The Vanderbilt Cup Races

Summary

1936 Vanderbilt Cup Race

1915 Vanderbilt Cup Race

1915 Vanderbilt Cup Race Images

Attached is a link to a set of wonderful images from the 1915 Vanderbilt Cup Race.

1914 Vanderbilt Cup Race

An Era Comes to an End

From 1911 to 1916, the Vanderbilt Cup Race moved around the country; Savannah (1911), Milwaukee (1913), Santa Monica (1914), San Francisco (1915) and back to Santa Monica (1916). Interviewed by the New York Times in October 7, 1934 on the 30th anniversary of the first Vanderbilt Cup Race, Willie K reflected:

“I had done a great deal of motoring abroad, and had seen the effect of racing competitions on the foreign cars. Foreign cars then seemed to be always about 5 years ahead of the American cars. If something could be done to induce the foreign makers to race in this country, our manufacturers would benefit by it…We kept on racing for a number of years on Long Island. After the races in Savannah, Milwaukee and San Francisco, the cup was withdrawn from competition following the final race in Santa Monica in 1916.” The reporter then asked “It just didn’t seem like the Vanderbilt Cup Race when it was taken away from Long Island, did it, Mr. Vanderbilt?” Vanderbilt responded “No. And it did seem that all that could be hoped for had been accomplished, so it was a fitting moment to end the races.”

1936, 1937 and 1960 Links

In 1911, the Vanderbilt Cup Race was moved from Long Island to Savannah. The story of the Savannah races and a map of the course can be found at this website. Savannah Now

The race moved off the East Coast in 1912 to Milwaukee. San Francisco Public Library Vanderbilt Cup Race images

In 1936, 1937 and 1960, attempts were made to bring the Vanderbilt Cup Races back to Long Island.

A Time magazine article on the new Roosevelt Raceway constructed for the 1936 race can be found at this link Time Magazine

Information on the 1936-1937 George Vanderbilt Cup Races can be found at: http://www.ddavid.com/formula1/vand2.htm

Results of the 1960 Cornelius Vanderbilt Cup Race can be found at: http://www.formula2.net/FJ60_W18.htm

Motor Parkway Capitalized at $2 Million and Cancellation of 1907 Race

With great promise and fanfare Long Island Motor Parkway, Inc. was capitalized with $2,000,000 in December 1906. A frustrating series of setbacks in obtaining right-of-way to privately owned property resulted in a steady series of missed project milestones. Eventually the Vanderbilt Cup Race Commission was forced to cancel the 1907 race and Long Island Motor Parkway, Inc. delayed construction until 1908.

The American #16 Packard “Gray Wolf” Taking the Massapequa Turn

Courtesy of The Helck Family Collection

The sleek 30-hp #16 Packard “Gray Wolf” was a dirt-track car designed by its driver Charles Schmidt. The first Packard racer had previously set one-mile and five-mile records in January 1904. An American Mutoscope and Biograph cameraman captured the “Gray Wolf” taking the second major turn on the course from Massapequa-Hicksville Road to the Bethpage-Hempstead Turnpike.

The French #7 Panhard Taking the Massapequa Turn

Courtesy of The Helck Family Collection

During lap three, George Heath’s #7 Panhard was in second place when he took the Massapequa Turn. Before the race, Heath’s Panhard was one of the favorites to win.

The French #14 Panhard at the Hempstead Control

Courtesy of The National Automotive History Collection at the Detroit Public Library

Through the first three laps, the 90-hp #14 Panhard driven by George Teste led the race, averaging 66.4 mph. Teste’s car was stopped at the Hempstead control for inspection on Fulton Street. During lap four, when Teste’s car left the race with ignition problems, Heath’s Panhard took the lead for the first time.

The American #16 Packard Gray Wolf at the Hempstead Control

Courtesy of The George Eastman House

Shown stopped at the Hempstead Control, the small Packard “Gray Wolf” proved surprisingly durable and was in fourth position when the race ended.

Arents Crashes in Elmont

Courtesy of The Helck Family Collection

When approaching Elmont on the Hempstead-Jamaica Road, Arents’ left rear tire blew. The bare rim struck a trolley track, overturning the car. Arents was thrown from the car, suffering a serious head injury from which he eventually fully recovered. Tragically, Mensel was pinned under the car and fatally injured.

Crowds Venture on the Course

Courtesy of The Helck Family Collection

After five laps, only nine of the 18 starters were still running. Restless spectators ventured dangerously out onto Jericho Turnpike near the Westbury grandstand, searching for the few remaining approaching cars.

George Heath Wins Averaging 52.2 MPH

Courtesy of The National Automotive History Collection at the Detroit Public Library

One of the most noteworthy photographers of the early 20th Century, Russian immigrant Nathan Lazarnick captured the winning moment of the race. After six hours, 56 minutes, and 45 seconds, George Heath’s Panhard was the first car over the finish line, averaging 52.2 mph. Only one minute and 26 seconds behind in total time, the Clement-Bayard finished in second place. With the two leaders having completed the race, the crowds near the grandstand swarmed onto the course. Fearful for the lives of the spectators and drivers, the race was stopped. When the race was called, the American Pope-Toledo driven by Herb Lytle was in third place.

Clement Protests Race

Courtesy of The Helck Family Collection

An anguished Clement, his face coated with oil and dust, approached race referee Vanderbilt immediately after the race. Clement protested that he was unfairly delayed at the Hicksville and Hempstead Controls. In a late night meeting at their Garden City Hotel Headquarters the Vanderbilt Race Commission, led by Vanderbilt, denied the protest and declared Heath’s Panhard the winner. The Vanderbilt Cup was awarded to France.

Profile of the Winner George Heath

Courtesy of The Henry Ford

Born in America and a British citizen living in Paris, George Heath had the greatest year of his racing career in 1904. The Panhard employee not only won the Vanderbilt Cup, but also claimed victory in the 1904 Circuit des Ardennes in Belgium in July. After winning the first Vanderbilt Cup Race, Heath said “My control of my machine is instinctive. I know at all times just what speed I am making. Constant practice enables me to do these things. I like to travel fast, and I like to handle my car at great speed.”

Race Participants Celebrate Again at the Garden City Hotel

Courtesy of The Helck Family Collection

The 50th anniversary of the 1904 Vanderbilt Cup Race was celebrated in 1954 at an appropriate location, the Garden City Hotel. Holding the Vanderbilt Cup were three participants in the race, George Arents Jr. (left), driver of the crashed #5 Mercedes, Joe Tracy (right), driver of the #3 Royal Tourist, and his mechanician Al Poole (center).

The Revised Course for the 1905 Race

The 1904 Vanderbilt Cup Race was an immediate success with the public and supporters of automobile racing. America finally had a major road race that attracted great drivers and cars from around the world. Newspapers and automobile trade journals heaped praise on Vanderbilt and his event. Enthusiasm swelled in the public and the auto factories, ensuring a second Vanderbilt Cup Race in 1905 to be held on October 14th. It was obvious to American and European automobile manufacturers that exciting road races attracted more customers to their products than the less dramatic reliability trials also run during the period. Many drivers, including 1904 winner George Heath, were critical of the Hempstead and Hicksville controls which required the cars to stop for periods of two and six minutes. In response, the AAA Race Commission modified the 1905 course to eliminate the stops in large towns and reduce the number of sharp turns. The new layout was 28.3 miles long, still through rural Long Island. At 10 laps, the distance covered in the race would be nearly the same as in 1904 at 283 miles.  The start-finish line and grandstand were moved to Jericho Turnpike in Mineola, approximately four miles west of the 1904 location.

