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CYCLES 


For  Strength  combined  with  Lightness,  for 
Rigidity  and  Reliability,  there  is  no  machine 
known  to  the  cycling  world  to  beat  a  Humber. 
Its  well -fitted  bearings  make  easy  running  a 
certainty,  the  superior  quality  of  every  single  part 
is  the  pride  of  the  makers,  and  the  elegance  of  its 
design  the  pride  of  the  owner. 


There  is  a  wide  range  of  models  from  which 
to  make  a  choice,  all  of  which — from  the 
"  Beeston  "  supplied  to  H.M.  the  King  to 
the  lowest-priced  cycle — are  good  value 
because  of  their  exceptionally  long  life. 
A  "  Humber  "  will  fetch  a  good  price  after 
even  10  or  15  years'  service. 


Illustrated  Catalogues  and  Terms  gladly  sent  on  request 


HUMBER 

LTD. 

COVENTRY 

LONDON: 
32   Holbirn  Viadac!; 

SOUTHAMPTON: 
27  L3adon  Road 


lALERS  EVERYWHERE 


14e6H 


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=J^ 


]y]pTOT@CLE 

The  Motor  Cyclist's  Newspaper 


li  you  'are  a  motor  cyclist,  you  are  a 

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K  you  are  a  cyclist,  and  are  thinking  of 
becoming  a  motor  cvclisj:.  you  will  find  ''The 
Motor  Cycle  "  exactly  the  paper  you  want. 


IT  will  assist  you 
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Special  attention  is 
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Editor,  free  of  charge. 


EVERY 
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Publishers : 
ILIFFE  &  SONS.   LIMITED 
20  Tudor  Street,  London,  E.C.4 


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MASCOT ' ■" " 

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I     CYCLES 


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49     Gresham     Street 
COVENTRY 


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^  The  lure  of  the  countryside,  the  thoughts  of  its 
people,  the  history  of  its  ways,  make  an  instant  im- 
pression upon  the  tourist  who  revels  in  the  beauti- 
ful scenery  with  which  he  is  ever  coming  in  contact 

^  But  to  derive  to  the  full  the  enjoyment  of  a  tour  let 
your  mount  be  the  latest  All-Chain  Drive  4  h.-p. 
Triumph  with  Patent  3-Speed  Gear  and  easy 
acting  Shock  Absorber — a  revelation  in  transmission 
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— known  the  world  over  for  their  excellence,  are 
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^  Illustrated  Cycle  or  Motor  Cycle  Catalogue  sent 
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mil  Hill  Hill 
Triumph  Cycle  Co.,  Ltd.,  Coventry 

London:     218,    Great  Portland  Street,  VV.l 
AND  AT  Leeds,  Manchester  and  Glasgow 

Agents  Everywhere 


X 


PITMAN'S     COMMON     COMMODITIES 
AND   INDUSTRIES 

THE 

CYCLE  INDUSTRY 

ITS  ORIGIN,  HISTORY  AND      \  '  >'  /,  / 
LATEST     DEVELOPMENTS 


/-^/ 


BY 

W.   F.   GREW 


^^•f'^AW^"^' 


SIR    ISAAC    PITMAN    &    SONS,    LTD. 
PARKER  STREET,   KINGSWAY,  W.C.2 

BATH,     MELBOURNE,     TORONTO,     NEW     YORK 
1921 


MIDDLEMORE'S 

SADDLES 


1// 1 


No.  L  96 


When   ordering  your  new  mount  specify 
MIDDLEMORE  SADDLE 


Middlemore's  (Coventry) 

COVENTRY         ^^^ 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


PREFACE 

The  manufacture  of  bicycles  can  be  truly  described  as 
one  of  the  most  important  industries  of  the  country. 
The  bicycle  is  also  a  common  commodity,  and  it  is  for 
these  two  reasons  that  this  book  was  undertaken.  An 
attempt  has  been  made  in  the  following  pages  to  give 
a  brief  outhne  of  the  history  of  the  manufacture  of 
bicycles  in  this  and  other  countries  from  the  introduction 
of  the  velocipede  to  the  present  day  mechanically 
propelled  machine,  the  motor  cycle. 

The  author  has  endeavoured  to  describe  some  of  the 
more  important  processes  of  manufacture  and  to  embody 
with  those  descriptions  particulars  of  the  numerous 
other  trades  on  which  the  cycle  manufacturer  is 
dependent. 

In  conclusion,  the  writer  would  Hke  to  thank  those 
who  have  so  kindly  provided  him  with  illustrations  of 
the  machines  they  make.  His  thanks  are  also  due  to 
Messrs.  Bell  &  Sons  for  their  kind  permission  to  repro- 
duce illustrations  of  by-gone  models  from  the  late  Mr. 
H.  Hewitt  Griffin's  book.  Cycling.  At  the  same  time 
he  wishes  to  make  the  fullest  acknowledgments  to  all 
who  have  in  any  way  assisted  him  with  information 
in  any  form. 

W.  F.  G. 


WHITLEY 


SIDECARS 


Enjoyable  Motor  Cycling  can  only  be 
obtained  if  the  mind  is  clear  of  break- 
age possibilities.  Fit  a  "Whitley" 
Sidecar  to  your  Machine  ;  the  Sidecar 
produced    for    the    true    Economist, 

THE    MAN  WTIO    MUST    HAVE   THE  BEST 


Catalogues  from  all  reputable  Garages  or  direct  from 

The   Whitley 
Manuiacturing  Co.,  Ltd. 

'Phonb:    t  1  15   1       /^  J  Wires: 

No.  835    JLondon  Kd.,  Lioventry  "whitcaks" 


CONTENTS 


CHAP.  >      .  PAGff 

PREFACE         ......  V 

I.      EARLY      HISTORY      AND      ORIGIN      OF      THE 

BICYCLE       ......  1 

II.  THE   TRICYCLE   ERA             .             .             .             .17 

III.  TANDEM   BICYCLES  .             .             .             .24 

IV.  MATERIALS      ......         27 

V.  FROM  THE  STORES  TO  THE  RAILWAY   DRAY         32 

VI.  PRODUCTION   METHODS      ....         45 

VII,  THE    PNEUMATIC   AND   OTHER   TYRES  .         50 

VIII.  CHANGE   SPEED    GEARS      ....         58 

IX.  SPRING   FRAMES        .....         64 

X.  THE   TRADE   AND   RACING  .  .  .67 

XI.  THE    CYCLE    BOOM  .  .  .  .71 

.  XII.  ROADS   IN    GREAT   BRITAIN  ...         76 

XIII.  THE  WEIGHT   QUESTION    ....         81 

XIV.  THE   BICYCLE   ON   THE    CONTINENT     .       .  84 
XV.  MILITARY  AND  OTHER  SERVICE  BICYCLES    .         87 

XVI.      IN   THE    FACTORY     .  .  .   '         .  .91 

XVII.      ACCESSORIES  .....         96 

XVIII.      PIONEER  RIDES         .....       102 

XIX.      THE   MOTOR   CYCLE  i  .  .  .       105 

XX.      THE    FUTURE    OF   THE   INDUSTRY  .  .115 

INDEX  .  .  .  .  .  .118 


THE 

"SPARKBROOK 
GRAND" 


This  high-grade  Spakkbrook  bicycle  appeals  to  the 
discriminating  rider,  whether  Lady  or  Gentleman, 
who  appreciates  the  best  in  workmanship,  quality  of 
materials  used,  combined  with  exclusive  features, 
distinctive  design,  and  superb  finish.  It  is  a  specialized 
product  of  skilled  workmen  and  practical  men,  whose 
long  experience  as  practical  cyclists  and  manxifacturers, 
enables  them  to  vmderstand  and  meet  the  requirements 
of  cyclists. 


SEND  FOR  LIST  TO  THE  SOLE  MAKERS 

The  Sparkbrook  Mfg.  Co.,  Ltd. 
Coventry 

Founded  and  continued  since  1883 


ILLUSTRATIONS 

FIG.  PAGE 

1.  A  BONESHAKER  BUILT  ABOUT   1868                    .             .  3 

2.  THE  ARIEL  BICYCLE  OF  HAYNES  AND  JEFFRIES    .  5 

3.  SHERGOLD'S    rear-driven    safety   BICYCLE  ^        .  7 

4.  THE  ORDINARY  OR  HIGH  BICYCLE  OF   1888-89       .  7 

5.  THE      KANGAROO      INTRODUCED      BY      HILLMAN, 

HERBERT,    AND    COOPER           .              .              .              .    '  11 

6.  A    FRENCH    BONESHAKER    OF   ABOUT    1868                 .  12 

7.  A  VERY  EARLY  LEVER-DRIVEN  SAFETY  BICYCLE    .  13 

8.  LAWSON'S    CHAIN-DRIVEN    SAFETY   BICYCLE              .  13 

9.  THE     RALEIGH     CYCLE     CO.'S     DIAMOND     FRAMED 

BICYCLE                    ......  15 

10.  THE    OTTO    BICYCLE               .....  18 

11.  THE   RUDGE    ROTARY   TRICYCLE              ...  19 

12.  THE    OLYMPIA   TANDEM    TRICYCLE        ...  23 

13.  THE    B.S.A.    SAFETY    BICYCLE                    ...  29 

14.  THE  FRAME-BUILDING  SHOP  OF  RUDGE- WHITWORTH, 

LIMITED                     ......  33 

15.  THE     FINISHING     SHOP     IS     A     VERY     IMPORTANT 

DEPARTMENT    OF   A    CYCLE   FACTORY         .              .  43 

16.  THE    DRAWING    OFFICE     AT     RUDGE-WHITWORTH, 

LIMITED                     ......  47 

17.  a    roadster    safety    bicycle    of    orthodox 

Pattern  .  .  .  .  .  .51 

18.  a  triumph  roadster  bicycle  with  oil  bath 

gear  case          ......  55 

19.  the  linley  and  biggs  two  speed  gear         .  59 

20.  the  sparkbrook  roadster              ...  73 

21.  the  triumph  resilient  front  fork       .          .  93 

22.  the  triumph  eccentric  bottom  bracket       .  93 

23.  the  harrington  cradle  spring  saddle         .  97 

24.  an  american  gas  lamp  .  .  .  .99 

25.  A     MODERN     ladies'      DROPPED     FRAME     SAFETY 

BICYCLE                    ......  103 

26.  THE   SPARKBROOK  TWO-STROKE  MOTOR  CYCLE       .  105 

27.  THE    VILLIERS    FLY-WHEEL    MAGNETO               .              .  106 

28.  THE   OMEGA   LIGHT-WEIGHT   SIDE-CAR  MODEL         .  108 

29.  THE  6  H.P.   ROYAL  ENFIELD   SIDE-CAR  MODEL         .  109 

30.  THE  4  H.P.   TWIN-CYLINDER  HUMBER               .             .  Ill 

31.  THE    MILLFORD    SIDE-CAR  .  .  .  .113 


IX 


COMMON    COMMODITIES 
AND    INDUSTRIES   SERIES 


Each  book  in  crown  8vo,  illustrated,  3/-  net 


TEA..     Ry  A.  Ibbetson 
COFFEE.     By  B.  B.  Keable 
itUUiitt.     By  Geo.  Martineau,  C.B. 
OILS.     By  C.  AiNSWORTH  Mitchell, 

B.A.,  h.l.C. 
WHEAT.    By  Andrew  Millar 
KUBBEEL     By  C.  Beadle  and  H.  P. 

