The Great 1908 Auto Race Around the World

Beginning of the New York - Paris race from Times Square in NYC on Feb. 12, 1908. Library of Congress. (Public Domain)

George Schuster had come from Buffalo to Providence in another man’s car. The chief test driver for the E.R. Thomas Motor Company was delivering a recently purchased automobile to its new owner, while additionally teaching the owner how to operate the vehicle. It had been less than 15 years since the Duryea brothers covered approximately 250 feet along the rugged streets of Springfield, Massachusetts in what they called the “Buggyaut.” The “Buggyaut” was the first gas-powered vehicle to ever be tested on the road. Cars had advanced significantly by 1908, so much so that an international contest was organized and sponsored by The New York Times and the Parisian newspaper Le Matin. To exemplify precisely how far auto technology had advanced, the challenge was to drive around the world. The prize was $1,000.

Three French teams, one German team, and an Italian team had entered the race, but with such an insignificant financial reward, no American car manufacturer was interested. President Theodore Roosevelt, however, could not stomach the idea of foreign cars racing from New York City to Paris for the ultimate prize of national pride without at least one American team competing. Roosevelt contacted his friend E.R. Thomas and convinced him to enter a team into what the Smithsonian Magazine called “The Great New York-to-Paris Auto Race of 1908.”

The Race Begins

Cars lined up to start the race. Library of Congress. (Public Domain)

The race was scheduled to begin on Feb. 12 at 11 a.m. sharp. A few days before the race, Thomas ordered one of his four-cylinder 60-horsepower 1907 Thomas Flyers to be reconfigured with new fenders, extra gas tanks, and an additional seat for a New York Times reporter. On Feb. 11, while in Providence, Schuster was informed that he was to join the team as its mechanic. He quickly boarded a train heading to New York City, making it just in time to meet his teammates.

A crowd of onlookers wait for the race to begin after the automobiles are inspected at Times Square. Photographed by Agence Rol. Gallica digital library, National Library of France, Paris. (Public Domain)

Seventeen drivers, mechanics, and newspapermen piled into six vehicles—the Italian Brixia Zust, the German Protos, the French De Dion, Moto-Bloc, and Sizaire-Naudin, and the American Flyer—and assembled at the starting line in the middle of Times Square. Approximately 250,000 people lined the streets anticipating the start of what was scheduled to be a 20,000 mile journey from New York City to San Francisco, across Alaska and the frozen Bering Strait, through the Siberian landscape, through the German streets of Berlin, and finally to the waiting crowds of Paris. As curious onlookers, auto enthusiasts, city officials, and race sponsors waited, it was obvious that Mayor George B. McClellan Jr. was woefully behind and it became uncertain of just when the race would begin. Suddenly, railway financier Colgate Hoyt grabbed the golden starting pistol, held it in the air, and fired. The race was on.

First Stop

Montague Roberts in the Thomas Flyer. Library of Congress. (Public Domain)

Driving the American car was the experienced Montague Roberts, who had competed in several Vanderbilt Cup races and was planning to compete in the French Grand Prix in July. Emilio Sirtori drove the Zust; Hans Koeppen, the Protos; G. Bourcier de St. Chaffray, the French De Dion; Charles Godard, the Moto-Bloc; and August Pons, was driver of the Sizaire-Naudin. Harsh weather and terrible road conditions (“road” being a very subjective term in this case) was to be expected throughout the trek. What may not have been expected was the blizzard that swept through New York at about the same time the race began. It took four days for the first car to reach Buffalo. At one point the Flyer was pulled by mules along the towpath of the Erie Canal. The Sizaire-Naudin dropped out almost as soon as the race had begun with a broken differential.

An automobile stuck in the New York blizzard snow. Library of Congress. (Public Domain)

In Buffalo, where the E.R. Thomas Motor Company was located, the American team met with the company owner for dinner at the Iroquois Hotel. As part of his toast, he admitted to why he had entered his car into the race: “I was forced to go into this contest to defend the American industry.” American industry would be put to the test upon leaving the paved streets of Buffalo. Most of the American West was anything but paved.

