Bailey Electric Automobile

1899-1915

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In Margaret Rice's book, "Sun on the River", the Bailey Family History, 1955, she states that when Col. Edward Bailey, S. R. Bailey's son returned home from the Spanish American war in 1899, his father took him to the factory to  show him his surprise. It was a Bailey Electric Victoria Phaeton. His son stood there looking at what he called the most beautiful car that he had ever seen. He wanted to take it for a spin, but his father said that the weight of the battery was too much for the motor and had to wait for a lighter battery. With Bailey's help, Thomas Edison had finally made the ideal battery. Bailey kept experimenting with his car until he put into production in 1907. By the tremendous cost of the experiments, he had depleted his finances and had to incorporate his company. It was now S. R. Bailey and Co., Inc. This was the first car built in Amesbury. ( An 1898 date was also mentioned in the Britannica Enclopedia.

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S, R. Bailey & Son’s Factory

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Copied from the December 6 issue of the 1906 Horseless Age Magazine

S. R. Bailey & Co. to Manufacture an Electric Runabout.

S. R. Bailey & Co., carriage manufacturers, Amesbury, Mass., informed us that they have decided to manufacture a high grade electric runabout with Queen phaeton top and Victoria body, 72 inch and 80 inch wheel base and Bailey "Pivot" axles. The weight with a leather top is 1600 lbs. They will build the entire vehicle except the electric mot

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1907 Bailey Electric Victoria Phaeton Autmobile

This 1907 model was shown at the New York Show in January with a bar as a tiller, as shown above, but at the Boston Automobile Show in April, it had a D-shape wheel as the tiller.

Copied from the March Issue of Automotive Industry Magazine

S. R. BAILEY & CO. (INC.),

Amesbury, Mass., established builders" of horse-drawn vehicles, are exhibiting a superbly finished and gracefully designed electric Victoria phaeton. Special attention has been paid to developing a low hung, easy riding car of pleasing lines. The frame is of special steel side members, united by steel angles. These side members are of unusual spread, curved to follow the body lines, and are adapted for great strength and rigidity in a vertical plane, but permitting of a certain flexibility under twisting stresses. The wide vertical spread of the special side members permits of the use of a light wood body without sacrifice of strength. Semi-elliptic springs of 40 inches in length support the body upon solid axles. The wheels are 34x31/2 inches, with specially shaped spokes and no wood felloe, running on plain bearings with special oil distributing arrangements, which are said to secure adequate lubrication for an entire season. These axles are known as the Bailey "pivot axles." Steering is by means of wheel and column, which passes through the dash high enough to clear the knees, and also releases and swings sideways to facilitate entrance and exit. The front mud guards turn with the wheels and prevent splashing on curves. Band brakes are applied to the rear wheels and also to the motor shaft. The thirty cell battery is underslung, and the 60 volt General Electric ball bearing motor, with its differential countershaft, is held upon a flexible frame. Motor and countershaft are connected by a Morse silent chain, and are maintained in perfect alignment. The double chain drive to the rear wheels is fully encased. The General Electric controller furnishes four forward speeds up to 18 miles per hour, and two reverse speeds.

The controller handle is a lever mounted upon the steering wheel, which interlocks with the brake and prevents current being put until the car is free to move. A safety device also prevents the insertion of the battery plug unless the controller handle is in the "off" position. The car is fitted with a victoria top, and a rumble seat may be attached if desired. A mileage of 40 to 50 miles is claimed under ordinary conditions.

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1908 Catalogue Picture

 

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Illustration shows the tiller steering mechanism

 

1908 Bailey Electric Victoria Phaeton Automobile

Caption

"The S. R Bailey & Company of Amesbury, Mass. U.S.A, offer a unique small electric vehicle for city use in their 1908 Phaeton. These well known carriage makers embodys in this vehicle all the points of superiority of their horse-drawn bodies and furnishings. As will be seen from the accompanying photograph, the carriage is extremely graceful in outline and appearance."

General Specifications

The machine has a wheel base of ++781/2 inches and 34 inch wheels fitted with 31/2 inch tires, both front and rear. The battery consists of 30, 9-plate cells, 60 volts. A 21/2 to 7 H. P. motor is used and the drive is by double side chains. The vehicle weighs complete, 2,000 lbs. and sells for $2000.00.