Stevens,  M.A.,  Ph.D.,  F.I.C. 
IRON  AND  STEEL.     By  C.  Hood 
COPPER.    By  H.  K.  Picard 
COAL.    By    Francis    H.    Wilson, 

M.Inst.M.E. 
TIMBER.     By  W.  Bullock 
COTTON.     By  R.  J.  Peakk 
SILK.     By  Luther  Hooper 
WOOL.     By  J.  A.  Hunter 
LINEN.     By  Alfred  S.  Moore 
TOBACCO.     By  A.  E.  Tanner 
LEATHER.     By  K.  J.  Adcock 
KNITTEO  FABRICS.     By  J.  Cham- 
berlain and  J.  H.  Quilter 
CLAYS.     By  Alfred  B.  Searle 
PAPEIR.    By  Harry  A.  Maddox 
SOAP.     By    William    A.    Simmons, 

B.Sc.  (Lend.),  F.C.S. 
THE      MOTOR      INDUSTRY.       By 

Horace  Wvatt,  B.A. 
GLASS  AND  GLASS  MAKING.     By 

Percival  Marson 
GUMS    AND    RESmS.     By    E.    J. 

Parry,  B.Sc,  F.I.C,  F.C.S. 
THE  BOOT  AND  SHOE  INDUSTRY. 

By  J.  S.  Harding 
GAS    AND    GAS     MAKmO.        By 

W.  H.  Y.  Webber 
FURNITURE.     By  H.  E.  Binstead 
COAL  TAR.     By  A.  R.  Warnes 
PETROLEUM.     By  A.  Lidgett 
SALT.     By  A.  F.  Calvert 
ZINC.     By  T.  E.  Lones,  M.A.,  LL.D. , 

B.Sc. 
PHOTOGRAPHY.     By  Wm.  Gamble 
ASBESTOS.        By      A.      Leonard 

Summers 
SILVER.     By  Benjamin  White 
CARPETS.  By  Reginald  S.  Brinton 
PAINTS     AND     VARNISHES.       By 

A.  S.  Jennings 
CORDAGE  AND  CORDAGE  HEMP 

AND  FIBRES.     By  T.  Woodhouse 

and  P.  KiLGOUR 


ACIDS  AND  ALKALIS.     By  G.  H.  J. 

Aolam 
ELECTRICrrY.     By  R.  E.   Neale, 

B.Sc,  Hons. 
ALUMINIUM.        By      Captain      G. 

Mortimer 
GOLD.     By  Benjamin  White 
BUTTER    AND     CHEESE.    By    C. 

W.    Walker-Tisuale    and    Jean 

Jones 
THE  BRITISH  CORN  TRADE.    By 

A.  Barker 

LEAD.    By  J.  A.  Smythe,  D.Sc 
ENGRAVING.     By  T.  W.  Lascelles 
STONES   AND   QUARRIES.    By   J. 

Allen      Howe,      O.B.E.,      B.Sc, 

M.LM.M. 
EXPLOSIVES.    By  S.  I.  Levy,  B.A., 

RSc,  F.I.C. 
THE   CLOTHING   INDUSTRY.       By 

B.  W.  Poole,  M.U.K.A. 
TELEGRAPHY.  TELEPHONY,  AND 

WIRELESS.  By   J.    Poole, 

A.M.LE.E. 
PERFUMERY.     By  E.  J.  Parry 
THE  ELECTRIC  LAMP  INDUSTRY. 

BV    G.     .^RNOLIFFE    PeRCIVAL 

COLD  STORAGE  AND  ICE  MAKING. 

tsv  H.  ri.  Spri.sgett 
GLOVES  AND  THE  GLOVE  TRADE. 

By  B.  E.  Ellis 
JUTE.       By    T.    Woodhouse    and 

P.  KiLGOUR 

DRUGS     IN     COMMERCE.    By     J. 

Humphrey 
THE    FILM    INDUSTRY.     By 

Davidson  Boughey 
CYCLE  INDUSTRY.     By  W.  Grew 
SULPHUR.    By  Harold  A.  Auden 
TEXTILE    BLEACHING.    By 

Alec  B.  Steven. 
PLAYER    PIANO.     By    D.    Miller 

Wilson  

WINE    AND    THE    WINE   TRADE. 

Bv  .\NnRE  L.  Simon 
mONFOUNDINQ.    By  B.  Whiteley 
COTTON  SPINNING.    By  A.  S.  Wade 
ALCOHOL.    By  C.  Simmon  ds 
CONCRETE.         By    W.    Noble 

Twelvetrees 


THE  CYCLE  INDUSTRY 


CHAPTER   I 

EARLY   HISTORY   AND   ORIGIN   OF   THE    BICYCLE 

In  this  introductory  chapter  it  is  not  proposed  to  deal 
with  the  forerunners  of  the  bicycle,  such  as  the  hobby 
horse  and  some  of  the  more  weird  wooden  machines 
with  four  wheels  and  lever  motion,  which  were  known 
to  be  in  existence  before  the  introduction  into  this 
country  of  the  bicycle  propelled  by  cranks  attached 
to  the  axle  of  the  front  wheel,  called  a  velocipede. 

We  will  therefore  begin  with  the  velocipede,  a  type 
of  machine  which  first  attracted  the  attention  of  a 
Mr.  Turner,  who  saw  it  being  ridden  and  exploited 
at  a  Paris  school  of  gymnastics. 

At  this  period  in  the  history  of  bicycles,  about  1868, 
the  city  of  Coventry  had  established,  by  the  enterprise 
of  a  few  Coventry  gentlemen,  a  factory  for  the  produc- 
tion of  sewing  machines.  The  firm  was  known  as  the 
Coventry  Sewing  Machine  Company  (afterwards  The 
Coventry  Machinists  Co.),  and  was  founded  to  find 
employment  for  people  in  the  city  who  had  been 
thrown  out  of  work  by  the  fierce  competition  of  the 
foreign  ribbons  and  watches  which  were  admitted  into 
the  country,  either  free  of  duty  or  on  conditions  which 
left  very  little  profit  for  Coventry  ribbon  and  watch 
makers.  Mr.  Turner,  who  was  an  agent  for  the  firm, 
had  been  asked  to  look  out  for  something  in  the 
mechanical    line,    suitable    for    manufacture    at    the 


2  THE   CYCLE   INDUSTRY 

sewing  machine  factory,  and  having  been  much 
impressed  by  the  novelty  and  possibiUties  of  the  new 
velocipede,  immediately  secured  a  sample  of  the 
machine  and  brought  or  sent  it  to  Coventry.  The 
directors  and  managers  of  the  concern  there,  after 
a  trial  of  the  boneshaker  sent  over  from  Paris,  decided 
to  begin  manufacturing  and  marketing  the  machine, 
and  a  dozen  or  so  were  put  in  hand  at  their  workshops 
and  proved  a  success.  This  bicycle  was  made  with 
a  cast-iron  frame,  the  felloes  and  spokes  of  the  wheels 
were  of  hickory,  with  steel  tyres,  and  the  saddle  was 
a  wooden  one  covered  with  leather,  thinly  padded, 
and  supported  on  a  long  flat  spring  of  steel;  the 
bearings  were  plain' journals,  i.e.  in  place  of  steel  ball 
bearings  the  axles  of  the  wheels  were  of  steel  and 
they  turned  in  chilled  cast  iron  holes  in  the  ends  of  the 
forks.  The  pedals  were  called  "  treadles  "  and  were 
mostly  of  wood.  A  machine  of  this  description,  ready 
for  the  road,  was  sold  in  London  for  about  ;£12,  without 
accessories  such  as  lamp,  pocket  oil  can,  shifting  spanner, 
leather  toolbag  and  brake  cord,  which  cost  about 
25s.  more. 

The  success  of  this  machine  made  by  the  Coventry 
Machinists  Company  laid  the  foundation  of  the  trade 
in  Coventry,  and  it  was  not  very  long  before  quite  a 
considerable  business  was  done  by  the  pioneer  firm,  and 
they  found  it  necessary  to  import  into  the  city  mechanics 
who  were  more  used  to  the  running  of  heavier  machinery 
than  their  first  employees,  engaged  in  the  making  of 
sewing   machines. 

Many  of  these  men  came  from  a  firm  of  ships  engine 
makers,  Penn's,  of  Greenwich,  now  merged  with  other 
concerns.  Among  them  were  such  well-known  names 
as  George  Singer,  James  Starley,  W.  Hillman,  etc. 
T.  Bayliss  and  J.  Thomas  were  pioneers  in  the  trade ; 


EARLY   HISTORY   AND   ORIGIN    OF  THE   BICYCLE         3 

the  former  was  a  Birmingham  gun  maker,  the  latter 
came  from  a  cutlery  shop  at  Banbury. 

Gradually  these  people  started  workshops  of  their 
own  and  with  local  capital  and  their  own  savings 
embarked    themselves    as   manufacturers    of   bicycles. 