Joe Tracy Provides a Ride for “Sob Sister” Ada Patterson

Vanderbilt Cup Race rules limited every country’s team to five cars. With 12 entries from America in 1905, an additional qualification race called the American Elimination Trial was staged three weeks before the Vanderbilt Cup Race. A four-lap race totaling 113.2 miles was held over the new course. Tracy also drove a Locomobile in the 1906 American Elimation Trial. Prior to the 1906 Trial, driver Joe Tracy gave Hearst journalist Ada Patterson a ride in the 90-hp Locomobile entry.  Patterson was one of the original “sob sister” reporters known for investigative exposes that led to reform of public institutions.

Bert Dingley Wins Trial in a Pope-Toledo

The winner of the American Elimination Trial was Bert Dingley in the 60-hp #2 Pope-Toledo. Dingley overtook Joe Tracy’s Locomobile on the last lap, averaging 56.5 mph and winning by 59 seconds. Despite an outcry from newspapers, automobile magazines, and manufacturers, the AAA Race Commission retained only the top two finishers and selected three also-rans to complete the team:  a front-wheel drive Christie, a White Steamer, and another Pope-Toledo.

Italian Vincenzo Lancia was an Early Favorite

Courtesy of The Henry Ford

Competing against the five American cars, France, Germany, and Italy started 14 of their greatest cars and drivers.  F.I.A.T. provided five cars for Italy, with engines ranging from 90 to 120 hp. The most prominent driver in the race was Italian Vincenzo Lancia who won the 1904 Florio Cup, covering the 231 mile Italian course with a then astounding average speed of 71.88 mph.  The affable Lancia was both the crowd and gamblers’ favorite and later went on to develop his own car company.

White Steamer In Front Of Harbor Hill Estate

Courtesy of The Suffolk County Vanderbilt Museum

A 40-hp White Steamer made by the White Sewing Machine Company was one of the five American entries. Seen with its driver Walter White practicing in front of financier Clarence Mackey’s 648-acre Harbor Hill estate in Roslyn, the steamer was the only steam powered car ever to compete for the Vanderbilt Cup.

Louis Chevrolet Makes His American Debut

Courtesy of The Helck Family Collection

Another F.I.A.T. was driven by a novice Swiss-born driver whose name would eventually become one of the most famous brands in American car history ─Louis Chevrolet. Known for his daring and sometimes reckless racing style, Chevrolet completely destroyed his 110-hp F.I.A.T. the Monday before the race in a practice run. Uninjured, Chevrolet used a back-up 90-hp car for the race.

White Steamer Headquarters at Bull’s Head Hotel in Greenvale

Courtesy of The George Eastman House

The White Steamer was headquartered at Aloyous Huwer’s Bull’s Head Hotel. A popular location for viewing the race, the hotel and garage barn were located at the junction of North Hempstead Turnpike and Glen Cove Road in Greenvale.

Referee William K. Vanderbilt Jr. at the Grandstand

Courtesy of Keystone-Mast Collection, UCR/California Museum of Photography, University of California, Riverside

At 6:00 in the morning on Saturday, October 14th, referee William K. Vanderbilt Jr. stood ready to officiate at the Mineola grandstand.

Willie K’s sister, the Duchess of Marborough

Courtesy of The Suffolk County Vanderbilt Museum

Approximately 5,000 people gathered at the Mineola grandstand including William K. Vanderbilt Jr.’s sister, Consuelo, the Duchess of Marlborough (center wearing a white blouse). Encouraged by her mother, Alva Vanderbilt, Consuelo married England’s Duke of Marlborough in 1895.

Virginia “Birdie” Vanderbilt Attends the Race

Courtesy of Keystone-Mast Collection, UCR/California Museum of Photography, University of California, Riverside

Willie K’s wife Virginia (center) also attended the race, accompanied by her friend Mrs. Peter Martin (left). Virginia attended the 1904, 1905, 1906 and 1908 Vanderbilt Cup Races. Even after her separation from Willie K in 1909, she attended the 1915 Vanderbilt Cup Race in San Francisco.

The American #7 Locomobile at the Start

Courtesy of The National Automotive History Collection at the Detroit Public Library

Popular American driver Joe Tracy and his riding mechanician Al Poole received a resounding ovation when they approached the line in the 90-hp #7 Locomobile. The second place finisher in the American Elimination Trial, the red Locomobile was as powerful as any American entry and, at 1,195 cubic inches, had the biggest engine in the race.

The “X” Mercedes at the Start

Courtesy of The Helck Family Collection

Country representation in the Vanderbilt Cup Races was determined by the manufacturer of the car, not the nationality of its driver or owner. Four Mercedes owned by Americans were entered on behalf of Germany.  The drivers representing Germany included Belgian driver Camille Jenatzy, the first man to hit 60 mph and the winner of the 1903 Gordon Bennett Race, and American Al Campbell, who placed a large X on the front of his car instead of the bad luck “hoodoo” number 13.

The French #18 Darracq Driven by Victor Hemery

Courtesy of The Helck Family Collection

Darracq & Company of France was represented by two 80-hp cars in the race, the #18 car driven by Victor Hemery and the #6 car driven by Louis Wagner. The well-engineered Darracqs were the lightest cars in the race and used shaft drives instead of chains.

Foxhall Keene Driving his Mercedes

Courtesy of The Helck Family Collection

Driving the #5 Mercedes, “Society Swell” Foxhall Keene was an active American sportsman proficient at polo, equestrian events, and pigeon shooting. In the late 1890s, some say Foxhall Keene suggested chicken a la king to the chef at Delmonico’s Restaurant in New York City, and originally served as Chicken à la Keene. A friend of Vanderbilt’s, Keene lived just five miles east of the starting line in his Westbury estate “Rosemary Hall.” The grandstand crowd saluted the native Long Islander after his strong start.

The Locomobile Passes Krug’s Hotel in Mineola

Joe Tracy was driving a steady race in his #7 Locomobile as it passed Krug’s Hotel on Jericho Turnpike in Mineola. Krug’s Hotel was a favorite spot for teams and enthusiasts alike. During the years the course ran directly past the hotel, spectators stationed there were nicknamed “Krug’s Klockers” because of their enthusiasm for timing practice runs.

The White Steamer Sputters in Front of Vanderbilt’s Estate

Courtesy of The Suffolk County Vanderbilt Museum

The unique 40-hp #19 White Steamer sputtered early in the race. During lap five, the steamer punctured its left front tire at the Guinea Woods Turn and limped on its rim as it passed William K. Vanderbilt Jr.’s Deepdale estate in Lake Success. Portions of the gates surrounding the Deepdale estate (left) are still standing today on Lakeville Avenue.