Luckily for the Americans, Schuster was the chief mechanic, and was also the team’s navigator. Armed with his knowledge of the Flyer, along with a small caliber pistol and a handmade sextant, Schuster would prove to be the most important member of the team. While in Buffalo, the team added an additional mechanic by the name of George Miller. To avoid confusion, Schuster would go by “Schus.” While in Buffalo, the international teams were scheduled for a dinner with the Buffalo Automobile Club, but in an effort to get ahead, the Italians drove on.

New Passenger, Fresh Drivers

(L–R) Montague Roberts, George Schuster, George Miller, and New York Times reporter T. Walter Williams sitting in the Thomas Flyer. Gift of the Family of Henry Austin Clark, Jr., The Henry Ford, Dearborn, MI. (The Henry Ford Museum)

By Feb. 25, the five cars had reached Chicago, making relatively good time thanks to car clubs, which paved paths through the snowdrifts, throughout Pennsylvania, Ohio, Indiana, and into Illinois.

The Flyer regained the lead, driving from 5 a.m. to 8 p.m. and the mechanics surveying the vehicle during camp — campsites being whatever was available, sometimes hotels and homes, and sometimes ground covered in grass, snow or mud. In between Chicago and Julesburg, Colorado, the Americans added another passenger: Hans Hendrik Hansen. Hansen, a Norwegian engineer with a massive handlebar mustache and an even bigger persona, challenged De Dion’s St. Chaffray to a duel after an argument. St. Chaffray wisely decided to fire Hansen, rather than fire at him. Pledging his undying loyalty to the Americans, Hansen would, like Miller, remain with the Flyer throughout.

The Flyer reached Cheyenne, and for Roberts, this was the end of the road, though he hoped to rejoin the team in Europe. From Wyoming to Utah, the Flyer was driven by E. Linn Mathewson, and then replaced by Harold Brinker, who drove the team to San Francisco. By the time the Flyer left Wyoming, the Americans had a commanding two-state lead. Additionally, they would be heading to California with only three cars to beat as the French Moto-Bloc team quit in Iowa.

Schuster Takes the Wheel

After three drivers, Schuster now became driver and mechanic, though the latter duty could be shared with two others. The Schuster-led team and car boarded a ship on March 27 and arrived in Seattle two days later. On April 8, the team arrived in Valdez, Alaska, but after surveying the terrain and its snow depths, and realizing that the Bering Strait was indeed not frozen solid, Schuster reported to the Parisian Committee that in order to cross Alaska, the car would have to be transported in parts. The Committee ordered him to return to Seattle and provided him an additional 15 days to complete the race. Shortly before this, while in Ogden, Utah, the German team, with their car in need of parts, transported the Protos by train. This move docked them 15 days.

(Left) George Schuster and his team navigate the Thomas Flyer around a tight corner in Japan. (Right) Three Japanese women ride in the Thomas Flyer with Schuster. Gift of the Family of Henry Austin Clark, Jr., The Henry Ford, Dearborn, Mich. (The Henry Ford Museum)

From Seattle, the American team sailed for Yokohama, Japan, where they drove along the narrow streets — at one point requiring the front of a house to be removed in order to continue down the street — and up steep climbs — at one point requiring more than 30 locals to help push the car. After five days, the Flyer reached Tsuruga and boarded a Chinese vessel for the port city of Vladivostok, Russia. The Italians and the remaining French were close behind in Japan, and would soon catch up to the Americans after the Flyer team was delayed by visa issues. The Germans, however, skipped Japan and sailed from Seattle straight to Vladivostok.

Crossing Siberia

The four teams met in Siberia and decided to start again from the same place. There was one problem — a gasoline shortage. St. Chaffray had petrol, but his car was apparently kaput. He attempted to bribe the Italians and Americans with the gas to let him join their teams. Neither went for the offer. The gas went to the Italians, and St. Chaffray bowed out of the race. It was down to three, but the teams were warned by the Russians that crossing the vast expanse would be impossible. “We shall be met on the road by Chinese brigands, Manchurian tigers, fever, plague, pestilence, famine—to say nothing of the mud after three months of rain, mosquitoes as big as locusts and other similar delights,” wrote the Italian driver and reporter, Antonio Scarfoglio, of the warnings.