Special Features

The large wheels, in combination with having all the weights very low produce easy riding. The frame is a combination of sheet, rolled and forged steel made in very graceful curves by which the effect of the drop frame with more artistic lines is secured. The " Bailey Pivot Axle " are of the company’s own manufacture. These have been used for twelve years in our horse drawn vehicles, where they have records it is said of running for three years on a tablespoonful of oil. The same principles of construction are embodied in the automobile axle, but, of course, with a different design and proportion. The wheels are of the artillery type also manufactured by the company, a novelty being that the hub plates holding the spokes are made integral and united by webs instead of being bolted through as in the case of ordinary Archibald or artillery wheels, so railed. No wood rims are used, the ends of the spokes being inserted in thimbles or sockets riveted to the steel channel. These wheels are somewhat lighter and, the makers state, considerably stronger than the ordinary type.

The battery is under-hung, being directly under the floor of the vehicle, the object being to carry this heavy weight low and as nearly midway between the front and back axles where there is the least motion. The plates are placed in a steel cradle with three point suspension.

MOTOR

The motor is also three point suspened and the counter-shaft is placed in a pulley suspension of the company’s design and so arranged that, while the motor and countershaft are free to- twist, yet, the motor and counter-shaft will always remain in line with each other. A double chain drive in the rear wheels and a Morse silent chain from the motor differential is used

Peculiar Steering and Control

Front View Showing Wheel Steering

The caption for the Bailey Electric has been copied to show that the description states that the steering could be either lever or wheel. When the 1907 was first shown, it had a lever with a vertical handle, for steering, but he 1908 model was by wheel steering.

"Caption -1908 Bailey Electric Victoria Phaeton, Front View, showing the "Bailey Pivot Axle" and special Bailey control arranged on the steering wheel in a similar way to that of a gasoline car. The wheels are made by the company and the hub plates which hold the spokes are integral and united by webs instead of being bolted. Steel rims with riveted on metal sockets the spokes are used. The battery is underslung below the floor of the vehicle, the weight being midway between the axles."

The particular novelty of construction is, however, in the steering apparatus. Although, a wheel steer is supplied if required, the makers claim the lever, or swinging, steer is better and quicker. A D shaped wheel is mounted on the steering column, quite similar in appearance to the ordinary wheel steer, but the whole column swings from side to side, thus actuating the front wheels. The leverage is ten to one and is supported by bearings, so that no tremor or vibration reaches the hand of the operator and the backlash may be adjusted. The controller is operated by a rod extending down through the steering column and by a lever appearing on top of the steering wheel in exactly the same manner that the spark levers appear in the gasoline car. This brings the steer and control of the speed right under one or both hands at all times.

The brake and controller are interlocking so that when the brake is set the power cannot be put on, not only this, the application of the brake throws the power off. Thus in any emergency a stop may be made by simply setting the brake.

Accidents are also guarded against as the running plug cannot be inserted when the controller lever is in any other position than neutral this interlocking arrangement being considered very important.   i

More Construction

The body is of novel construction and is made of bent, laminated wood in the company’s factory. It is very large, measuring 48 ins. across the seat, but, nevertheless, weighs only 30 lbs. in the wood. The top is full Victoria of the most correct style in which it is claimed the finest long grained leather and upholstery and the highest grade of broad cloth that is manufactured are used. Blue, green and maroon broadcloths are the stock materials although other materials and colors will be used to order.

Referring to mileage, the company makes no mileage claim beyond the standard of 40 miles, and states that it does this advisedly, believing it a great mistake to lead the public to expect great mileage from electrics. This vehicle it is claimed, is of lighter carriage weight for its size and capacity than any that is made and the bearings are of the highest possible type and it is probable that it can make a longer mileage run than any other similar vehicle. A vehicle of this type is intended for city and suburban use, park riding, etc., and not for journeying, and although fully double mileage can be obtained by changing to single tube tires and by using thin plate batteries, the maker prefers not to try for this field.