Louis Chevrolet in the Italian #16 F.I.A.T. in Old Westbury

Courtesy of The Helck Family Collection

As Louis Chevrolet in his 90-hp #16 F.I.A.T. made the Guinea Woods Turn on lap seven, he stood in tenth place. His car was soon out of the race as he ran into a telegraph pole at the “S” Curve at Willis Avenue and I.U. Willets Road in Albertson.

Lancia at the Guinea Woods Turn

Courtesy of The Helck Family Collection

Lancia dominated the race from the beginning in his 120-hp #4 F.I.A.T, cutting laps at a breathtaking pace to average an astonishing 72 mph over the first 113 miles. As he made the Guinea Woods Turn in Old Westbury on lap seven, Lancia had a commanding lead of over 30 miles.

Christie and Lancia Collide

Courtesy of The Helck Family Collection

As captured by the prominent artist Peter Helck (1893-1988), Lancia was impatient to get back on course after replacing a tire on lap eight when leading by over 30 miles. He misjudged the speed of the approaching racer Walter Christie. He pulled onto the road in front of the American car, which hit him from behind. Lancia’s two rear wheels took 40 minutes to repair.

Hemery’s Darracq at the Guinea Woods Turn

Courtesy of The Helck Family Collection

With Lancia delayed 40 minutes for repairs, the race came down to a battle between two French cars, Hemery’s #18 Darracq and Heath’s #14 Panhard. As Hemery made the Guinea Woods Turn during lap nine, he led Heath by three minutes.  During the last lap, Heath reduced the lead by almost a minute but could not catch Hemery.

The Grandstand Crowd Near the End of the Race

Courtesy of The Helck Family Collection

The Mineola grandstand crowd went wild when Victor Hemery won in the Darracq, averaging 61.5 mph. The 1904 winner, George Heath, finished in second place only three minutes and 42 seconds behind.

Locomobile Finishes Race As Lancia Looks On

Courtesy of The Helck Family Collection

Within a minute of Lancia’s finish, Tracy’s Locomobile (right) crossed the finish line while the disappointed Lancia watched in his car. Tracy had done the seemingly impossible by making up time on the flying Italian and beating Lancia by two minutes and five seconds, averaging 56.9 mph. The third place finish was the first time an American car had ever placed in an international competition.

Victor Hemery: The Victor

Courtesy of The Helck Family Collection

Known as a ruthless competitor, winner Victor Hemery was one of the most highly regarded drivers in the field. Only weeks before the Vanderbilt Cup Race, he won the prestigious Belgian International Races at the Ardennes Circuit. In 1904 he won acclaim for his victories in the Mount Ventoux and Gaillon hill climbs.

Elsie Janis Entertains Race Participants

No greater evidence of the success of the Vanderbilt Cup Race emerged than when popular culture embraced it. In January 1906, the two races inspired a Broadway musical titled, aptly enough, “The Vanderbilt Cup,” starring 17-year old sensation Elsie Janis. Before the 1906 competition, race participants had box seats to watch Janis perform on stage: (from left to right) George Robertson, Ralph Mongini, Al Poole, Walter Christie, Louis Wagner, unidentified, Louis Vivet and Joe Tracy. The show featured appearances by track racer Barney Oldfield who developed special effects to simulate the race on stage using a treadmill.

Tracy and Poole Practicing in Lakeville

Courtesy of The Helck Family Collection

Veteran Vanderbilt Cup Race driver Joe Tracy (right) and his riding mechanician Al Poole gave their new 90-hp Locomobile a practice run around their Lakeville Hotel headquarters near Lake Success. Tracy won the American Elimination Trial after battling for much of the distance with Hubert LeBlon’s Thomas entry. Tracy averaged 52.3 mph for the 297 mile race.

Lee Frayer and Eddie Rickenbacker At the Start

Courtesy of The National Automotive History Collection at the Detroit Public Library

Another innovative machine showcased in the 1906 American Elimination Trial was the unique, air-cooled Frayer-Miller entry with designer Lee Frayer (right) at the wheel. Frayer’s riding mechanician, 16-year-old Eddie Rickenbacker (left), was arguably the most significant historical figure present that day. Rickenbacker later drove in both the 1915 and the 1916 Vanderbilt Cup Races and five Indianapolis 500 Races. He even purchased the Indianapolis Motor Speedway in 1927. His greatest moments came from his career in aviation, where he became America’s World War I flying ace and, later in life, rose to President and General Manager of Eastern Airlines. Click here for a summary of Eddie’s racing career.

The 1906 Course

For the third time in as many years, drivers in the 1906 Vanderbilt Cup Race faced a new course layout. The construction of a new trolley line stretching from Queens to Mineola forced a redesign of the western section of the course from its 1905 configuration. The grandstand returned to its 1904 site on Jericho Turnpike in Westbury. The first 12 miles of the new 29.7-mile course was unaltered from 1905, including the turns at Jericho, East Norwich, and Bull’s Head Hotel in Greenvale. The remaining 17.7 miles presented hilly sections and more challenging turns than drivers had seen before. After heading south on Glen Cove Road, the revised course included a “Hairpin Turn” in Old Westbury, two new turns in Roslyn, the challenging hills in Manhasset Valley, and two more turns in Lakeville. The final challenges were a turn at Krug’s Hotel in Mineola and a nearby railroad crossing heading back east on Jericho Turnpike. In all, the course presented 11 turns per lap or a total of 110 during the 10-lap, 297-mile race.

Peter Prunty Announces the Racers

Courtesy of The National Automotive History Collection at the Detroit Public Library

The center of attention at the start-finish line was announcer Peter Prunty, who wielded an imposing megaphone more than a yard long. He was the public address system for every Long Island Vanderbilt Cup Race, relaying messages phoned in from throughout the course.

The Unique Grandstand Map

Courtesy of The Henry Ford

New for the grandstand area was a large green map with the course outlined in white. It sat atop the grandstand and was used to help observers follow the race. Color-coded cardboard icons of race cars – red for America, blue for France, white for Germany, and yellow for Italy – were moved about on wooden pegs to indicate where cars were on the course. The map was a curiosity in that it was printed backward, as photographic evidence clearly proves. For example, East Norwich, located on the east section of the course, was shown above on the west side of the map.

Alva and O.H.P Belmont

Courtesy of Brown Brothers

Willie K’s mother, Alva (second from left), and his step-father, O. H. P. Belmont (third from left) watched the race from their front-row box seats. Alva was a regular attendee at her son’s races and always attracted visitors to her box seats just in front of the course.

Vanderbilt Confers with Officials and Delays the Start

Courtesy of Brown Brothers

When the scheduled 6:00 AM start time approached, referee William K. Vanderbilt Jr. (left) conferred with his longtime trusted aide and associate referee A.R. Pardington (center) and AAA Racing Board chairman Jefferson DeMont Thompson (right). Factoring reports from around the course that fog hung dangerously low, limiting visibility, they decided to delay the start by 15 minutes.