Fig.  1 

"  FACILIS  DESCENSUS  " 

A  boneshaker  built  about  1868 


Matters  progressed  rapidly,  and  like  all  new  trades 
it  attracted  other  mechanics  and  engineers  to  the  city 
of  Coventry.  Names  such  as  Haynes  and  Jeffries, 
Rudge,  Warman,  Laxon,  Hazle wood,  George  Townend, 
Hosier,  Hillman,  Harrington,  etc.,  are  all  associated 
with  the  early  days  of  bicycle  manufacture. 

In  other  towns.   Parr,   at  Leicester,   Robinson  and 


4  THE   CYCLE   INDUSTRY 

Price,  at  Liverpool,  etc.,  were  gaining  a  reputation. 
Gradually  the  design  of  the  boneshaker  was  improved, 
wrought  iron  frames  followed  the  cast  ones,  bearings 
were  made  adjustable,  rims  were  covered  with  rubber 
instead  of  steel  (the  early  rubber  tyres  were  fiat  and 
secured  to  the  felloe  by  nails),  and  steel  spokes  followed 
the  wooden  ones. 

The  great  drawback  to  the  boneshaker  was  its 
weight,  and  makers  were  constantly  endeavouring  to 
lighten  their  productions.  Naturally,  the  saving  of 
weight  that  first  occurred  to  these  pioneers  was  to  make 
the  parts  hollow.  Many  keen  practical  minds  were 
at  work,  and  one  part  after  another  was  reduced  in 
weight  until  there  were  few  parts  of  the  machine  that 
were  not  made  either  of  hollow  steel  tube  or  stamped 
hollow  ;  even  spokes  were  tried  of  thin  steel  tube  before 
the  introduction  of  the  suspension  or  wire  wheel.  The 
backbone  of  the  bicycle  which  was  evolved  from  the 
boneshaker  was  of  steel  tube,  at  first  of  fiat  steel  folded 
and  brazed  and,  lastly,  drawn  out  from  a  soHd  steel 
block  without  a  join,  or  weldless,  as  it  is  termed.  The 
forksides  or  blades  of  the  fork,  the  part  in  which  the 
wheels  revolved  and  which  were  used  to  connect  the 
wheels  to  the  backbone,  on  which  the  rider  sat  and 
propelled  the  machine,  were  made  hollow  in  the  same 
manner. 

The  wheels  were  at  first  copies  of  a  light  hand-cart 
wheel,  the  wood  spokes  were  brought  together  by 
tapering  the  spoke  ends  and  wedging  them  together 
at  the  nave  or  hub  and  inserting  the  other  ends  in 
slots  in  the  felloe  or  wood  rim.  The  whole  was  sur- 
rounded with  a  flat  steel  tyre  shrunk  on  by  heating 
the  rim,  dropping  it  over  the  felloe,  and  when  it  cooled 
it  shrank  and  compressed  the  parts  together.  That  is 
the  principle  of  the  compression  wheel,  and  is  used 


EARLY   HISTORY   AND   ORIGIN   OF  THE    BICYCLE         5 

ior  all  wood-wheeled  carts  and  vans  to-day.  The 
cycle  makers,  in  their  search  for  lightness,  first  made 
similar  compression  wheels,  with  hollow  steel  spokes 
screwed  into  iron  naves  and  rims.  Then  came  the 
suspension  wheel  which  had  all  the  spokes  in  tension 
instead  of  compression.  These  were  first  constructed 
by  heading  the  spokes,  threading  them  through  a  steel 


Fig.  2 

THE   ARIEL   BICYCLE   OF  HAYNES   AND    JEFFRIES 

The  wheel  spokes  were  tensioned  by  levers 

felloe  or  rim  and  inserting  them  into  screwed  nipples 
which  were  in  their  turn  screwed  into  the  flanges  of 
the  hub.  Subsequently  the  spokes  were  screwed  direct 
into  the  hub  and  tensioned  by  turning  the  spoke  itself 
and  not  the  nipples.  Mention  also  must  be  made  of 
the  lever  construction  of  Haynes  and  Jeffries,  the 
precursors  of  the  Rudge  firm.  This  was  an  arrangement 
that  tensioned  the  wheel  by  pulling  a  lever  attached 
to  the  spokes  so  that  they  were  strained  in  a  direction 
tangential  to  their  hub  and  held  tight  by  locking  the 


6  THE   CYCLE   INDUSTRY 

lever.  Following  the  methods  already  described,  the 
laced  and  tangent  spoked  wheels  were  introduced. 
This  type  of  wheel  is  the  modern  one  that  has  survived 
all  the  others,  and  reverses  the  process  employed  for 
straight  spoked  wheels  in  tension.  The  flanges  of  the 
hub  are  drilled  at  right  angles,  the  headed  spokes  are 
bent  close  to  the  head,  and  threaded  through  the  holes 
made  in  the  hub  flange.  The  rim  ends  of  the  spokes  are 
screwed  and  inserted  in  brass  or  gunmetal  nipples, 
which  are  passed  through  holes  in  the  rim  from  the 
top  or  outside  and  have  heads  which  prevent  the 
tension  on  the  spoke  from  pulling  them  through  the 
rim  ;  washers  are  also  placed  under  the  heads  and 
fitted  in  the  bed  of  the  rim  to  strengthen  the  rim  at  the 
points  where  this  tension  strain  occurs. 

Having  now  outlined  the  design  of  the  wheels  from 
boneshaker  days  to  the  present  time,  a  task  which  was 
necessary  to  enable  other  items  in  the  process  of  evolu- 
tion to  be  clearly  understood,  we  can  return  to  the 
machine  itself. 

The  tendency,  in  the  main,  from  the  early  daj^s  to 
the  zenith  of  glory  attained  by  the  high  bicycle,  or 
"  ordinary  "  (as  it  was  latterly  termed  to  distinguish 
it  from  other  types  which  were  introduced)  was  to 
increase  the  size  of  the  front  driven  wheel  and  reduce 
the  size  of  the  trailing  wheel.  In  the  earliest  models 
of  1868-70  the  driven  wheel  was  always  the  larger, 
but  gradually  the  diameters  of  the  two  wheels  became 
estranged  until  a  driven  wheel  of  60  ins.  was  followed 
by  a  trailing  wheel  of  18  ins.  There  was  only  one 
reason  why  the  large  wheel  stopped  growing,  and  that 
was  because  the  length  of  the  rider's  hmb  defined  the 
size  of  wheel  he  could  bestride.  It  will  therefore  be 
almost  unnecessary  to  explain  that  the  further  a  rider 
was  split  up  or  the  longer  his  legs,  the  greater  advantage 


Fig.  3 

shergold's  rear-driven  safety  bicycle 

One  of  the  earliest  examples  of  this  type,  said  to  have  been 
produced  about  1876 


Fig.  4 
THE    ORDINARY   OR   HIGH    BICYCLE 
2— (1466H) 


8  THE   CYCLE   INDUSTRY 

he  had  over  men  of  lesser  stature  who  could  only 
straddle  a  52  in.  wheel,  which  was  the  average  size 
of  high  bicycle  used  in  the  late  eighties.  Tall  men  were 
almost  always  successful  on  the  race  track,  although 
lightning  pedallers  sometimes  made  up  in  activity 
for  what  they  lost  in  stature.  In  other  words,  those 
of  a  well-known  "  bookie  "  of  the  period,  "  I'd  back 
a  good  big'  un  against  a  good  httle  'un  on  a  hordinary." 

The  objections  to  the  high  bicycle  were  many,  and 
among  its  chief  drawbacks  were  that  owing  to  the 
disparity  in  wheel  diameters  and  the  small  weight  of  the 
backbone  and  traihng  wheel,  also  to  the  rider's  position 
practically  over  the  centre  of  the  wheel,  if  the  large 
front  wheel  hit  a  brick  or  large  stone  on  the  road,  and 
the  rider  was  unprepared,  the  sudden  check  to  the  wheel 
usually  threw  him  over  the  handlebar.  For  this  reason 
the  machine  was  regarded  as  dangerous,  and  however 
enthusiastic  one  may  have  been  about  the  ordinary — 
and  I  was  an  enthusiastic  rider  of  it  once — there  is  no 
denying  that  it  was  only  possible  for  comparatively 
young  and  athletic  men,  and  if  it  had  remained  the 
only  bicycle  obtainable,  the  pastime  and  the  utility 
of  cychng  would  never  have  reached  its  present  state 
of  popularit3^ 

Introduction  of  the  Ball  Bearing.  Among  the  im- 
provements made  to  the  ordinary  high  bicycle  the  most 
important  was  the  patenting  of  the  ball  bearing.  The 
actual  patent  was  the  subject  of  litigation  at  a  later 
date,  but  I  believe  the  credit  for  the  screw-adjusting 
t5^e  should  be  given  either  to  William  Bown,  of  Bir- 
mingham, or  to  an  engineer  named  Green  of  the  same 
city.  Previously  to  the  ball  bearing  a  bicycle  had 
either  plain  bearings  or  roller  bearings.  The  former 
required  constant  oiUng,  the  latter  were  not  easily 
adjustable  for  wear  and  entailed  a  heavier  construction 


EARLY   HISTORY   AND   ORIGIN   OF  THE   BICYCLE         9 

than  ball  bearings.  Bown  then,  or  Green,  brought 
out  a  bearing  which  consisted  of  a  grooved  cone 
and  two  cups,  the  grooves  in  all  three  being  slightl}' 
wider  in  radius  than  the  diameter  of  the  ball.  When 
wear  took  place  the  cups  or  one  cup  were  screwed 
inwards  and  relocked.  These  were  separate  pro- 
prietary articles  and  were  attached  to  the  fork  of  a 
bicycle  by  cotters  and  nuts.  The  rear  wheel  was 
provided  with  a  shghtly  different  type  of  ball  bearing, 
the  adjustment  being  effected  by  screwing  the  cones 
or  one  cone  inwards  instead  of  the  cup  or  cups.  Sub- 
sequently ball  bearings  were  apphed  to  the  steering 
and  the  pedals,  but  an  indication  of  their  importance 
may  be  gained  by  the  fact  that  for  a  long  time  the 
manufacturers  catalogued  their  machines  with  plain 
bearing  pedals  and  charged  30s.  extra  for  ball 
pedals. 