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1909 Bailey Victoria Phaeton Electric Automobile with D-Shaped Tiller

Copied from the 1909 Massachuetts Manufacturers Journal

The Bailey Electric Vehicles. One Of the most attractive automobiles 0n the market is the Bailey Electric Victoria Phaeton—a characteristic product of this old and' noted company. For more than   fifty years their vehicle products have been known for beauty of design, ingenious mechanical construction, and superlative grade in handicraft and materials. The two generations of skill in handling the ingredients of light draft have been applied to the electric automobile problem, and three years to the perfecting of this one vehicle. The electric vehicle herewith illustrated is different in design from other electrics, both in style and mechanical appointments. The wheels and tires are larger, and the weights are hung lower than in any other, it is claimed. The batteries are hung under the floor. It is made with both wheel steer and with long lever, the motor control in both cases being on top of the steering column and under the operator's hand. The three brakes are operated from one pedal, though separately connected, for the purpose of safety. The manufacturers say the seat is about six inches wider than in other cars of this type, thereby af— fording comfortable room for three people. , There is no machinery within the body of the car, the entire space under the seat being used for stowage.

S. R. Bailey &  Co.  have manufactured carriages for fifty years, and are manufacturing this car in the same high grade as their well-known road wagon.

1909 Bailey Victoria Phaeton Electric Automobile Advertisement
This advertisement was used in the 1909, 1910, and 1911 editions of the Journal

 

110 Bailey Electric Automobile

Copied from the 1910 Cycle and Automobile Trade Journal

Contrary to the general opinion, the light electric is much in demand. Of the makers of electric pleasure cars, S. R. Bailey & Company, of Amesbury, Mass., are notable for producing a light staunch machine. In common with many other carriage builders who were looking forward to future developments they embarked in the production of electric vehicles a few years back and have from one year to another improved their vehicle so that as it is sold to-day the Bailey light electric is a natty, light, sturdy and efficient vehicle. The Victoria-phaeton type of body is used on the Bailey car and as here applied none of the harmonious lines of that type of vehicle are lost and it is but reasonable to assume that carriage makers who have produced high grade vehicles for the past two generations would be able to fit an electric car with a high class body equipment.

The price of the Bailey is $2,000 to $2,600 depending on battery equipment.

According to the sponsors of the Bailey. this car is the lightest electric vehicle of its type and size ever made. The total weight of the car is 2,000 pounds, the weight of the car itself minus the power plant, that is, the motor, countershaft and battery is but 825 pounds, yet strength has not been sacrificed for light weight as the chassis is sufficiently strong to carry more  of a weight than it actually has to carry, thus there is even a reserve in this direction. A feature of the Bailey car is that the weight is carried low despite the fact that the car is equipped with larger wheels than.are generally used on cars of this class. The frame is of channel steel and is of a drop fashion, that is, it is curved, or dipped, so to speak, at the center. Frames of steel have not so very long been applied to light electric vehicles, but the advantages of such a construction are without question. As incorporated in the Bailey the steel chassis permits of a long wheel base so that the body of the car is virtually placed between the forward and rear wheels much as in the more advanced gas car practice. That such a location of the body makes for easy riding is certain.

The sprockets are large and accurately cut ensuring smooth and quiet action. The double side chains are guarded at the entrance of the vehicle, being neatly housed. The axles are of the so called Bailey pivot type designed for long life.

Wheel base is 79 inches and the tread 54 inches. The wheels are of chariot style artillery type of improved design. The absence of the wooden rims helps also to keep the weight down. The spokes are of different style than usually seen on artillery equipment and add to the appearance of the wheels.

The Motor.

The motor of the Bailey electric Victoria phaeton is of a special design either 48 or 60 volts, depending upon the model and of a high efficiency. In this respect light weight has been sacrificed for durability, great strength being had where it is needed. The motor is suspended from the frame at three points between the cross members of the main frame or chassis, and is carried well back in such a way as to evenly distribute the weight. This permits oi’ ample storage space under the front seat, a minor provision perhaps, yet one appreciated by the owner.

Drive and Axles.