The 1906 Film

The #10 Darracq driven by Louis Wagner

Courtesy of The Henry Ford

Louis Wagner (left) and riding mechanician Louis Vivet prepared to begin the race in the French 100-hp #10 Darracq. The Motor Way called the car “the peculiar wire wheeled, little Darracq.” Behind Wagner was the gray Italian #12 Itala driven by Alessandro Cagno. Foxhall Keene’s #11 Mercedes was absent as it had failed to start due to cracked cylinders discovered shortly before practice began.

Crowds at Krug’s Hotel in Mineola

Courtesy of The National Automotive History Collection at the Detroit Public Library

Trade magazine Motor World called the Jericho Turnpike section of the course as “ that living, craning, waving lane from Mineola to the stand.” As the race began, spectators broke though six foot protective fences at Krug’s Hotel in Mineola to venture on to the road.

Referee Vanderbilt Tries to Clear the Course

Courtesy of The Henry Ford

With a cry of, “Hundreds are going to be killed if the crowd is not controlled,” Locomobile driver Joe Tracy pulled to a stop to warn race officials after completing his first lap. Referee Vanderbilt jumped into his Mercedes with race chief surgeon Louis Lanehart and made one fast lap to check out crowd conditions and to clear the course. The crowd temporarily returned to positions behind the fences surrounding Krug’s Hotel.

The #17 Christie

Courtesy of The Henry Ford

The blue unique 50-hp front-wheel drive #17 Christie, driven by its designer Walter Christie, sped around the Hairpin Turn. Most of the Old Westbury spectators probably did not appreciate the danger, but more than 2,000 people risked their lives crowding the course on the turn.

Arthur Duray Almost Loses His Mechanician

One of the stirring moments that built the legend of the Vanderbilt Cup Race thrilled the crowd at the “Hairpin Turn.” A spare tire and rim strapped to the back of the #18 Lorraine-Dietrich broke loose and began to thrash the gas tank. Riding mechanician Franville clutched the heavy mounted tire and lost his balance. Just as the car skidded through the turn, the French driver Arthur Duray handled the tight corner with one hand on the wheel while rescuing his assistant with his left arm.

The Spinney Hill Grandstand

Courtesy of The National Automotive History Collection at the Detroit Public Library

At the base of Spinney Hill in Manhasset Valley, a 500-person grandstand was constructed to view the action on North Hempstead Turnpike.

Lancia on Manhasset Hill

Courtesy of Brown Brothers

Vincenzo Lancia’s 120-hp #4 F.I.A.T. maintained his speed up Manhasset Hill on the North Hempstead Turnpike, one of the more challenging portions of the course. The hill presented a steep upgrade for about one and a half miles. Based on his spirited performance in 1905, Lancia was a crowd favorite and received a resounding round of applause from the grandstand crowd at the start and at the Spinney Hill grandstand.

The #8 F.I.A.T. on Jericho Turnpike

Courtesy of The National Automotive History Collection at the Detroit Public Library

Approximately ¼ mile past Krug’s Hotel, Felice Nazzaro in his #8 F.I.A.T. sped past the only railroad grade crossing on the course on Jericho Turnpike in Mineola. At the crossing, the Long Island Railroad placed a stopped train for their guests to view the race.

Elliot F. Shepard Jr. in the #6 Hotchkiss

Courtesy of Brown Brothers

Elliot F. Shepard Jr., a 30-year-old American and William K. Vanderbilt Jr.’s cousin, drove the most powerful car in the race, a French 130-hp French Hotchkiss. Shepard did not realize that he would soon become the center of controversy for the 1906 race.

Hotchkiss Fatally Strikes Spectator

Just one of the many spectators persistently crowding the course, Curt Gruner, a 33-year-old mill foreman from Passaic, New Jersey, pressed his luck too far in 1906. Slightly to the east of the Long Island Railroad crossing on Jericho Turnpike near Krug’s Hotel, Gruner found himself in the wrong place at the wrong time. Elliot Shepard Jr.’s Hotchkiss struck him down on the lap six, killing the unfortunate man.

Crowds Storms Lancia After His Finish

Courtesy of The Henry Ford

With the first two places decided, the battle for third place was heated between Lancia’s F.I.A.T. and Tracy’s Locomobile.  After Hemery completed his winning run, spectators packed the road near the grandstand. Lancia was forced to bring the F.I.A.T to a crawl before he crossed the finish line. He was stormed by a horde of admirers for his amazing race in what the New York Times called a “hurricane of cheers.”

First Use of Checkered Flag to Finish a Race

Courtesy of Brown Brothers

As Wagner was about to win the contest, starter Fred Wagner waved what is believed to be the first checkered flag used to signify the finish of an auto race. Standing on the railing above the flag, Willie K saluted the victor. The winning Darracq averaged 62.7 mph over the 297.1-mile race. Lancia’s F.I.AT. finished second, only three minutes and 18 seconds behind, followed 16 seconds later by Arthur Duray’s Lorraine-Dietrich.

Crowd Swarms on to Jericho Turnpike

Courtesy of The National Automotive History Collection at the Detroit Public Library

More than 200,000 spectators attended the race, breaking the attendance record set at the 1905 race. After the race was called, the crowd once again filled Jericho Turnpike around the grandstand.

Louis Wagner Wins Again for France

Courtesy of The Helck Family Collection

The victory of driver Louis Wagner (left) and his riding mechanician Louis Vivet was the third consecutive win for France. Wagner called the race “certainly the most nerve-wrenching contest in motoring history,” and later wrote a magazine article about the horror of racing through roads crowded with people.

Brooklyn Daily Eagle Cover

While the press praised the entertainment value of the race, the death to a spectator also fueled editorials crying for crowd control reform. The bone of contention was the continued use of public roads. Two days after the race, AAA President John Farson appointed a special committee to look into developing a privately owned speedway. At an October 18, 1906, meeting William K. Vanderbilt Jr. was named president of a newly formed “Automobile Highway Association.” The company would later become Long Island Motor Parkway, Inc., responsible for developing the first road built specifically for the automobile.

The Press and Officials’ Stand in Hempstead Plains

Courtesy of The National Automotive History Collection at the Detroit Public Library

On September 10, 1908, the AAA Race Commission announced plans to christen the Motor Parkway with an event called, “The Long Island Motor Parkway Sweepstakes.” Five concurrent stock car races were scheduled for October 10, 1908. The idea was to create an opportunity to test the new course, timing systems, and crowd control for the Vanderbilt Cup Race scheduled two weeks later. Officials of the Motor Parkway Sweepstakes met in front of the new double-decker press and officials’ stand on race day.

Deadman’s Curve in Central Park

Courtesy of The Suffolk County Vanderbilt Museum

During the Sweepstakes races, Axel Peterson’s Rainier #M36 battled William Haupt’s Chadwick #P41 at “Deadman’s Curve” in Central Park, now Bethpage. A Long Island Railroad train can be seen in the background.