We  have  now  arrived  at  the  stage  when  a  high  bicycle 
was  regarded  as  dangerous,  and,  if  the  front  wheel  were 
too  small,  it  detracted  from  the  rider's  speed  owing 
to  the  shorter  distance  covered  by  each  turn  of  the 
wheel.  What  was  the  next  move  ?  The  engineer's 
mind  turned  towards  a  method  of  gearing  by  cogs 
or  chains,  by  which  one  turn  of  the  crank  axle  would 
cause  the  driven  wheel  to  turn  more  than  once.  That 
is  where  we  get  our  method  of  describing  the  ratio  of 
gearing  between  the  crank  and  the  wheel  of  a  modem 
safety  bicycle.  The  previous  machines  had  wheels, 
say,  from  50  ins.  to  60  ins.  in  diameter  or  height  from 
the  ground.  Now  supposing  you  took  a  25-in.  and  a 
30-in.  wheel  and  by  means  of  gearing  made  them  turn 
twice  to  each  turn  of  the  pedals  and  cranks,  they  would 
be  equal  to  50-in.  and  60-in.  wheels — without  gearing — 
that  is  why  we  still  speak  of  a  bicycle  with  28-in.  wheel 
being  geared  up  to,  say,  56  ins.  when  it  travels  as  far 


10  THE   CYCLE   INDUSTRY 

for  one  turn  of  the  cranks  as  a  wheel  of  56  ins.  does 
in  one  revolution. 

Various  devices  were  tried  for  rendering  the  high 
bicycle  safer  to  ride,  but  none  was  commercially  successful 
except,  perhaps,  the  Facile. 

The  Facile  was  introduced  primarily  to  enable  the 
rider  to  sit  further  back  along  the  backbone,  and,  instead 
of  the  pedals  being  attached  direct  to  the  cranks,  the 
ends  of  the  cranks  were  connected  to  levers  pivoted 
on  extensions  of  the  forksides  and  having  a  bearing 
for  attachment  of  the  connecting  rod  about  one-third 
of  the  distance  along  the  lever  from  the  pedal  end. 
The  rider,  therefore,  pedalled  by  pushing  the  levers 
down  alternately  and  releasing  the  pressure  at  the  end 
of  the  strokes.  The  Facile  was  followed  at  a  later  date 
by  the  Geared  Facile,  which  was  the  same  design  as  the 
Facile  and  had  the  same  lever  motion  for  pedalling, 
but  included  a  sun  and  planet  gear  on  the  hub.  Briefly, 
this  consisted  of  a  large  toothed  wheel  on  the  axle 
and  a  crank  extending  beyond  the  edge  of  the  wheel. 
Working  in  a  bearing  on  the  crank  end  was  a  small 
planet  pinion,  or  toothed  wheel,  which  meshed  with 
the  larger  toothed  wheel.  Pressure  on  the  pedal 
caused  the  planet  wheel  to  travel  around  the  larger 
sun  wheel  and  the  road  wheel  was  geared  up  to  the 
extent  of  the  added  diameter  of  the  planet  wheel. 
Thus,  if  the  planet  wheel  were  one-fourth  the  size  of 
the  sun  wheel,  it  geared  up  the  road  wheel  of  45  ins. 
to  56i  ins.  or  thereabouts. 

Then,  with  a  bound  came  the  geared  up  front  driver  ; 
the  first  was  the  Kangaroo,  produced  by  Hillman, 
Herbert  and  Cooper.  This  machine  had  wheels  of  about 
36  and  24  ins.,  the  front  (of  36  ins.)  being  driven.  To 
gear  up  the  wheel  the  fork  blades  were  extended  beyond 
the  centre  of  the  wheel,  towards  the  ground,  and  bent 


EARLY    HISTORY   AND   ORIGIN    OF   THE    BICYCLE       11 

slightly  backward.  At  each  end  was  a  bearing  for 
a  separate  crank,  and  attached  to  the  crank  shaft, 
which  ran  on  a  ball  bearing  and  was  very  short,  was 
a  chain  wheel.  This  wheel  was  slightly  larger  than 
a  similar  wheel  on  the  hub  and  the  two  wheels  were 
connected  by  a  chain.  The  arrangement  was  duplicated 
the  other  side  of  the  main  driven  wheel  and,  as  already 


Fig.  5 

THE    KANGAROO   INTRODUCED    BY   PULLMAN, 

HERBERT   AND   COOPER 

explained,  owing  to  the  gearing  up  the  wheel  was  turned 
about  H  times  for  one  complete  turn  of  the  crank 
axles.  Many  hundreds  were  sold,  but  owing  to  the 
short  crank  bearings  and  the  difficulty  in  keeping  the 
chains  equally  adjusted,  the  vogue  was  comparatively 
short  lived. 

The  Kangaroo  was  followed  by  the  geared  ordinary 
and  the  Bantam,  Boothroyd's  patents.  The  first  was 
a  dwarf  ordinary  with  a  gearing  in  the  front  hub,  which 
had  the  same  effect  as  the  chains  and  sprockets  of  the 


12 


THE    CYCLE   INDUSTRY 


Kangaroo,  but  employed  spur  wheels  with  teeth  all 
enclosed  in  a  casing  formed  by  the  hub  shell.  The 
"  Bantam  "  had  smaller  wheels  and  a  similar  gearing. 
Various  attempts  had  been  made,  about  1876-79, 
to  design  an  absolutely  safe  bicycle.  H.  J.  Lawson 
produced  a  machine,  in   1876,  which  was  practically 


Fig.  6 

A  FRENCH  BONESHAKER  OF  ABOUT  186S 

A  similar  machine  was  brought  to  Coventry  as  a  model  for 
The  Coventry  Machinists  Co.  to  develop 


equivalent  to  enlarging  the  rear  wheel  of  a  high  bicycle, 
leaving  the  front  wheel  the  same  size  and  driving  the 
rear  wheel  by  a  lever  motion.  The  lever  motion,  as 
distinct  from  the  rotary  crank,  was  the  first  form  of 
driving  medium  used  on  wood  four-wheelers  prior  to 
the  velocipede  or  boneshaker.  Briefly,  when  brought 
out  on  Lawson's  rear  driven  bicycle,  it  comprised  a 
crank  on  each  side  of  the  hub  and  keyed  to  the  axle. 


EARLY   HISTORY   AND    ORIGIN    OF   THE   BICYCLE       13 

a  continuation  of  the  frame  carrying  a  bearing  for  the 
foot  lever.     At  a  point  along  the  foot  lever,  varjnng 


A  VERY   EARLY   LEVER-DRIVEN   SAFETY   BICYCLE 

This  model  preceded  the  chain-driven  type  by  about  two 
years 


Fig.  8 

LAWSON'S   CHAIN-DRIVEN    SAFETY   BICYCLE 

WHICH  FIRST  SAW  THE   LIGHT  ABOUT   187&-9 


with  the  t3^e  of  machine,  was  a  bearing  for  a  con- 
necting rod  which  connected  the  crank  on  the  hub 
axle  to  the  foot  lever,  in  a  similar  way  to  the  Facile 
already  described. 


14  THE   CYCLE   INDUSTRY 

The  Singer  Xtraordinary  Challenge  was  another 
model  that  was  introduced  to  put  the  rider  further 
back  and  down  the  backbone  and  yet  to  leave  him 
in  a  position  where  he  could  exercise  power  over  the 
cranks.  The  machine  resembled  an  ordinary,  but  had 
an  abnormally  raked  fork  at  an  angle  of  nearly  30°. 
The  cranks  were  driven  by  levers  pivoted  to  bearings 
on  the  fork-sides  about  half  way  between  the  wheel 
centre  and  the  periphery. 

There  are  various  claimants  to  the  credit  of  intro- 
ducing the  first  rear  driven  safety  bicycle,  where  the 
wheels  were  practically  of  equal  size  and  the  gearing  up 
of  the  driven  wheel  being  effected  by  a  pair  of  chain 
wheels  and  a  chain.     Commercially — and  it  is  the  object 
of  this  book  to  show  the  growth  of  the  industry  from 
a  business  view  point — the  honour  is  due  to  the  late 
J.  K.  Starley,  nephew  of  the  original  James  Starley. 
Mr.  Starley  was  in  partnership  with  a  Mr.  Sutton  in 
Coventry  as  a  bicycle  maker,  and  in  1885-86  designed  the 
"  Rover  "    safety  bicycle  which  has    "  set  the  fashion 
to  the  world,"    as,   say,  The  New  Rover  Cycle  Co.'s 
advertisements.     The    original      "  Rover "     was    the 
forerunner  of  many  famous  safety  bicycles,  and  numerous 
and  ingenious  were  the  designs  brought  out  to  obviate 
infringement  of  the  original  registered  design  and  yet 
produce  a  safety  bicycle  with  similar  characteristics. 
Starley's  frame  connected  the  two  wheels  by  forks, 
but  there  was  no  tube  connecting  the  saddle  and  the 
bottom    bracket    as    was    afterwards    done    by    Thos. 
Humber,    at    Beeston,    Notts.     An    inspection    of   the 
illustration  of  the  original  Rover  frame  is  the  only  way 
to  understand  what  is  meant  by  the  above  description. 
The    Rover   safety   bicycle   sounded   the   death   knell 
of  the    "  ordinary  "    and  gave  an  immense  impetus 
to  the  industry. 


EARLY   HISTORY   AND   ORIGIN    OF   THE   BICYCLE       15 

Humbers  produced  an  open  diamond  frame  with 
all  the  tubes  straight,  which  was,  of  course,  the  correct 
method  from  an  engineer's  view  point.  The  Raleigh 
Co.,  at  Nottingham  (then  Woodhead,  Angois  and  ElHs) 
made  a  similar  machine.  Makers  sprang  up  all  over 
the  Midlands  and  in  the  London  district.  A  famous 
road  racing  cycUst,  Dan  Albone  of  Biggleswade, 
designed  the  cross  frame  safety  bicycle,  and  this  was 
largely   copied  by  others  too  numerous  to   mention. 