Drive is through a Morse silent chain to a countershaft and from thence to the sprockets on the rear wheels through roller chains. The sprockets are large and accurately cut ensuring smooth and quiet action. The double side chains are guarded at the entrance of the vehile, being neatly housed. The axles are of the so called Bailey Pivot type designed for long life. Wheel base is 79 inches and the wheel tread is 54 inches. The wheels are of the chariot style artillery type of improved design, The absence of the wooden rims helps to keep the weight down, The spokes are of different style than usually seen on artillery equipment and add to the appearance of the wheels.


Underslung Batteries

The underslung battery on many cars is used with good results to the exclusion of other types. The Bailey equipment is of this type. It is suspended from the cross members of the frame at three points. The battery is of Exide type, good for 40 to 50 miles of service though the car is designed to take the Edison battery and the makers claim that under ordinary conditions, that is, good roads, it will run 100 miles on one charge if using the Edison battery. The normal charging rate of the Edison battery is said to be about twice that of ordinary types and it can be partially charged at about four times the rate of an ordinary lead battery. Another good feature of this Edison battery according to the builders of the Bailey car is that the vehicle may be left discharged for any reasonable length of time without serious injury resulting, which cannot be said of other forms. The Edison battery as used is in solid welded steel cans and the plates are steel, the   active material being carried in pockets, there being no wood separators as in the lead type equipment, and it is claimed no precipitation in the bottom of the jar. The Bailey electric is equipped with two different sizes of Edison battery, and with a 40 cell A4 equipment the car will run 75 to 125 miles according of course to the service and the road conditions. This equipment weighs 540 pounds. With the 54 cell A-i type Edison battery the car will run 100 to 150 miles on one battery charge. The normal speed is about 20 miles an hour and for a vehicle designed for the service such as the Bailey is intended for, town and suburban work, this is sufficiently high. The Bailey car can be had of course with the Exide type of lead battery when desired and of the lead variety the Exide measures high in efficiency. The Exide equipment is 30 cells 9 P. V. or 11 Hycap.

The Body.

The body of the Bailey is called by the makers the "Bailey Queen," the body frame being of bent wood, laminated and three ply. The panels are also laminated and as a result the body which weighs but 30 pounds will withstand twisting strains without being damaged. The top is of the Victoria type and of full size. It is constructed of high grade materials such as manufacturers of high class coaches for the past fifty years would be able to select. Curtain tops are furnished if desired. The seat cushion is 44 inches wide, sufficiently broad to seat three people and the width inside the bows is 50 inches. The step is 16 inches from the ground while the floor of the vehicle is 28 inches from the ground. Trimming is in the best quality of broad cloth in dark green, blue or maroon with the car proper colored to match. Purchasers, however, have the option of other colors which will result in a slight delay in the delivery of the car.

The three brakes on the car, two on the rear wheels and one on the motor and are so arranged that a single foot lever actuates both sets. The rotation of the motor is checked at the same time that the momentum of the vehicle is stopped. Steering is by either lever or wheel and in either instance the speed controller is located above the lever or wheel and the operator knows at all times at just what speed it is set. The controller is doubly interlocking, that is, by the switch which connects the battery with the motor, so that the power cannot be turned on unless the controller is at the neutral point, and then again with the brake so that when the brake is brought into play the current is automatically cut out.

The springs, front and rear-, are semi-elliptic secured to the axles in the usual manner by steel clips. A torsion or radius rod is provided. The brake bands are adjustable and are worked through steel pull bars.

The equipment includes electric side and tail lights which are finished in black. A boot or waterproof apron is carried in the wallet at the base of the patent leather dash. Tires are of course of the pneumatic clincher type.

1910 Bailey Electric Victoria Phaeton, with Col. Bailey, driving and A. J. Foote, electrical engineer as his passenger

Article Copied from the 1911 Cycle and Automobile Trade Journal

E. M. W. Bailey, S. R. Bailey & Co., Amesbury, Mass.: We would say that the past year's business in electric automobiles has been encouraging, but the prospects for the coming year we consider more so. The electric vehicle has advanced by leaps and bounds, particularly in the East, where it has had slow sales. It is destined to take the front and center of the stage in the next few years and a very large number of additional manufacturers are sure to embark in it. We shall certainly do more than double the business next year.