Italian Isotta Wins the Motor Parkway Sweepstakes

Courtesy of The Suffolk County Vanderbilt Museum

The winner of the Motor Parkway Sweepstakes was Herb Lytle driving his Italian #P42 Isotta at an average speed of 64.25 mph, an American record for long-distance speed contests. As Lytle drove past the newly constructed Jerusalem Road Bridge over the Motor Parkway, his riding mechanician looked back towards the grandstand. The grandstand could be seen through the bridge passageway.

Motor Parkway Capitalized at $2 Million and Cancellation of 1907 Race

With great promise and fanfare Long Island Motor Parkway, Inc. was capitalized with $2,000,000 in December 1906. A frustrating series of setbacks in obtaining right-of-way to privately owned property resulted in a steady series of missed project milestones. Eventually the Vanderbilt Cup Race Commission was forced to cancel the 1907 race and Long Island Motor Parkway, Inc. delayed construction until 1908. Issued November 16, 1906, a prospectus for the Long Island Motor Parkway proclaimed the company’s visionary operating plans and projected a positive outlook for success. The document described a grand thoroughfare that would boost real estate values, create jobs, and fuel the Long Island economy. It called for a high speed link 100 feet wide and 50 miles long to start in New York and end near Riverhead in Suffolk County.

Crowds at Dedication Ceremonies in Central Park, Long Island

Courtesy of The National Automotive History Collection at the Detroit Public Library

Several hundred people attended the June 6, 1908, ground-breaking ceremony to commemorate the construction of the Long Island Motor Parkway. Guests of honor sat in what newspapers called a “rough grandstand” of wood planks at Jerusalem Road in Central Park east of Mineola. William K. Vanderbilt Jr. had planned to perform the ceremonial turn of sod with a gold plated shovel and make a speech, but the sudden and fatal illness of his stepfather, O.H.P. Belmont drew him away.

Pardington Delivers Vanderbilt’s Speech

Courtesy of The National Automotive History Collection at the Detroit Public Library

A.R. Pardington, the general manager for the Long Island Motor Parkway, filled in for Vanderbilt, reading from remarks Vanderbilt had written to mark the occasion. The comments praised the impact and potential of the automobile and reflected on unforeseen obstacles that had impeded the Parkway’s progress. “The automobile has come into such prominence that it has revolutionized all mode of travel. Distance has been eliminated, highways improved, unknown districts opened up, and pleasure given to thousands… land owners in almost every case, seeing what a benefit a road of this character would be to their property, gladly came forward with help, enabling us to complete a forty-five mile right of way.” Later, Pardington became the most important salesman for the Parkway with speeches throughout Long Ilsand and articles in popular magazines and trade journals. Harpers’ Magazine article

Map of the Motor Parkway

The Long Island Motor Parkway was initially promoted as “The World’s Modern Appian Way,” a moniker first presented to the public in a Harper’s Weekly article written by A.R. Pardington in March 1907. Vanderbilt and his associates were careful to position the Motor Parkway as not primarily a speedway for race cars, but a modern convenience to all automobile enthusiasts. They extolled the virtues of economic development and the efficiency of quickly retreating from the city to the calm and healthful benefits the fresh country air of Long Island had to offer.

Long Island Motor Parkway Annual-Fee Plates

Courtesy of The Suffolk County Vanderbilt Museum

The Long Island Motor Parkway would eventually connect Fresh Meadows, Queens, to Lake Ronkonkoma in Suffolk County, a total of 48 miles. A 5” x 5” porcelain annual-fee plate was issued to permit unrestricted year-round use on the Parkway. Number 100 was assigned to William K. Vanderbilt Jr. Reflecting its poor profitability and the availability of new free public parkways, the Long Island Motor Parkway closed for good on Easter Sunday, 1938.

Map of the 1908 Course

The 1908 course was finalized in late September, including only 9 miles of the Long Island Motor Parkway and 11 new Motor Parkway bridges over and under public roads.  The remainder of the course was 16.46 miles of public roads, primarily Round Swamp Road, Plainview Road, Jericho Turnpike, and Ellison Avenue. The Vanderbilt Cup Commission of the AAA announced the race would consist of 11 laps or 258.06 miles to be held on Saturday, October 24, 1908.

Crowds Arrive By the Long Island Railroad

Courtesy of The National Automotive History Collection at the Detroit Public Library

Much maligned for its slow service, the Long Island Railroad still transported the majority of spectators from New York City and Brooklyn to the races. At midnight on the day of the race, hourly trains would bring people to a special makeshift stop in the Hempstead Plains, approximately ¼ mile from the grandstand.

Referee Vanderbilt and Chairman Thompson Inspect Locomobile

Vanderbilt took his role of referee very seriously and at times seemed ubiquitous. When driver George Robertson and riding mechanician Glen Etheridge stopped the #16 Locomobile to strap in a spare tire, Vanderbilt (left) and Jefferson DeMont Thompson, chairman of the 1908 Vanderbilt Cup Commission, inquired about road conditions. Robertson was wearing a racing mask and a scarf on his cap to clean his goggles.

Stricker’s Mercedes passes under Carman Avenue Bridge in East Meadow

Courtesy of The Henry Ford

Running second, Emil Stricker drove the #3 Mercedes under the Carman Avenue Bridge in East Meadow during lap five. However, a broken fan blade gashed the radiator and the engine overheated on lap 10. Stricker finished in sixth place finish.

Isotta Passes Under Jerusalem Avenue Bridge

Courtesy of The National Automotive History Collection at the Detroit Public Library

Spectators on the Jerusalem Avenue Bridge watched Herb Lytle’s Italian Isotta challenge for the lead. Lytle put up a game fight in this stock car, finishing second. This was the same Isotta Lytle drove to victory in the Long Island Motor Parkway Sweepstakes.

#20 Knox Taking the Woodbury Turn

Courtesy of The Helck Family Collection

William Borque in the #20 Knox skidded through the Woodbury Turn on to Jericho Turnpike. Tragically, Borque would lose his life in a racing accident the following year in 1909, becoming the first driver to be fatally injured at the Indianapolis Motor Speedway.

Locomobile Passes Headquarters

Courtesy of The National Automotive History Collection at the Detroit Public Library

As with the three previous races, Jericho Turnpike was a significant part of the course. For the 1908 race, the cars traveled east to west down the turnpike for the first time. Jericho residents were thrilled when George Robertson drove his #16 Locomobile past the team’s headquarters located in D.F. Maltby’s Automobile Garage. The building would later become Jericho’s first firehouse.

William Cullen Bryant’s Family Enjoys the Race in Jericho

Courtesy of Nassau County Department of Parks, Recreation and Museums - Cedarmere

The Vanderbilt Cup Race never failed to draw people of wealth and social status. The family of noted poet and New York Evening Post editor William Cullen Bryant (1794-1878) enjoyed a picnic at the races. From left to right were Bryant’s great-grandsons Frederick Marquand Godwin and his cousin Conrad Godwin Goddard, Bryant granddaughter Fanny Godwin White and Elizabeth Marquand Godwin, Frederick Godwin’s wife. The woman holding the thermos is Frederick Godwin’s sister Elizabeth Love Godwin, a great-granddaughter of Bryant (far right). Fanny White was the first woman to obtain an automobile license in Roslyn, New York.