Fig.  9 

THE   RALEIGH   CYCLE    CO.'S    DIAMOND-FRAMED 

BICYCLE 

Later  the  designers  of  the  famous  Humber  firm  at 
Beeston,  near  Nottingham,  introduced  the  Beeston 
Humber  frame.  This  was  the  forerunner  of  the  present 
day  safety  bicycle  and  has  been  little  altered  to  this  day. 
Originally,  the  Beeston  Humber  had  equal  wheels  of 
28  ins.,  a  straight  tube  diamond  frame  with  a  fairly 
long  steering  head  and  the  top  tube  sloped  slightly 
upwards.  Naturally,  the  model  was  copied  by  almost 
every  manufacturer. 


16  THE  CYCLE  INDUSTRY 

Other  models,  of  course,  had  a  big  run.  A  firm  in 
London,  G.  L.  Morris  &  Co.,  designed  a  popular  machine 
about  1886-87  ;  this  was  named  the  Referee  and  may  be 
said  to  be  a  pioneer  pattern  much  favoured  by  London 
club  riders.  The  makers  of  the  Premier,  at  Coventry, 
brought  out  the  Catford  Premier  about  the  same  time. 
None,  however,  survived  the  original  Beeston  Humber 
design  and  although  Coventry  and  Birmingham  makers 
adhered  for  long  to  their  pet  patterns  they  had  to  admit, 
one  by  one,  the  soundness  of  the  original  Humber 
model,  and  introduce  something  as  near  to  it  as  possible 
without  infringing  the  parts  of  it  that  were  registered 
or  patented. 

The  modern  safety  bicycle  differs  very  little  from 
the  Humber  frame,  the  steering  head  is  shorter,  the 
top  tube  is  horizontal,  the  tread  (width  over  the  cranks) 
is,  perhaps,  narrower  and  there  are  other  modifications 
in  parts,  dealt  with  elsewhere,  but  the  broad  outline 
is  still  with  us. 


CHAPTER   II 

THE   TRICYCLE   ERA 

The  tricycle  was  undoubtedly  introduced  to  combat 
the  danger  of  riding  the  high  bicycle.  Riders  of  the 
early  models  of  these  machines  will,  however,  confirm 
my  opinion  that  they  were  far  from  safe,  and  if  one  did 
get  a  spill  from  one  it  was  almost  certain  to  result  in 
a  mix  up  with  the  wheel  spokes  and  other  mechanism, 
because  one  was  seldom  thrown  clear  of  the  machine 
as  in  the  case  of  a  fall  from  a  bicycle. 

The  tricycle  did,  however,  provide  a  means  of  cycling 
for  those  who  could  not  manage  a  high  bicycle  and, 
of  course,  ladies  were  enabled  to  indulge  in  the  pastime 
for  the  first  time  since  they  had  ridden  pillion  fashion 
behind  their  squires  on  the  old  hobby  horses. 

The  t5rpe  of  tricycle  that  first  made  a  name  in  the 
industry  was  the  machine  invented  in  1877  by  the  late 
Mr.  James  Starley,  uncle  of  the  Mr.  J.  K.  Starley  who 
subsequently  made  the  name  of  Rover  a  household 
word  throughout  the  kingdom  and  far  beyond. 

This  machine  was  named  the  Coventry  Lever  Tricycle, 
and  was  driven  by  pedals  and  levers.  It  had  a  single 
driven  wheel  and  two  steering  wheels,  the  latter  being 
moved  to  and  fro  by  a  side  handle  hke  that  of  a  spade, 
rods  and  a  rack  and  pinion.  The  latter  form  of  mechan- 
ism consists  of  teeth  on  a  small  wheel  engaging  with 
similar  teeth  on  a  flat  strip  ;  the  small  wheel  or  pinion 
is  attached  to  the  actuating  rod  and  by  turning  it  the 
rack  is  moved  to  and  fro.  The  same  mechanism  is 
used  to-day  for  the  steering  of  very  low-priced  small 
motor-cars,  and  the  movement  of  the  wheels  is  thereby 

17 


18 


THE   CYCLE   INDUSTRY 


geared  down.  It  was  used  on  early  tricycles  for  the 
same  reason,  viz.,  that  a  relatively  large  movement  of 
the  spade  handle  only  diverted  the  steering  wheel  of 
the  tricycle  a  small  amount,  which  gave  the  rider  more 
control  over  the  steering  and  prevented  the  wheel  from 


Fig.  10 

THE   OTTO   BICYCLE 

A  two-wheeled  machine  which  required  to  be  balanced  in 
the  fore  and  aft  directions 


being  twisted  out  of  his  hand.  Among  the  well-known 
tricycles  that  followed  the  original  of  James  Starley 
were  the  Challenge  (Singer  &  Co.),  the  Salvo  (Starley  & 
Sutton),  etc.  James  Starley  was  the  first  to  use  a 
balance  geared  axle  on  a  tricycle ;  this  is  a  piece  of 
mechanism  that  is  embodied  in  the  axle  and  divides 
the  shaft  into  two  parts.  It  will  be  readily  seen  that, 
when  a  tricycle  is  turned,  the  outer  wheel  that  describes 


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20  THE   CYCLE   INDUSTRY 

the  biggest  radius  or  curve  must  travel  further  than  the 
inner,  which  remains  practically  stationary  or  turns 
very  slowly,  according  to  the  sharpness  of  the  curve. 

Starley  overcame  this  by  fitting  a  balance  gear  which 
enabled  one  wheel  to  over-run  the  other  when  the  tricycle 
was  deflected  from  a  straight  course,  and  yet  allowed 
both  wheels  to  take  their  equal  share  of  the  driving 
power.  Previously,  only  one  wheel  was  driven — the 
other  running  loose  on  the  axle. 

Whether  Starley  actually  invented  the  device  or 
adapted  it  from  Aveling  and  Porter's  road  traction 
engine  is  obscure  ;  in  any  case  he  should  have  the  credit 
of  being  the  first  to  recognize  its  importance.  It  may 
be  added  at  this  point  that  practically  every  motor 
car  is  provided  with  a  balance  geared  axle. 

The  designs  of  tricycles  went  through  several  stages. 
There  were  rear  driven  tricycles  with  one  wheel  at  the 
rear  and  two  front  steering  wheels,  double  driving 
tricycles  with  two  rear  wheels  and  one  front  steering 
wheel,  both  having  three  tracks.  The  advocates  of 
two  tracks  made  machines  with  two  rear  driving  wheels 
and  the  front  steering  wheel  in  a  line  with  one  side 
driving  wheel  (usually  the  off  side) — the  Royal  Mail 
was  one  of  this  type.  Then  came  a  most  ingenious 
machine,  the  Rudge  Rotary.  Haynes  and  Jeffries,  who 
preceded  D.  Rudge  and  the  Rudge  Co.,  had  made  a 
machine  on  these  lines,  but  when  the  storage  of  a  tricycle 
was  tackled  by  the  makers  it  was  found  that  to  enable 
a  tricycle  to  be  wheeled  through  narrow  doorways  it 
must  not  exceed  about  2  ft.  in  width.  The  ordinary 
tricycle  was  about  3  ft.  wide. 

The  ingenious  Rotary  was  made  with  one  large  driving 
wheel,  so  dispensing  with  the  differential  or  balance 
geared  axle.  The  rider  sat  on  a  saddle  perched  over  a 
frame  that  extended  fore  and  aft  with  its  centre  about 


THE   TRICYCLE   ERA  21 

18  ins.  away  from  the  big  driving  wheel.  The  side  tube 
of  the  fore  and  aft  frame  had  a  small  steering  wheel  at 
each  end,  carried  in  forks,  and  the  two  were  intercon- 
nected by  a  rack  and  pinion,  so  that  one  steering 
handle  of  the  spade  type  turned  both  wheels  simul- 
taneously to  the  correct  degree  to  allow  one  to  follow 
the  path  of  the  other  when  turning. 

This  machine  had  a  big  vogue  and  was  fast  and 
fairly  light.  It  certainly  made  the  reputation  of  the 
Rudge  Co.  in  those  days. 

Another  type  of  tricycle  that  was  much  favoured 
was  the  Humber  front  steerer.  This  was  made  with  a 
backbone  and  trailing  wheel  like  a  bicycle,  the  axle 
was  balance  geared  and  ran  in  bearings  connected  to  a 
frame  that  sprang  upward  to  form  the  steering  head 
and  downward  and  rearward  to  carry  the  crank  axle 
and  its  bearings.  It  was  steered  by  moving  the  two 
driving  wheels  by  a  handlebar  just  like  a  bicycle.  Its 
one  disadvantage  was  that  owing  to  the  construction 
the  machine  had  approximately  to  fit  the  rider's  length 
of  reach. 

Following  this  tjrpe  of  tricycle  it  was  natural  that  the 
advent  of  the  rear  driving,  front  steering  safety  bicycle 
should  have  turned  designers'  thoughts  to  make  a 
tricycle  like  a  safety,  only  with  two  rear  wheels  in  place 
of  one.  Humbers  were  one  of  the  first  to  make  a  tricycle 
with  a  front  steering  wheel  in  a  fork  like  a  safety,  and 
they  named  it  "  The  Cripper  "  after  the  name  of  a 
professional  rider,  Mr.  Robert  Cripps,  who  won  many 
races  on  it  on  road  and  track.  Bob  Cripps,  as  he  was 
known  to  track  frequenters,  is  alive  to-day  and  runs 
a  motor  garage  business  at  Nottingham. 

From  the  days  of  the  Humber  Cripper  tricycle  this 
type  of  machine  has  advanced  along  very  similar  lines 
to  the  safety  bicycle.     Gradually  the  size  of  steering 


22  THE   CYCLE   INDUSTRY 

wheels  increased,  and  driving  wheels,  once  about  44  ins., 
decreased  till  they  became  all  one  size,  28  ins.,  then 
26  ins.,  where  they  remain  to-day.  The  side  elevation 
of  a  modern  tricycle  is  exactly  the  same  as  a  safety 
bicycle,  and  the  weight  of  the  road  racing  tricycle  is 
sometimes  no  more  than  an  average  roadster  safety. 

