inventors don‘t draw new creations out of the air, like maâ€" gicians, but working at the right time with the right tools, they assemble the findings of countless experimenters who have gone before and who, in their time, probably worked at the wrong time and with deficient tools and maâ€" terials. Even independent wheel suspensian, popularly known as "knee action," and widely exploited as a radical improveâ€" ment of the past year or two, is really a ghost ‘of motordom‘s past. A car known as the Eisenach, built at Eisenâ€" ach, Germany, in 1898 or 1899, incarâ€" porated a simple form of knee action in its frontâ€"end suspension. Air Cooling in 1904 Air and opposed cylinders are thought of toâ€"day as innovatizns of the aviation industry, but as many of the early engines were air cooled as water cooled. Such cars as the Holsman of 1904, the Stevens Duryea of 1904, and the Kilbinger of 1907, employed both air cooling and oppased cylinders in their motors. A Knoxmobile of 1902 introâ€" duced an advanced prinzciple of air cooling. Steel spines were inserted in the cylinder walls, screwed into place and grooved throughout their length. There were from 1,500 to 2,000 spines threeâ€"sixteenths of an inch in diameterl and two inches long. | Three wheel cars have recently bzen the subject of experiment, though not by any of the larger manufacturers and t‘he idea has been considered novel enough to interest motion picture.audi- ences via the news reels. A car of the tricycle type was built by Andesrson L. Riker in 1896. Indeed a study of the motorized secâ€" tion of the Drama of Transportation is likely to lead one to wonder if there is anything fundamentally new or enâ€" visioned in the automotive industry of toâ€"day, of which the cldâ€"timers ‘did not think. Lack of proper tools and maâ€" terials, especially of metal alloys, made many of their ideas impractical at the time but none the less they had the ideas and in their experiments forecast the trend of future development with uncanny accuracy. Self Starter (?) in 1896 The self starter is popularly supposâ€" ed to be of fairly recent origin and one of the most imp=rtant of latterâ€"day imâ€" provements to the motor car, yet it apâ€" peared on a Winton car in 1896. Stan-l dardization of parts, also thought of as | a modern idea, was introduced by Ranâ€"| som E. Olds, the designer and builder of the Oldsmcbile, on an olds car in 1900 | This car, known as a curved dash runâ€"| about, weighed only 800 pounds and was built in one style, with one paint finish, and each and every part was made to a standard. The car averaged 25 miles to a gallon of gasoline and combined the prinziples both of air and water cooling. ' Just how many years of progress were sacrificed by the automobile to the tradition of the horse, or, to state it in another way, how much further adâ€" vanced would be the automotive design toâ€"day if the pioneers had been guided by logic instead of deference to an ageâ€" old custom, is a nice question .over which future historians may well speâ€" culate. It has taken us a quarter of a century reach the point where a handful of advanced thinkers in autoâ€" motive design are ready to admit cauâ€"~ tious}y that the car builders in the ‘90‘s were right when they placed their powâ€" er plants behind. noticeable when the power plant is in the rear of the car. There is more leg room in front, and lack of leg room was long an indictment against the ear.ier models with the power plant in front. Tradition Forced Sacrifice Tradition and habit, the ever present human reluctance to break Jlooss from established forms, was the main reason for the frontâ€"ongine automobile. The horse always pulled i‘:s load, and so the automobile makers finally contrived a way to get their powerâ€"plant where the horse would otherwise have been, though they continued to transmii the propelling force to the rear. And thus the new vehicle became a hybrid sort of thing, which presented the of being pulled and yet actually was pushed from behind. It was neither fish nor fowl. 5 â€"‘But there is one need for research in the business of more efficient driving. Hitching of dogs v.ries in sections of Canada. The Eastern Arctic hitch is a fan shaped one in which long lines of rawhide fixed to the harness at "one end and at the other to a ring placed some distance in front of the bow of the sled. The lead dog is often as far as 50 or 60 feet in front of the sled. The western Arctizc hitch consists of drivingj the dogs in pair; the northern prairies, Northern Ontario and Labrador coast hitch is single file. Each has a definite advantage but what the Foundion would like to arrive at is a hitching _ The real Eskimo dog. is a beautiful ‘creature, intelligent and hard working. He lives outside all year round and his rations depend entirely on the amount of food available for man and beast. When proper meat is available, the Onâ€" tario Research Foundation finds that a 50â€"pound seal is sufficient for one feeding of a 15â€"dog team. "Perhaps this lack of