The Thomas Flyer stuck in mud in Russia on the New York-Paris automobile race. Gift of the Family of Henry Austin Clark, Jr., The Henry Ford, Dearborn, Mich. (The Henry Ford Museum)

Undeterred, the three remaining teams secured gasoline and trudged their way across the often muddy fields of Russia. Between May 22 and June 5, the teams left—the Germans first, then the Americans, then the Italians. At one point, the Flyer came up on the Protos, which was mid-wheel in mud. The Americans got out and helped pull the Protos from the mire. Koeppen took out a bottle of champagne and toasted the Americans “gallant and comradely act.”

The Thomas Flyer team hauling the German Protos car out of the mud in Russia. Gift of the Family of Henry Austin Clark, Jr., The Henry Ford, Dearborn, Mich. (The Henry Ford Museum)

The teams pressed on, struggling in the mud, and at times with their fellow teammates. At one point, Schuster threatened to expel the Americans’ recent addition, Hansen. The Norwegian engineer pulled his pistol on Schuster, only to have Miller pull his pistol out on Hansen. Eventually cooler heads prevailed.

Upon reaching Perm, Russia, located about 900 miles east of Moscow, Schuster received a telegram from E.R. Thomas. Thomas asked if he wished for Roberts to rejoin the team. Schuster scoffed at the message, responding tersely: “July 9: Arrived today. Expect to reach Paris on July 24. Schuster.” He had guided the team too far and too long to have someone else in the driver’s seat when the Flyer crossed the Parisian finish line.

Reaching Paris

The Thomas Flyer and team arriving in Paris on July 30, 1908. Gift of the Family of Henry Austin Clark, Jr., The Henry Ford, Dearborn, Mich. (The Henry Ford Museum)

When it came to guiding the team through the rest of Russia, Schuster often took wrong turns, costing the team valuable time — at one point 15 hours. The team was also slowed by a breakdown that took four days to resolve. The Flyer’s transmission also gave out, which required its time consuming replacement. By the time the Flyer reached Moscow on July 20, the Proto was four days ahead, although technically its deductions and the Americans’ additions kept the Flyer well ahead. The Italians remained far behind, most likely caused by an accident that placed them in a Russian jail for several days. Their car had spooked a horse. When the horse bolted, the carriage it was pulling tragically ran over and killed a small child. The Italians picked up the child, brought him to the authorities, and awaited the results of the inquiry before being released.

Reaching Paris by July 24 would prove impossible. The Germans were the closest, arriving in Paris on the 26th. The Americans, however, could still make it to the City of Lights within a 30-day window to win. But the Americans didn’t need 30 days. They only needed four. On July 30, the Flyer zoomed toward Paris, stopped only briefly by a French police officer who, apparently ignoring the fanfare and cheering crowds that lined the streets, informed the drivers that the city required all cars to have headlights. A Parisian bicyclist, aware of what the Flyer was trying to accomplish, allowed the American team to hoist his bicycle, which had a headlamp, onto the front fender. Problem solved. The team crossed the finish line at 6 p.m. on July 30. The Zust would not cross the finish line until Sept. 17.

The road-weary Americans arrived in Paris after 169 days, traveling more than 22,000 miles—13,341 of which were on land, which was over 3,000 miles further than the Protos had traveled. The Americans crossed the finish line to cheers of “Vive le car Americain!” The Americans had officially won the greatest automobile race to ever be attempted.

When the Flyer returned to America, New York City held a parade for the winning team, which included Roberts. President Roosevelt also held a reception for the men in his home at Sagamore Hill. Schuster, who was the only American to travel the entire race, was treated to a hero’s welcome upon his return to his hometown of Buffalo. In 2010, Schuster was inducted into the Automotive Hall of Fame. The sextant he used for navigation can be seen on display at the Henry Ford Museum in Dearborn, Michigan. Although the E.R. Thomas Motor Company shut down five years after the race, the 1907 Thomas Flyer remains on display at the National Automobile Museum in Reno, Nevada.

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