There  are  cychsts,  like  Mr.  F.  T.  Bidlake,  who  prefer 
a  tricycle  to  a  safety,  and  to  such  men  a  long  ride  on  a 
tricycle  is  no  more  fatiguing  than  a  safety  bicycle  ride 
of  the  same  distance. 

Very  few  large  manufacturers,  however,  cater  for 
the  tricycle  trade  as  the  demand  is  so  limited,  and 
tricyclists  mostly  obtain  their  machines  from  local 
assemblers,  who  are  much  aided  in  their  work  by  the 
beautiful  tricycle  balance  geared  axles  made  by  the 
Abingdon  firm  of  Tyseley,  near  Birmingham.  This 
concern  was  one  of  the  pioneers  in  the  industry  and 
originally  were  small  arms  makers  in  the  gun  making 
quarter  of  Birmingham. 

Tandem  tricycles  and  sociable  tricycles  are  machines 
of  the  past.  The  latter  were  ponderous  affairs  weighing 
over  1  cwt.  and  mostly  made  by  taking  a  front  steering 
tricycle  or  a  Rotary  and  coupling  another  wheel,  crank 
axle  and  chain  to  the  existing  frame  and  extending 
it  outwards  to  accommodate  the  seat  or  saddle  of  the 
companion    rider. 

Tandems  were  rather  a  different  affair.  The  Olympia 
tandem  of  Marriott  and  Cooper  and  the  Beeston  Humber 
tandem  were  fast  reliable  machines.  The  former  had 
a  single  rear  driving  wheel  and  two  steering  wheels 
actuated  like  the  steering  wheels  of  a  motor  car,  i.e. 
each  wheel  was  separately  pivoted.  The  saddle  for  the 
front  rider  was  carried  on  an  extension  of  the  frame 
and  the  handle-bar  was  bent  to  pass  behind  the  rider's 
back.     Chains  were  used  to  convey  the  transmission 


THE   TRICYCLE   ERA.  23 

and  the  later  models  had  equal  sized  wheels  and  pneu- 
matic tyres.  The  Beeston  Humber  tandem  tricycle 
was  exactly  the  same  as  the  solo  machine  already 
described;  it  had  a  saddle  for  the  front  rider  on  the 
swivelling  portion  of  the  frame  that  carried  the  combined 


Fig.  12 
A   TANDEM   TRICYCLE   CALLED    "  THE    OLYMPIA  " 

driving  and  steering  wheels.  Owing  to  the  way  the 
weight  of  the  two  riders  was  distributed,  one  in  front 
of  and  the  other  behind  the  axle,  the  machine  was  well 
balanced  and  much  faster  than  any  other  machine 
of  the  tricycle  tandem  type — ^until  the  introduction 
of  the  tandems  made  on  the  lines  of  the  modem  tandem 
safety,  only  with  a  pair  of  double  driving  rear  wheels 
in  place  of  a  single  wheel. 


3— (U66h) 


CHAPTER   III 

TANDEM    BICYCLES 

That  the  tandem  form  of  bicycle  is  a  most  fascinating 
machine  few  will  deny  who  have  had  an  opportunity 
of  riding  one.  Compared  with  the  single,  however, 
they  are  not  popular,  as  for  every  tandem  thousands 
of  singles  are  to  be  seen  on  the  roads,  and  that  is  caused 
by  the  increased  handiness  of  the  solo  mount  and  the 
fact  that  the  double  type  necessitates  the  partner 
always  being  ready  to  accompany  one  on  rides.  There 
is  also  the  difficulty  of  storage,  as  a  tandem  bicycle  is 
not  the  most  convenient  form  of  machine  to  stable 
in  a  house,  and  tandem  owners  usually  find  it  essential 
to  provide  accommodation  for  the  steed  in  an  outhouse. 

The  earliest  practical  forms  of  tandem  bicycle  began 
to  appear  on  the  roads  about  1893,  or  contemporary 
with  the  pneumatic  tyre.  They  were,  of  course,  intro- 
duced to  permit  the  use  of  a  bicycle  by  a  lady  and 
gentleman,  and  all  early  models  were  designed  for  the 
lady  to  occupy  the  front  saddle.  Among  the  firms 
who  were  pioneers  of  this  type  of  machine  one  remembers 
the  Humber,  the  Singer,  the  Rudge,  the  Raleigh,  the 
Whitworth  and  the  Chater  Lea. 

By  placing  the  lady  in  front  it  was  thought  in  those 
days  that  she  must  occupy  the  place  of  honour,  and  the 
fact  that  she  was  likely  to  receive  the  first  bnmt  of  a 
collision,  not  to  speak  of  cold  winds,  was  forgotten. 
Naturally,  the  mere  male  was  entrusted  with  the  steering 
and  balancing,  and  to  enable  these  functions  to  be  con- 
trolled from  the  rear  handle-bar  the  two  sets  of  handles 
had  to  be  connected  by  a  rod  on  the  off  side.     This 

24 


TANDEM   BICYCLES  25 

arrangement  meant  that  the  front  rider  had  handles  to 
hold  but  was  not  expected  to  do  any  steering  or  balancing, 
or  she  interfered  with  her  partner's  control  of  the 
machine,  and  by  ignoring  the  instructions  might  cause 
a  spill  at  a  critical  moment. 

The  early  frame  designs  were  rather  crude,  as  might 
be  expected,  and  consisted  of  a  strengthened  dropped 
front  frame  attached  to  a  rear  quadrilateral  terminating 
in  the  usual  rear  fork.  The  rear  rider's  pedal  crank 
axle  was  connected  to  the  front  crank  axle  by  a 
chain,  so  that  the  thrust  of  each  rider's  pedals  were 
communicated  to  the  rear  road  driven  wheel. 

The  frame  described  above  was  weakness  itself,  and 
much  binding  of  chains  and  bearings  caused  the  machine 
to  run  rather  hard. 

It  is  difficult  to  say  who  first  introduced  the  lady 
back  tandem,  as  the  modern  type  is  described,  but 
tandems  for  two  male  riders  had  been  in  use  for  a  long 
time  before  the  dropped  part  of  the  frame  was  placed 
at  the  rear.  I  believe  the  late  P.  L.  Renouf  made  one 
of  the  first  lady  back  tandems,  at  Humber's  Coventry 
works,  but  doubtless  others  may  claim  the  title  of 
first. 

The  design  of  G.  P.  Mills,  when  at  the  Raleigh  Co., 
Nottingham,  was  regarded  as  the  most  scientific  type 
of  tandem  frame  for  years,  in  fact  it  remains  unbeaten 
to-day.  This  frame  is  triangulated  from  front  to  rear 
and  can  be  ridden  by  two  women,  wearing  skirts,  by 
a  man  and  woman,  or  two  men. 

The  tandem  has  got  a  bad  name  as  a  roadster  because 
so  many  imagine  that  it  requires  harder  pedalling 
uphill  than  a  single.  I  do  not  agree  absolutely  with 
this  opinion,  and  I  think  it  has  arisen  chiefly  because 
tandem  pairs  do  not  practise  together  sufficiently  often 
to  acquire  the  unity  of  action  that  is  required  to  make 


26  THE    CYCLE   INDUSTRY 

hill  climbing  as  easy  on  a  double  as  a  single.  Also, 
tandems  are  often  geared  too  high.  On  level  ground 
and  down  hill  the  tandem  scores  every  time,  principally 
because  the  surface  area  offered  to  the  air  resistance 
is  but  little  more  than  that  of  a  single  machine  and  rider 
plus  the  increased  propulsion  effort  of  the  second  rider. 
Weight  also  counts  down  hill.  Luggage  carrying 
capacity  is  said  to  be  reduced  to  that  of  a  single  because 
there  is  only  the  space  over  the  one  rear  and  one  front 
wheel  in  which  to  place  carriers  for  two  people.  This 
may  be  an  objection,  but  in  my  opinion  a  tandem  is  an 
ideal  touring  bicycle  for  husband  and  wife,  because 
the  weaker  efforts  of  the  lady  rider  can  be  compensated 
to  some  extent  by  the  more  energetic  and  powerful 
pedalling  of  the  partner.  Strickly  speaking,  both  efforts 
should  be  equal,  but  providing  the  double  power  is 
applied  to  the  cranks  evenly  and  at  the  correct  crank 
position,  there  is  no  retarding  effect  if  one  rider  exerts 
more  power  than  the  other. 

In  the  case  of  the  modem  lady  back  tandem,  the 
rear  handle-bar  is  a  fixture  and  only  the  front  one  is 
used  for  steering  and  balancing  in  the  usual  manner. 

The  increased  cost  of  motoring  has  had  something 
to  do  with  the  recrudescence  of  the  tandem  bicycle, 
as  there  is  evidence  of  more  of  these  machines  being 
used  this  year  than  for  some  time  past. 


CHAPTER   IV 

MATERIALS 

There  is  little  doubt  that  the  pioneers  of  the  industry 
had  a  hard  up-hill  struggle  with  materials  in  the  early 
days  of  the  bicycle.  The  parts  makers  all  had  to  be 
educated  to  their  requirements.  We  have  read  that  the 
early  velocipedes  had  cast  iron  frames,  wood  wheels, 
long  bow  springs  for  the  saddle  and  steel  tyres.  No 
great  difficulty  there,  because  the  carriage  builders 
of  that  time  were  conversant  with  the  parts  required. 
When  tubular  backbones,  wire  spokes,  ball  bearings, 
special  stampings  and  castings,  india-rubber  tyres,  steel 
tyre  rims,  handles,  saddles  and  other  parts  were  required, 
makers  of  these  had  to  be  found,  and  not  only  manu- 
facturers of  the  goods  but  those  capable  of  making 
them  to  a  specification.  Coventry,  the  home  of  the 
cycle  trade  at  that  period,  was  not  a  manufacturing 
town  in  the  sense  that  Birmingham  was  and  is  the 
centre  of  the  steel  toy  manufacturing  industry. 

It  was,  therefore,  natural  that  in  their  search  for 
suitable  unfinished  and  partly  finished  materials  the 
Coventry  engineers  and  mechanics  turned  to  Birming- 
ham and  the  adjacent  Black  Country  towns  to  provide 
them  with  much  of  the  raw  and  partly  finished  material. 
Shefiield  supplied  bar  steel  for  bearings,  wire  for  spokes, 
handles,  made  of  horn  on  steel  shanks,  etc.  Walsall 
provided  saddles.  Springs  came  from  Sheffield  and 
Redditch,  and  so  on. 