Robertson’s Locomobile at the Westbury Turn

Courtesy of Brown Brothers

The course left Jericho Turnpike at the intersection of Ellison Avenue in Westbury. In a classic Vanderbilt Cup Race moment, George Robertson in the #16 Locomobile stormed through the Westbury Turn as hoards of people lined the course.

Robertson Flies Over the Ellison Avenue Railroad Bridge

The Locomobile, the pride of Bridgeport, Connecticut, soared over the Long Island Railroad Bridge on Ellison Avenue in Westbury. Driver George Robertson ran fast enough for the car’s wheels to clear the running surface as it crested the peak of the bridge.

Robertson Heads to the Finish Line

Courtesy of Brown Brothers

With a lead of over four minutes, Robertson’s Locomobile began the final lap of the race apparently on his way to an easy victory. However, instead of taking a conservative pace, Robertson pushed so hard he lost control and skidded backwards off Plainview Road and destroyed one of his tires. Amazingly, the car was otherwise undamaged. Robertson’s place in history hinged on his skills and those of his riding mechanician Glenn Etheridge in changing the tire. In a swift two minutes and 10 seconds, a new tire was mounted on the rim.

Robertson’s Locomobile Wins the Race

Courtesy of Brown Brothers

Robertson drove the big Locomobile across the line to claim the 1908 Vanderbilt Cup. For the first time, America could finally boast victory in an auto race against international competition. Robertson averaged 67.3 mph and finished one minute and 48.2 seconds ahead of the Herb Lytle’s Isotta.

Robertson Takes the Checkered Flag

Courtesy of Brown Brothers

Brash and daring, 23-year-old George Robertson took the checkered flag from starter Fred Wagner before a huge crowd in the Hempstead Plains (now Levittown). Jefferson De Mont Thompson, Chairman of the Race Commission, was seen with his hands raised. Beside him to his left was the ever-vigilant referee, William K. Vanderbilt Jr.  Now called “Old Number 16,” the car is currently displayed at The Henry Ford, a museum in Dearborn, Michigan.

Race Officially Called Off

Courtesy of The National Automotive History Collection at the Detroit Public Library

The scene was pandemonium after Robertson won the race. Typical of crowds immediately following the declaration of a winner, people swarmed the road to head home or surround the winning car. The race was officially called off at 10:55 AM and telephone calls went out to signalmen to display white danger flags to waive off the remaining nine cars still on the course.

Florida’s Locomobile Crashes into the Crowd

Courtesy of The National Automotive History Collection at the Detroit Public Library

Running in third place behind Robertson and Lytle, Joe Florida, driver of the #1 Locomobile, did not get word to stop and plunged his car into the throng at the start-finish line. Note the smoke at the scene of the accident. Florida struck and injured an 18-year-old boy and then hit a touring car. Fortunately, none of the occupants of the touring car were injured and the boy recovered.

Profile of the Winner

Courtesy of The National Automotive History Collection at the Detroit Public Library

After his 1908 Vanderbilt Cup Race victory, George Robertson was considered by many to be America’s premier race driver. Only weeks earlier he scored impressive stock car victories driving a Simplex in the 24-hour race at the Brighton Beach track and then in a Locomobile 40 at Fairmount Park in Philadelphia. His driving career was cut short while practicing for the 1910 Vanderbilt Cup Race when a newspaperman riding with him to develop a story panicked and clutched the driver as he entered a sharp turn. Robertson suffered injuries to his right arm that made it impossible for him to drive the heavy cars of the day in competition.

Robertson’s Plaque

Collectibles and memorabilia from the Vanderbilt Cup Races have turned up in auctions, flea markets and the Internet throughout the years. The rarest items are the 22 oval bronze plaques produced by Tiffany & Company from 1904 to 1916. The race sponsors produced two plaques for each race that were presented to the winning driver and manufacturer.  Until 1910 when $2,000 was awarded to the winner, the plaque was the only official award and compensation given to the driver for winning the Vanderbilt Cup Race by the sponsors.

Banquet in Bridgeport

Bridgeport, Connecticut, where the Locomobile was manufactured, declared Monday, November 9th a holiday as Robertson paraded the victorious #16 Locomobile around town before 30,000 spectators. That evening more than 300 business and community leaders attended the largest banquet in the city’s history up to that time in the dining room of the new Stratfield Hotel. The Vanderbilt Cup was proudly displayed in the back of the room.

Locomobile Company Promotes Victory

Although the Locomobile Company promoted the establishment of “American Supremacy in Automobiles” in its ads, it soon decided to discontinue its racing efforts due to its expense. The Locomobile Company continued to prosper through World War I when it received several lucrative military contracts. But changes in the market and company management forced it to struggle through the 1920’s before eventually closing its doors in March 1929.

The 1909 Course

At 12.64 miles, the 1909 course was shorter than those for any previous Vanderbilt Cup Race and for the first time did not cross railroad tracks. The Long Island Motor Parkway made up 5.15 miles of the total distance. Organizers believed the shorter course would decrease the intervals of time between appearances of cars and also provide more exciting entertainment for spectators. The 1909 race was held on October 30th, later in autumn than any other Vanderbilt Cup Race. The race began at 9:00 AM rather than the traditional daybreak start. The late start and colder weather of the later date were cited as reasons for a precipitous decline in attendance from previous years.

Founder of Lipton Tea

Courtesy of The Helck Family Collection

Sir Thomas Lipton (center with his distinctive mustache), founder of Lipton Tea and knighted by Queen Victoria in 1898, was one of the most prominent spectators at the 1909 race. Lipton shared a passion for yachting with the Vanderbilts and competed for the America’s Cup yacht race on several occasions.

President of the Automobile Club of America

Courtesy of Keystone-Mast Collection, UCR/California Museum of Photography, University of California, Riverside

Dave Hennen Morris (left), president of the Automobile Club of America, donned a thick fur coat, gloves and Siberian-style cap as he approached the grandstand.  Morris married Alice Vanderbilt Shepard, the sister of the 1906 Vanderbilt Cup Racer Elliot Shepard Jr. and a cousin of Willie K. From 1933 to 1937, he was US Ambassador to Belgium and Envoy to Luxembourg.

The Thermos Truck

Courtesy of Nassau County Department of Parks, Recreation and Museums - Cedarmere

Warm coffee was served at the 1909 race in Thermos bottles from a truck designed especially for the American Thermos Bottle Company. Insulated Thermos bottles were first manufactured in the United States in Brooklyn in 1907.

View from the Grandstand

Courtesy of The National Automotive History Collection at the Detroit Public Library

Grandstand spectators had an excellent view of the action taking place on the Long Island Motor Parkway. Across the road was the two-level press and officials’ stand, which served as a hub for the event. Telephone reports were called in from around the 12.64-mile course so officials could update the scoreboard and announcer Peter Prunty could shout news through his giant megaphone to the gathering.

Alco Passes Under Long Island Motor Parkway Bridge

Courtesy of The National Automotive History Collection at the Detroit Public Library

Harry Grant’s #8 ALCO moved into second place as he passed under a Long Island Motor Parkway bridge during lap 15. The bridge was located in the Hempstead Plains in an area now filled with Levittown homes.