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1911 Bailey Electric Victoria Phaeton Automobile
In the Lars Anderson Collection as a 1908 Model

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1912 Bailey Electric Victoria  Phaeton

 

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1912 Bailey Electric Roadster
The First Electric Automobile to be Designed as a Standard Gasoline Model

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1912 Bailey High Speed Roadster Automobile Advertisement

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1912 High Speed Roadster that could maintain a speed at 30 MPH
None were made in 1913. This is the only picture of this car and was cut from the 1912 Motor World Magazine

Col. E. W. Bailey with Thomas Edison"s son drove from Boston to New York City in 7 hours and 44 minutes, a record tme

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1913 High Speed Roadster

Cut from the 1913 Edition of the Electric Vehicle: Technology and Expectations in the Automob1le Age

Copied from the 1913 Automobile Topics Journal

TOURING IN AN ELECTRIC ROADSTER.

A good deal has already been written respecting the noteworthy trip which Col. E. W. Bailey, Boston, Mass., has recently made in an electric vehicle of the roadster type. On other pages of this issue a complete report is made of the difficulties encountered and overcome at the various stages of the journey. While this presents a record of practically clear sailing, it has been developed under rigid cross-examination that had the weather conditions been at all pleasant the trip would have been practically without incident. The speed made under all conditions was well above that of ordinary gasoline practice, the average speed was greater than that allowed by the controls in long-distance touring, and Colonel Bailey states unreservedly that but very little useful time was wasted through the necessity of having to wait over for emergency charging of the storage batteries.

It is true that facilities for charging in some places were inadequate and considerable ingenuity had to be resorted to in order to get away without considerable delay. The important point is that the electric ran under its own power a distance of some 1,500 miles, and that no matter how great the difficulty might have been, charging facilities were in some way or another procured and the disposition upon the part of the central-station managers in every place where Colonel Bailey stopped was to the effect that if adequate facilities were not now available they would shortly be forthcoming.

The central-station managers of this country have been accused of indifference, apathy, stupidity, pin-headedness, and all sorts of things opprobrious, because of their attitude toward the charging of storage batteries for electric vehicles. We realize that it is not an easy matter to provide facilities, which may run into considerable expense, for the occasional car which may come to town. With the demonstration that Colonel Bailey has made, however, that the thing is entirely possible, we have no doubt but that a great many central stations will take a pride in being ready even with a makeshift device to receive a electric vehicle tourist with open arms, as it were, give him a full charge and send him on his way. With the proper co-operation between the electric vehicle manufacturers and the manufacturers of accessories and the central-station managers, a co-operation which can be splendidly handled by the joint committees of the National Electric Light Association and the Electric Vehicle Association, electric touring will become very common. The time has passed, as the Colonel says, when it is anything of a "stunt.

BOSTON TO CHICAGO — 1, 3 0 1 MILES—IN A BAILEY ELECTRIC ROADSTER.

Col. E. W.. Bailey Makes Notable Run in an Electric Automobile

What is without doubt the most notable run ever made by an electric automobile was recently consummated when Colonel E. W. Bailey, general manager of S. R. Bailey & Company, Boston, Mass., finished about 1,500 miles of steady plugging at Chicago, 111., on the evening of Friday, October 31. The run was made to prove the availability of the electric automobile equipped with an Edison battery to do service in actual touring. Just previous to this run Colonel Bailey had made a 566-mile tour from Boston to Burlington, Vt, and returned through New Hampshire. The car was No. 1313, model "F" roadster, equipped with a General Electric motor and 60 cells of A-6 Edison battery. The tires were the United States special electric. Colonel Bailey was accompanied by H. J. Foote, electrical engineer of the company, as a traveling companion.

The first stage of the tour began on Tuesday, October 14, covering from Boston to New York City, through Worcester, Springfield and New Haven. The total distance, 239 miles, was covered in eleven hours and eight minutes running time, absorbing all road stops. This was an average of 21.5 miles per hour. The run to Springfield was against a strong head wind, that to New Haven, 66 miles, was made at 23.5 miles per hour; a stop over night was made here by request, and the run into New York the next afternoon, 78 miles, was on one charge at a little better than 20 miles per hour.