Without  the  beautifully  drawn  steel  tube  for  back- 
bones and  later  for  frames,  which  was  produced  by 
firms  like  the  Weldless  Steel  Tube  Co.  and  other  firms 

27 


28  THE   CYCLE    INDUSTRY 

now  merged  in  Tubes,  Ltd.,  it  would  have  been  impos- 
sible to  produce  a  bicycle  at  the  weight  required.  Other 
Birmingham  firms  made  balls  for  the  bearings  ;  at  one 
time  these  were  cast  or  moulded  like  old-time  bullets, 
placed  in  grinding  machines  and  rubbed  round  (or  as 
near  to  a  sphere  as  possible,  they  were  many  thousandths 
of  an  inch  out  of  round)  with  emery  powder  and  oil. 
Each  ball  was  worth  a  shilling  at  one  time  and  the 
writer  has  paid  that  sum  for  them. 

Then  came  ball  making  machinery,  each  machine 
specially  constructed  by  the  ball  maker  such  machinery 
could  not  be  purchased.  One  maker  of  balls,  to  produce 
them  at  a  price,  went  into  the  country  and  used  water 
power  and  more  or  less  secrecy  to  keep  his  trade  and 
knowledge  to  himself.  Afterwards  machinery  was 
designed  and  first  made  by  Mr.  W.  Hillman  and  erected 
at  Coventry  for  cutting  balls  from  steel  wire.  Foreign 
makers  also  flooded  our  markets  with  cheap  balls. 
Imagine  the  early  struggles  of  men  like  the  late  James 
Starley,  George  Singer,  W.  Hillman,  Thos.  Humber, 
and  many  others,  every  time  they  altered  a  part  they 
had  to  make,  with  their  own  hands  and  tools,  patterns 
in  iron,  brass,  or  gun-metal,  take  or  send  them  to 
specialists  in  stampings,  or  to  a  coachsmith,  and  have  the 
first  few  parts  made,  forged  bit  by  bit  by  hand.  These 
men  had  no  draughtsmen,  no  pattern  makers,  everything 
was  the  product  of  their  own  heads.  Gradually,  when 
the  pioneer  work  began  to  show  results,  manufacturers 
in  a  larger  way  of  business  were  attracted  by  the  require- 
ments of  the  bicycle  trade,  but  the  above-named  pioneers 
did  most  of  the  spade  work. 

The  assistance  of  Birmingham  was  not  exactly  without 
its  risk  to  Coventry,  because  in  the  production  of  parts 
and  materials  this  larger  city  began,  when  slack  times 
came,  to  look  round  for  outlets  for  a  production  that 


MATERIALS 


29 


Coventry  could  not  always  assimilate.  Birmingham 
produced  parts  of  bicycles  but  few  complete  machines. 
Large  firms,  notably  Perry  &  Co.,  Ltd.,  the  pen  makers, 
the  Birmingham  Small  Arms  Co.,  and  others,  began  to 
supply  sets  of  fittings  for  small  makers,  who  were  thus 
enabled  to  make  bicycles  with  the  engineering    part 


Fig.   13 

THE   B.S.A,    SAFETY   BICYCLE 

The  forerunner  of  a  famous  firm's  products 

that  required  first-class  machinery  largely  eliminated. 
The  Eadie  Manufacturing  Co.  was  established  at  Red- 
ditch  by  Albert  Eadie,  Perry  &  Co.'s  sales  manager, 
and  Robert  W.  Smith,  a  Coventry  engineer  from  Rudge's 
big  factory.  The  B.S.A.  Co.'s  machinery  at  Small 
Heath,  Birmingham,  was  not  fully  employed  on  rifle 
contracts,  and  the  directors  looked  about  for  other 
.suitable  mechanical  work  to  keep  their  staff  employed. 
Bicycles  were  largely  demanded.     The  firm's  engineer 


30  THE   CYCLE    INDUSTRY 

was  at  that  time  O.  P.  Clements,  a  Swede,  who  had  come 
to  Birmingham  to  organize  the  B.S.A.  gun  and  rifle 
production.  He  was  consulted  about  bicycles,  the  idea 
at  first  being  to  make  complete  machines.  After  he 
had  thought  over  the  question  he  said  he  knew  nothing 
about  bicycles  but  he  could  make  the  parts  of  bicycles, 
partly  on  machine  tools  used  in  the  production  of 
lethal  weapons.  From  that  time  the  B.S.A.  Company 
has  never  relinquished  its  hold  on  the  bicycle  industry 
and  has  amalgamated  with  other  concerns  to  make 
bicycles,  motor-cycles  and  motor-cars.  The  bicycle- 
making  side  of  the  business  was,  until  recently,  presided 
over  by  Mr,  G.  A.  Hyde,  the  patentee  of  one  of  the  best 
free  wheels  for  bicycles  and  known  as  the  Hyde  free 
wheel. 

One  might  say  that  at  one  time  while  Coventry  was 
known  as  the  hub  of  the  cycle  industry,  Birmingham 
produced  very  many  of  the  parts  from  which  Coventry 
gained  its  reputation  as  a  bicycle  producing  centre. 
However,  making  good  parts  is  not,  as  every  cycle 
engineer  knows,  the  end  all  and  be  all  of  a  first-class 
bicycle.  Coventry  excelled  all  round  in  the  production 
of  perfectly  made  frames,  hard,  wear-resisting  bearings, 
and  in  the  finish  of  the  completed  article.  Birmingham 
was  the "  mass  producing  centre  in  the  early  days, 
and  gradually  the  industry  spread  to  Wolverhampton. 
It  was  estabhshed  by  Thos.  Humber  at  Nottingham, 
by  Albert  Eadie  at  Redditch,  and  by  others  at  London, 
Leicester,  and  many  other  places.  Coventry  is  still 
largely  dependent  on  Birmingham  and  district  for 
most  of  the  steel  tubing  from  which  bicycles  are  made, 
the  steel  bars  for  bearings  come  mostly  from  Sheffield, 
the  springs  for  brakes  and  saddles  from  Redditch  ; 
saddles  are  made  in  Coventry  but  larger  quantities 
are    produced    in    Birmingham    and    Walsall.      T>Tes 


MATERIALS  31 

are  almost  wholly  produced  in  Birmingham,  some  in 
Edinburgh,  Leicester,  and,  again,  some  in  Silvertown, 
Essex.  The  castings  and  stampings  are  produced  in 
Coventry,  Birmingham,  Walsall,  Dronfield,  Oakengates, 
etc.  Rims  are  made  in  Birmingham  and  Coventry. 
The  industry  may  now  be  said  to  have  spread  all  over 
the  Midlands,  Yorkshire,  and  parts  of  London.  In  fact 
there  are  very  few  places  now  where  something  or  other 
is  not  made  which  is  used  in  the  manufacture  of  bicycles. 
Wolverhampton,  Birmingham,  Bristol,  London,  etc., 
supply  the  enamels  and  paints  used  for  the  finishing 
of  the  frames  and  wheels.  Yorkshire,  Coventry, 
Birmingham,  America,  and  before  the  war,  Germany, 
supplied  machine  tools.  Nickel  plating  materials  are 
supplied  from  Birmingham  but  some  of  the  material 
comes  from  overseas.  Sweden  sends  the  steel  blocks 
from  which  the  steel  tubing  is  made.  Tin  plates  for 
chain  cases  come  from  South  Wales,  celluloid  for 
handles  from  Germany,  leather  for  saddles  from  the 
Argentine,  balls  for  bearings  from  Sweden,  rubber  for 
tyres  and  pedals  from  South  America,  Ceylon,  Java,  etc. 
So  one  might  go  on  enumerating  the  different  centres  of 
industry  that  supply  the  cycle  trade  ;  but  it  does  not 
require  much  imagination  to  compare  the  early  struggles 
of  the  pioneer  cycle  mechanics  with  those  of  the  present 
day,  who  have  largely  to  fit  together  what  is  made  for 
them  by  other  producers. 


CHAPTER  V 

FROM   THE   STORES   TO   THE   RAILWAY   DRAY 

In  writing  a  chapter  on  the  production  of  bicycles  under 
the  above  heading  it  is  possible  to  describe  each  process 
in  detail  until  one  would  have  quite  a  large  book  on  that 
subject  alone.  It  will  be  readily  understood  that  in  a 
book  of  this  size  such  microscopic  attention  is  impossible. 
It  is,  therefore,  my  intention  to  take  the  reader  a  per- 
sonally conducted  tour  round  a  large  cycle  factory, 
commencing  at  the  stores  and  finishing  at  the  loading 
bay  of  the  packing  department,  and  refer  briefly  to  each 
process  in  passing.  We  will  imagine,  therefore,  that 
the  entree  has  been  secured  to  look  over  a  cycle  factory 
where  everything  except  saddles,  handles,  tyres,  and 
toolbags,  is  produced  on  the  premises  and  assembled 
to  make  a  complete  bicycle.  Arrived  at  the  rough 
stores  we  find  bins  on  the  floor  and  racks  lining  the  walls 
right  up  to  the  roof.  In  the  racks  and  bins  are  steel 
tubing  in  multiple  lengths  of  several  feet,  ready  for 
cutting  up  into  frame  tubes,  bars  of  steel  of  various 
sizes  for  making  into  cups,  cones,  and  spindles  for  hubs, 
castings  and  stampings  for  frame  lugs,  spokes  in  bundles, 
steel  and  wood  rims  of  various  sizes,  and  of  course, 
the  usual  stock  of  steel  and  other  stores  required  by 
the  factory  millwrights  for  engineering  purposes  other 
than  the  actual  construction  of  the  bicycles. 