Chalmers-Detroit at the Massapequa Turn

Courtesy of Brown Brothers

The #7 Chalmers-Detroit driven by William Knipper skidded through the Massapequa Turn just after the end of the Long Island Motor Parkway portion of the course. The building in the background was the Massapequa Lodge, one of the three toll lodges built in 1908 to collect fares when the public used the Motor Parkway. The banked turn was part of a temporary road built especially for the race to connect the exit of the Motor Parkway with northward bound Massapequa-Hicksville Road.

The Alco Takes the Turn

Courtesy of Brown Brothers

Driver Harry Grant in his #8 ALCO sped through the Hicksville Turn which was at the intersection of Broadway and Old Country Road. Located in one of the more heavily populated areas of Nassau County, this turn attracted a great deal of interest because of its potential to produce accidents and its proximity to the Hicksville railroad station.  As with the Massapequa Turn, the Hicksville Turn was banked slightly for safety.

Parker’s Mechanician leans to Balance Car

Courtesy of The Helck Family Collection

The #14 F.I.A.T. driver Edward Parker was on the gas as he made the dangerous Hicksville Turn. Parker’s mechanician leaned out of the car toward the inside of the corner as ballast to balance the racer and mitigate the risk of turning over.

Chalmers-Detroit Narrowly Escapes Disaster

Courtesy of The Helck Family Collection

Driver Billy Knipper in his #7 Chalmers-Detroit Bluebird narrowly averted disaster at the Westbury Turn at Old Country Road and Ellison Avenue. Knipper led the race for 12 laps and looked like a sure winner until an engine bearing seized on lap 20. The primitive suspensions and inherently high center of gravity in cars of the era presented challenges when rounding corners at high speed.

Close-Up of Alco’s Team

Widely regarded as one of the more dangerous turns, the Westbury Turn attracted a large throng of people, many unwisely lining the course and clearly in harm’s way. The turn was banked on its west side in an effort to assist cars from skidding off the course. Full-face hoods were worn by both ALCO driver Grant and his mechanician Frank Lee to protect them from dust and stones.

Grant Wins in the Alco

Courtesy of The National Automotive History Collection at the Detroit Public Library

Harry Grant and the ALCO won the fifth competition for the William K. Vanderbilt Jr. Cup.  Only two of 15 starters completed the race, Grant and the F.I.A.T. driven by Edward Parker, who finished five minutes and 16 seconds behind the winner. The ALCO, the only six cylinder car in the race, had survived a torturous test. In the convention of the day, all other cars had four cylinder engines.

Crowds Go Wild at Finish Line

Courtesy of The Helck Family Collection

Pit crews and race officials cheered as Harry Grant’s ALCO passed the finish line and won the 1909 Vanderbilt Cup. Grant achieved an average speed of 62.8 mph for the 278.08 miles. This speed was faster than all of the previous Vanderbilt Cup Races with the exception of Robertson’s 1908 victory at 64.38 mph.

1910 Program Guide

The 1910 Vanderbilt Cup Race was held on October 1st on the same course configuration as the 1909 race. This was the only time the race was run on the same course as the previous year. Two weeks after the Vanderbilt Cup Race, the 1910 Grand Prize Race was also scheduled to be held there.

Krug’s Hotel

Courtesy of The National Automotive History Collection at the Detroit Public Library

Approximately two miles from the 1910 course, Krug’s Hotel was still a great place for friends to gather, swap stories and leave in groups for choice vantage spots around the course.

Arriving by Train

Courtesy of Brown Brothers

As in previous years, most spectators arrived to the race by Long Island Railroad. The huge crowd at the Westbury train station showed the increased interest in the event over the 1909 race. The New York Times estimated the overall crowd was 275,000. Other estimates ranged from 100,000 to a half million.

The Line-Up from the Press and Officials Stand

Courtesy of The George Eastman House

The starting formation for the race was shown from atop the double-deck press and officials’ stand where a bugler blew horn blasts as cars came into view. Starter Fred Wagner lined up odd numbered cars to the inside of the course, and even numbered cars to the outside. Just to the left of the row of cars were the sunken pits where crews huddled with supplies.

Touring Cars at the Start

Courtesy of The George Eastman House

A row of touring cars parked at the inside of the course on the right at the start of the race. These were prized parking spots as many people viewed the race from their cars.

Pit Crew Awaits Action

Courtesy of The National Automotive History Collection at the Detroit Public Library

A pit crew awaited a call to action. Each pit was five feet deep and stocked with tools, tires, fuel, oil, water and other supplies to keep each car running smoothly during the race. In a change from previous Vanderbilt Cup Races where only the driver and riding mechanician were allowed to work on the car, new rules for 1910 allowed two of the pit crew to assist as well. However, this assistance was limited to the replenishment of water, oil, fuel and the replacement of tires. These crew members could also crank start the car.

Benz Approaches Massapequa Lodge

Courtesy of Brown Brothers

The relatively small course and greater number of entries provided many opportunities for cars to compete. The #16 Benz driven by David Bruce-Brown pulled ahead of the #9 Amplex driven by Walter Jones as they approached the Massapequa Lodge. The bridge over Wantagh Avenue was approximately 1/8th of a mile to the west in the background.

Grant at the Westbury Turn

Courtesy of The National Automotive History Collection at the Detroit Public Library

The 1909 winner Harry Grant drove another steady race, taking advantage of the accidents and mechanical failures of other competitors.  The crowd was dangerously close to the cars at the turn at Old Country Road and Ellison Avenue in Westbury.

Chevrolet’s Crashed Marquette-Buick

Courtesy of The Helck Family Collection

Early leader Louis Chevrolet’s race ended on lap 16 in spectacular if inglorious fashion with his Marquette-Buick upside down near the front porch of a Hicksville home at Old Country Road. Chevrolet dominated the race in the early stages with his third lap the fastest of the race at 75 mph.

The Touring Car Hit by Chevrolet

Courtesy of The Helck Family Collection

Chevrolet’s car rocketed off the course through a ditch and into a touring car parked in an adjacent yard. Three women were in the car (shown above) and, amazingly, none were seriously injured. Chevrolet was thrown clear of the accident, the fall inflicting a broken arm but no life threatening injuries. However, his mechanician Charles Miller was pinned under the heavy racer and died on the scene.

Alco Wins Again!

Starter Fred Wagner waved the checkered flag as #18 ALCO stormed by to win the 1910 race. The final lap was full of the drama of a classic Vanderbilt Cup Race. Grant struggled to hold off 21-year-old Joe Dawson, also known as “The Indiana Whirlwind.” After Louis Chevrolet’s car retired, Dawson had the fastest car, pulling out a lead of more than four minutes on Grant by lap 17. But the poor judgment of a spectator who was hit by Dawson on the backstretch during the next lap determined the outcome of the race. Dawson stopped to check on the man, who suffered two broken legs, and then had to pit to repair his gas line. He spent the remaining four laps steadily gaining on Grant only to come up 25 seconds short.