 

Several days were spent in New York City at the Electric Show. The next part of the run began Sunday, October 19. At this point the weather conditions changed remarkably. Fine weather was followed by ten days of the heaviest rainfall of the entire year. In spite of the wet heavy roads, the first day's run to Albany, 150.3 miles, was made in two runs with a rather long boost at Poughkeepsie. The car was on charge that night in Albany, or rather it was put in a garage with the intention of having it charged, but on the next morning, Monday, October 30, on arriving at the garage, Colonel Bailey found that nothing had been done. The car was transferred to the electric light company's plant but as it was impossible to obtain a high rate of charge practically a day was lost, only 18 miles being covered to Schenectady.

On Tuesday the trip was continued up the Mohawk Valley, against a strong head wind with frequent heavy rain squalls, to Utica, 79.8 miles, in four hours and fifty-one minutes. This included going through four miles of open highway construction. The run of 50 miles to Syracuse was made after a boost at Utica, making a total for the day of 129.8 miles.

On Wednesday the weather was fair during the day, fine roads. A stop was made at Geneva for a boost, and the run to Rochester, 46 miles, was made in two hours. After another partial charge in Rochester, the run of 77 miles to Buffalo, was made after dark in a light rain. Total run for this day, 173.5 miles, at an average speed of 21 miles per hour.

At Buffalo, a half-day stop was made on account of special business. The run continued in the afternoon. From ten miles out of Buffalo, the road conditions changed entirely. From here to near Painesville, O., there are no macadamized roads, very little of even gravel roads, and while they are reported to be quite passable in dry weather, they were certainly atrocious under the influence of the week's rain. Nevertheless, on Thursday a distance of 104.3 miles was made to Erie, Pa., with a boost midway at Dunkirk, N. Y.

Friday morning opened, raining harder than ever. The start was late on account of somewhat weak charging facilities, and the roads worse than any yet encountered. Several deep river bottoms had to be passed by means of steep descents and assents through the clay banks. Ashtabula, 45 miles out, was reached too late to get a full charge required, though most generous service was rendered by the local service-station manager. The charge had to be continued the next morning, and the run was made into Cleveland during the afternoon, 59.6 miles.

In Cleveland a stop was made over Sunday for rest and to acquire road information. This was not encouraging as Colonel Bailey was informed of one stretch in which a good gas car has only been able to make 40 miles in nine hours; nevertheless, a run of 61 miles to Norwalk, O., was made over this route, and after a boost a short evening run was made to Fremont, Oh., still in the rain, 85 miles for this day.

On Tuesday, a run of some 33 miles was made to Toledo over good but quite worn macadam road. A fairly good charge was taken here during the day, and the run continued west. Some ten miles from Toledo the macadam road ended, and the clay and sand road continued to the Indiana line. The night was spent at Wauseon, and a boost taken at Archbow, and the run was continued to Kendallville. Ind., some 85 miles. The roads became better in Indiana, though heavy from rain, and here Col. Bailey joyfully telegraphed that the worst was over, but was doomed to disappointment. The run was continued Thursday morning in a lively snow storm, which turned to rain, and though South Bend was reached quite early, it was too late to charge and go through.

Friday there was encountered between South Bend and La Porte nearly the heaviest road of the run, so a "boost" was taken here, and the run to Chicago was then made over a good road, 102 miles for the day.

The trip was completed with no accident to the car, nor failure of any part. While some of the day's runs were short, and the speed slow, they were as far and as fast as other cars. The car was mired some four times during the trip, but came out under its own power in each case but once. Many gasoline cars were passed on the road, very few indeed passed the electric. Colonel Bailey reports that had the weather conditions been fair, the ride would have been a pleasure and the run could easily have been made at an average of about 150 miles per day at good motoring speeds. The average to Cleveland was better than 18 miles per hour as it was.