attention," says the O.R.FE. Bulletin, "has been to the advantage of the dog in the long run, because when man attempts to improve breeds of aniâ€" mals by selection and other methcods he frequently spoils them, as breedors have done with several of our utility: breeds." Considering the question of dogs from a purely utilitarian standpoint, the Foundation man advises that the prinâ€" cipal qualities to be looked for in any sled dog are size, pulling power and a good thick coat of hair. In this the opening for the head to pass through, eastern Arctic Eskimo dog, weighing from 75 to 100 pounds, is ideal. Westâ€" ern Arctic dogs, we learn, are not duite so good as those in the east; the reason â€"gold. When the white man carried his search for the precious metal into the western Arctic regions, he took with him sled dogs of many types. The reâ€" sult is a hopeless crossing of breeds that may take long ages to develop into a perfect Arctic animal. f The research man found out some very interesting things about the dogs of the North. He discovered, for inâ€" stance, that real Eskimo dogs are of a definite breed. They have not been crossed with other breeds common a litâ€" tle farther south and remain a pure type somewhat like the Samoyede and the Chow. These last mentioned breeds of dogs are usually considered to be Asiastic but that in itself is not surprising in view of the theory that the Eskimos came to North America from that eastern continent. Mere surmise would lead to the belief that the Eskimos brought their dozs with them. By "hakes" * At conservative estimate, there are 15,000 degs in QGanada‘s castern Arctic Just how important these animals are in the development of the real North has been realized recently by the Onâ€" tario Research Foundation who, at the invitaition of the Dominion Department of the Interior, sent a representative to study the diseases, biology and manâ€" agement of sled dogs as well as the suitability of the easterm Arctic for reindeer herding. This Bank‘s approach to any credit probâ€" lem is helpful and constructive, If you require banking accommodation, you are invited to talk over your ideas with our local manager. Applications for loans from â€" responsible farmers and merchants needing credit for business: purposes are welcomed and promptly dealt with by the Bank of Montreal. Slmple easily adjusted harness is one of the fine features of Eskimo dog hitching. Let the O.R.F. describe it: "The Eskimo style of harness is unâ€" doubtedly different from that used in the wooded areas of the North. It is in the form of a sling made of raw seal hide or webbing. There is a triangular cpening for the head to pass through, the apex being on the front of the chest where the straps cross over and pass between the front legs. It is suspended on the back and loins by crossâ€"pieces. The main advantage in this type of, harness is that it does not compress the; blood vessels of the neck like an illâ€" fitting collar, nor does it squeeze the sides of the chest too much. It is The little experimentation, the Foundation believes, might solve the problem. In the meantime, eastern Arcâ€" tic dogs will continue to pull their loads in an inefficient manner, as they have been doing for many Centuries. When and if their work becomes easier, they will have modern science to thank. method that would combine the qualiâ€" ties of all three. Here are some points to be considered: the single hitch piages the lead dog far in advance and distributes the load unevenly on the animals although it has an advantage in that the dogs are pulling straight beâ€" fore the load in the most efficient manâ€" ner. The western hitch distributes the load more equally among the dogs, but they cannot all be pulling at the same angle and hence waste effort. Full information :rom your own travel agent or K. Y. Daniaud, District Passenger Agent, CP.R. North Bay, Ont. T HIRD CLASS Round trip as low as ALLOWING 15 DAYS IN EUROPE ‘Fry The Aavance Want Advertisements l Rather than spend one dollar on diâ€" rect relief, it would be better for Canâ€" ada to obligate itself to two dollars ad~ ditional indebtedness and provide emâ€" ployment and let men feel they had a responsible part in the march batk to prosperity, declared W. Fiirl Rowe, M.P., Dufferinâ€"Simcoe, addressing the Macâ€" donald ~Club in Strathcona hotel at Hamilton last week. He advocated stateâ€"aided colonization, and said a housing scheme would do much to proâ€" vide employment. Canada should take advantage of its natural resources. Gold sold from the mines of Ontario last year produced more revenue than did the agricultural products exported. There remained enough of the precious metal to pay off the national debt, he said. Work Instead of Relief Called for by Earl Rowe thought that this style of harness should be tried in other parts of Canâ€" acda." MINING PROPERTIES WANTED States full particulars, Frincipals only. < Grub stakes arranged. Box 4a@a, PORCUPINE ADVANCE THURSDAY. APRIL 4TH, 1935 TOURIST CLASS Round trip as low as