The Winning Alco Team

Courtesy of The George Eastman House

Grant (center) and mechanician Frank Lee (at Grant’s left in foreground) posed with admirers after taking the Vanderbilt Cup Race for the second consecutive year. Grant used the same ALCO – certified by officials after the race as a stock car – in both his victories.

Race Receives Poor Reviews

During the 1910 race, two mechanicians were killed and several spectators were injured. In addition to Charles Miller, Chevrolet’s mechanician, Matthew Bacon, the mechanician for driver Harold Stone, was killed in a first lap accident when their Columbia car leaped over the Newbridge Avenue Bridge in East Meadow. Much of the press leveled criticism of reckless disregard for human safety at the race management. The New York World’s scathing editorial cartoon of the Grim Reaper presenting the Vanderbilt Cup to the winning ALCO was an example of some of the more sensationalist coverage that proliferated in the age of yellow journalism.

Officials Confer at Krug’s Hotel

While newspapers and trade journals criticized the race, it was the entrants who stood in solidarity to put an end to the Vanderbilt Cup Races on Long Island. On October 5th, 12 of the manufacturers met at Krug’s Hotel and appointed a committee to represent their position to the Motor Cups Holding Company officials. On the following day, the committee for the entrants met at the ACA offices in New York to discuss their position with race officials. Hours of debate ensued, but it eventually became clear to everyone that after six years of controversial races, the sport had outgrown the venue. The deaths and injuries of the 1910 race put an end to road racing on Long Island.

The “Curve of Death” in Jericho

Courtesy of The Suffolk County Historical Society

The first major turn of the course, called the “Curve of Death” by newspapers, was located on narrow streets surrounded by the Jericho General Store and W.B. Powell’s Jericho Hotel. Flagmen were hired by the AAA Race Commission to keep the turn clear and warn spectators of approaching cars.

The American #4 Pope-Toledo Taking the Jericho Turn

Courtesy of The Suffolk County Historical Society

A photographer on the porch of the Jericho Hotel captured the American 60-hp #4 Pope-Toledo taking the Jericho Turn. The car, driven by A.C. Webb, broke a steering knuckle during lap six and finished a disappointing tenth.

The French Clement-Bayard

Courtesy of The Helck Family Collection

The prestige of the Vanderbilt name drew many leading European manufacturers and drivers to the race. Cars entered by France (6), USA (5), Germany (5), and Italy (2) were among the 18 starters. The French cars included three 90-hp Panhards, a 60-hp Renault, an 80-hp De Dietrich, and an 80-hp #12 Clement-Bayard (pictured above at the starting line). At the wheel of the De Dietrich was one of the leading European drivers, Fernand Gabriel, who finished second in the 1903 Gordon Bennett Race and was the declared winner of the 1903 Paris-Madrid Race. The German cars were all Mercedes, each owned by Americans. Two 90-hp F.I.A.T. cars represented Italy, one owned by Willie K’s cousin, Alfred Gwynne Vanderbilt.

The American #6 Pope-Toledo and the French #7 Panhard

Courtesy of The Helck Family Collection

Each race car carried two men, the driver and a mechanic called a riding mechanician. The mechanician assisted with repairs, helped navigate the course, and worked a hand pump to maintain oil pressure. Outclassed by the Europeans’ powerful racers, some with large 90-hp engines, the five American starters included modified touring cars such as 24-hp #6 Pope-Toledo driven by Herb Lytle. Following the Pope-Toledo was the French 90-hp #7 Panhard driven by George Heath.

The American #17 Simplex Filled with Holes

Courtesy of The National Automotive History Collection at the Detroit Public Library

Only the American 75-hp #17 Simplex driven and owned by Frank Croker, son of the Tammany Hall boss Richard Croker, approached the power of the European machines. During the pre-race weigh-in, the Simplex failed to meet the race weight limitation of 2,204 pounds. Croker reduced the weight by drilling holes throughout the chassis, which can be seen below the engine’s hood and on the mechanician’s seat.

Riding in the #6 Pope-Toldeo

At the 2004 Centennial Celebration of the 1904 Vanderbilt Cup Race, the #6 Pope-Toledo participated in time-trials. The centennial event was held on October 2, 2004 in East Garden City on Long Island. Hop aboard on hear and see how it feels to ride in this classic car.

The Map of the 30 Mile Course

The race course traversed 30.24 miles of public roads in the center of Long Island.  Triangular in shape, Jericho Turnpike, Massapequa-Hicksville Road, and the new Hempstead-Bethpage Turnpike formed its sides. Running clockwise and beginning in Westbury, the three long stretches of roads were connected by major turns in Jericho, Plainedge, and Queens. The plan called for a 10-lap race with drivers stopping in two “controls” on each tour of the course. The controls were in the towns of Hicksville and Hempstead, the largest population centers in Nassau County. At the controls, the cars were stopped, inspected, and allowed to proceed slowly over railroad tracks led by officials on bicycles. Deducting the length of the two controls, one lap of the course was 28.44 miles making the race 284.4 miles.

The Garden City Hotel

Courtesy of The Suffolk County Historical Society

In the center of the course was the Garden City Hotel, the largest and grandest hotel on Long Island and headquarters for the AAA Race Commission. Days before the race the hotel was booked to its capacity.

Crowds Gather

Courtesy of The National Automotive History Collection at the Detroit Public Library

The race’s daybreak start attracted thousands of adventurous souls who streamed into Long Island from New York City continuously on Friday night and early Saturday. With hotels and roadhouses overflowing, they camped, gambled, drank, socialized, and established a tradition of revelry that became a hallmark of the event.

Crowds Wore Their Finest Clothes and Hats

Courtesy of The National Automotive History Collection at the Detroit Public Library

In the custom of the day, the crowds typically wore their finest clothes to great public events such as the Vanderbilt Cup Race. Fashion called for virtually all men to wear hats. The dome-shaped bowler with narrow brim was particularly popular.

Filming of the Race

The press and officials’ stand across from the grandstand was a great vantage point for the cameraman from American Mutoscope and Biograph. Their camera was located on the top level of the stand. This company produced a two-minute film of the race, one of the earliest sports films ever made. William K. Vanderbilt Jr. can be seen walking away from the stand while acting as the race referee.

Willie K’s Family

Courtesy of The Suffolk County Vanderbilt Museum

William K. Vanderbilt Jr. (1878-1944) was the great-grandson of Commodore Cornelius Vanderbilt, who built a transportation empire in shipping and railroads. Known to his friends as Willie K, he was the second child and first son of William K. Vanderbilt (1849-1920) and Alva Erskine Smith (1849-1933).  He was a railroad executive, an accomplished yachtsman, and a pioneer auto racing driver. At the age of only 26, William K. Vanderbilt Jr. proposed the first international road race to be held in the United States by donating the Vanderbilt Cup.

Racing in Newport

Courtesy of The George Eastman House

After his marriage, Willie K was an independent adult and ready to embrace another passion, automobiles. In 1900, he purchased, at the cost of $10,000, one of the first racing cars imported in the United States, a 28-hp Daimler nicknamed the White Ghost. On September 6, 1900, Vanderbilt and his society sporting friends gathered at a half-mile Aq