Colonel Bailey was tendered a luncheon at the Chicago Athletic Association by the Chicago Section of the Electric Vehicle Association, on Saturday, November 1. After luncheon those present participated in a delightful discussion, bringing out the fact that in good weather the trip would not have been any stunt at all; that everywhere along the line central-station managers were disposed to go to extraordinary trouble to provide adequate facilities, and that the disposition appeared to be one of great interest and helpfulness, and in practically every instance where the proper facilities were not now available, assurance was given Colonel Bailey that the right facilities would be procured forthwith.

.End of Articl

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1912 Bailey High Speed Roadster Advrtisement

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1913 Bailey Electric Advertisement

  Bailey  Roadster Exhibited in New York.

To the number of  automobile  shows which kept New York busy for two weeks, still another was opened Monday evening, January 5, in the Forty-second Street showrooms of The New York Edison Company, where the  Bailey electric  roadster was displayed from January 5 to 10 inclusive under the auspices of the New York  Electric  Vehicle Association.

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1914 Bailey Electric Roadster Automobile on Exhibit

The  1914   model roadster made the trip down from Boston. and had to be taken apart and reassembled, in order to get it in the Edison showroom.To get the  Bailey   car through the narrow doorway, the body was removed, the batteries taken out and the car turned on its side. Then the car was put together again before the eyes of an interested crowd. This little  electric  roadster made its way down from Amesbury, Mass., to New York through the severe weather of January 3 and 4 without mishap of any kind. It is the same type of  electric that did the run from Boston to New York last fall in eleven hours running time, an average speed of 21.5 miles an hour, and from New York to Chicago at an average of 17 miles per hour for the entire distance

Hill climbing is another specialty of this type of  electric  vehicle. In 1910, to show its capacity, a  Bailey  car climbed Mount W'ashington. Last fall, the present type roadster took a trip from Boston to Burlington, Vt., crossing the main range of the Green Mountains The average speed for this trip was 19 miles an hour, well up to the average speed of powerful gasoline cars covering the same roads. For ordinary use, a distance of from 80 to 100 miles on a single charge is gauranteed, at a speed of 20 miles an hour on ordinary roads.

 

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1911 Bailey Electric Automobile Advertisement

 

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Another 1911 Bailey Electric Automobile Advertisement  The original battery was Exide with the option of using the Edison battery for an additional $600. By 1910 all batteries were the Edison type.

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1908 Catalogue Picture

 
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1913-1915 Baley Electric Utility Automobile

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1913-1915 Bailey ElectricDelivery Van

 

In the latter part of 1913, The Electric Automobile Club of Boston opened a club house to hold shows for its club with only electric automobiles being sold in Boston. It was considered to be the best club built at the time. When it opened the first of November, six electric automobile companies had their vehicles on display. Among these was S. R. Bailey & Co., 895 Boylston Street, displaying three electric models, Victoria phaeton, two passenger roadster, and a four passenger roadster, sometimes called a touring car. (Note: It was the customary for companies to list their main sales agency’s address rather than their factory address.)

One 3 mile hill climbing contest was done in 1913 in Pennsylvania. The road was on a 15 percent grade with many twist hair-pin curves. Six cars showed up and one of these was Bailey roadster. Only two cars made it up and the Bailey came in second, 30 seconds behind a Haynes model. There were some questions about the Haynes car and the $3,000 first prize went to the Bailey automobile. Throughout its existrence,it was considered as an excellent hill climber.

The Victoria phaeton was not put into production in 1914, but the two and four passenger along with the utility were slated to be, but I have found no evidence that the four-passenger roadster was.

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1914 Bailey Electric Four-Passenger Roadster Automobile

1913 was very bad year for the automobile industry and for lack of financial aid, a great number of manufacturers went under. This included the United States Motor Car Company, owner of thirteen car companies and over a hundred affialiated ones, went out of existence. Maxwell Automobile Company was the only survivor. Electric cars were loosing favor with the public and only six companies were still in business and two years later, two of them went under..To survive 1913, almost all manufacturers were cutting their prices by thirty percent.

No matter how hard he tried, there was no financial help forthcoming for the Bailey Electric and with a price tag of over $2,000, they became unaffordable. Finally, in 1916, he sumcumbed to the enevtiable. he closed down and sold his factory to Biddly and Smart.He rentent  a section for his machinery which most of it, he invented.

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