Each  stores  has  its  own  storekeeper,  a  clerk  who 
speciaUzes  in  organizing  his  department  so  that  there 
is  not  a  superfluity  of  one  article  and  a  scarcity  of 
another.  The  various  articles  as  they  are  dehvered 
are  counted,  weighed,  or  otherwise  reckoned,  and  a 

32 


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34  THE   CYCLE  INDUSTRY 

record  on  cards  of  the  number  or  weight  is  placed  over 
each  bin  or  rack.  As  the  articles  are  requisitioned 
by  the  factory  management,  the  numbers  or  weight 
extracted  from  bins  or  racks  are  noted  on  the  cards 
and  the  supply  made  up  from  outside,  the  aim  of  a  good 
storekeeper  being  to  maintain  a  certain  high-water 
mark,  below  which  the  stock  is  not  permitted  to  fall. 

Very  little  of  the  material  issued  from  a  rough  stores 
ever  comes  back  again,  but  the  state  of  things  in  the 
finished  stores  is  different.  Here,  again,  are  bins, 
fixtures  (a  series  of  shelves  in  wood  or  iron  with  vertical 
divisions  like  large  pigeon  holes  of  a  desk),  and  racks, 
but  they  all  hold  finished  or  partly  finished  parts. 
Thousands  of  axles,  cups,  cones,  balls,  nipples,  nuts, 
screws,  etc.,  will  be  seen  all  neatly  arranged  and  docketed, 
the  racks  hold  finished  frames,  forks,  saddles,  mudguards, 
brakework,  etc. 

The  procedure  here  with  regard  to  issuing  the  parts 
is  that  a  requisition  comes  from  the  office  management, 
sales  or  other  department,  to  put  through,  we  will  say, 
100  machines  of  a  certain  model  (the  requisitions  in 
some  factories  are  much  larger,  but  we  will  take  the 
above  figure  as  an  example).  The  storekeeper  in  the 
rough  stores  issues  to  the  machine  shop  and  frame 
builders  100  sets  of  frame  lugs,  100  sets  of  tubes  cut  to 
length  and  mitred,  enough  tube  to  make  up  100  seat 
pillars,  fork-sides,  and  crowns  for  100  forks,  200  rims, 
the  necessary  spokes,  and  so  on.  These  are  made  up 
into  complete  frames,  wheels,  forks,  etc.,  and  go  when 
completed  to  the  finished  stores ;  here  they  are  viewed, 
and  re-issued  to  the  finishing  department  with  the 
necessary  tyres,  saddles,  handles,  brakework,  and  so 
on. 

Each  time  the  parts  enter  the  stores  from  the  factory 
the  work  done  is  entered  and  the  operatives  are  given 


FROM   STORES   TO   RAILWAY   DRAY  35 

credit  for  the  work  done,  and  the  cards  or  books  pass 
along  to  the  wages  office,  where  those  who  are  on 
piecework  rates  are  credited  with  the  various  amounts, 
and  paid  weekly,  or  the  amoiuits  are  allowed  to  accumu- 
late for  a  period  settled  between  the  shop  stewards  and 
the  management,  and  the  workpeople  draw  a  weekly 
wage  on  time  clocked,  balancing  the  accoimt  at 
intervals. 

In  very  large  factories  there  may  be  a  separate  stores 
for  tyres,  another  for  brakework,  frames  and  forks, 
and  another  for  wheels,  each  floor  or  department 
having  its  own  stores.  Whether  this  arrangement  or 
the  one  outlined  is  followed,  the  procedure  is  practically 
the  same  as  regards  the  checking  and  recording  of  the 
work  as  it  passes  through  the  various  processes. 

Frame  Building.  We  now  enter  the  frame  building 
shop,  where  the  lugs  and  tubes  are  built  up  to  make  the 
frame.  The  lugs,  in  the  form  of  castings  or  stampings, 
have  been  machined  in  the  machine  shop.  This  consists 
of  placing  the  lug  on  a  jig  (a  tool  that  holds  the  lug  at 
the  correct  angle  for  turning,  drilling  or  boring)  which 
is  bolted  to  the  lathe  or  drilling  machine  which  forms  it. 
Iron  castings  are  hollow  and  have  little  superfluous 
metal  to  be  removed,  stampings  are  solid  and  the  steel 
to  be  machined  away  is  considerable.  Modem  methods, 
however,  allow  either  to  be  dealt  with  with  practically 
equal  rapidity,  and  when  completely  machined  each 
lug  weighs  only  a  few  oimces.  Some  firms,  notably 
the  Raleigh  and  Rudge- Whit  worth,  use  pressed  steel 
lugs,  a  process  which  presses  the  lug  from  sheet  steel, 
which  is  folded,  so  to  speak,  between  dies  in  a  very 
powerful  screw,  or  other  type  press.  The  frame  builder 
is  provided  with  a  sort  of  master  frame,  called  a  jig, 
on  which  he  assembles  the  lugs  and  tubes  roughly, 
and  when  they  are  positioned  by  stops  on  the  jig  he 


36  THE    CYCLE   INDUSTRY 

turns  screws  which  lock  the  parts  while  he  drills  holes 
at  each  joint  for  conical  metal  pegs  which  keep  the  tubes 
in  place  while  the  joints  are  brazed.  The  frame  builder 
is  responsible  for  the  correct  ahgnment  of  the  frame. 
When  the  joints  are  pegged  he  passes  on  the  frame, 
or  it  is  taken  for  him,  to  the  brazing  shop. 

Brazing.  Brazing  is  done  in  different  ways  in  different 
factories,  some  adhere  to  hearth  brazing,  others  use  the 
more  modem  liquid  brazing.  Brazing  is  really  soldering 
with  hard  brass,  as  distinct  from  soft  solder.  In  hearth 
brazing  an  open  fire  of  "  breeze  "  (small  coke)  is  kept 
at  a  high  temperature  by  allowing  a  pressure  coal  gas 
flame  to  impinge  on  the  glowing  coke.  The  joint  of 
the  frame  is  pushed  into  the  fire,  but  before  the  frame 
builder  parted  with  it  he  had  coated  the  two  metals 
to  be  united  with  a  flux  to  facilitate  the  flow  of  the  brass. 
The  brazer  has  in  his  hand  a  "  stick  "  of  brass  or  a 
spoon  filled  with  brass  dust  called  "  spelter."  When 
the  joint  has  reached  the  correct  temperature  he  feeds 
it  with  the  "  stick  "  or  "  spelter,"  and  the  flux  carries 
the  molten  brass  into  the  joint.  Parts  on  which  the 
brass  should  not  adhere  are  specially  coated  to  prevent 
the  molten  brass  from  sticking  to  the  steel  or  iron. 

The  other  process,  called  liquid  brazing,  consists 
of  placing  the  joint  of  the  frame  or  other  part  into 
molten  brass  spelter,  heated  in  a  special  kind  of  gas  oven. 
The  part  is  withdrawn  when  the  brass  has  run  into  and 
between  the  two  surfaces  to  be  brazed. 

After  brazing,  the  frames  and  forks  go  into  vats 
and  are  pickled.  This  is  a  bath  of  corrosive  liquid 
that  attacks  the  rough  spelter  and  softens  it  previous 
to  the  filing  up  of  the  joint,  or,  if  the  firm  has  a  sand 
blasting  shop,  the  rough  spelter  is  blown  off  by  a  strong 
cmrent  of  air,  in  which  sand  or  shot  is  carried,  and 
forced  on  to  the  joint  from  a  flexible  pipe  held  in  the 


FROM   STORES   TO   RAILWAY   DRAY  37 

operator's  hand,  the  frame,  fork,  etc.,  being  supported 
on  a  bench.  The  sand  blasters  wear  masks  and  cloaks 
which  make  them  appear  like  the  pictures  of  torturers 
in  illustrations  of  the  old  Spanish  Inquisition. 

From  the  filing  up  or  sand  blasting  shops  the  frames 
go  to  the  iron  polishers.  These  men  or  women  (for 
female  labour  is  employed  for  polishing)  hold  the  frames 
on  grinding  wheels  or  in  some  cases  endless  belts  coated 
with  emery,  and  they  grind  or  polish  the  whole  frame 
till  it  is  bright  and  very  smooth. 

The  frames  and  forks  then  go  to  the  enamellers, 
a  part  of  the  factory  we  shall  visit  presently,  when 
the  other  parts  are  ready  for  the  painting  process. 

The  Machine  Shop  is  the  department  where  all  the 
parts  that  require  turning,  boring,  milhng,  or  profiling, 
are  machined,  as  the  various  metal  removing  processes 
are  termed.  Here  we  may  see  turret  lathes,  forming 
hubs  from  bar  steel,  milling  machines,  forming  the 
teeth  on  sprocket  wheels  for  the  reception  of  the  driving 
chain,  milling  or  profiling  cranks,  turning  and  boring 
frame  lugs  and  fork  crowns,  profiling  the  internal  parts 
of  free  wheels,  and  a  hundred  other  small  parts  that  go 
to  make  up  brakework,  pedals,  etc.  Small  screws, 
nuts,  steps,  bolts,  etc.,  are  usually  bought  from  specialists 
who  can  make  these  parts  from  steel  bars  in  automatic 
lathes  at  very  much  lower  prices  than  can  a  cycle 
manufacturer,  who  would  have  a  comparatively  few 
of  each  to  make  before  he  had  to  change  the  tools  in 
the  machine.  Hubs  are  made  from  stampings  and 
castings  as  well  as  from  bar  steel,  opinion  being  divided 
as  to  the  economy  of  the  three  processes. 

The  wheel  building  is  often  done  by  women  and  girls. 
The  steel  rims  are  drilled  or  punched  in  special  machines 
which  space  out  the  holes  evenly,  for  32,  36,  40,  or  44 
spokes,  according  to  whether  they  are  to  be  used  in 


38  THE   CYCLE   INDUSTRY 

front  wheels,  back  wheels,  racing  or  roadster  machines. 
The  spokes  of  steel  wire  are  supphed  headed,  bent,  and 
screwed.  Where  the  screwing  is  rolled  on  instead  of 
being  cut  with  dies,  each  spoke  is  apparently  only 
touched  against  the  rolls  and  the  thread  appears.  The 
rolling  leaves  the  skin  on  the  metal  and  enables  a  hghter 
wire  to  be  used,  because  it  does  not  cut  through  the 
skin  and  weaken  it. 

The  nipples  are  of  brass  or  gun-metal  and  the  washers 
of  steel.  The  wheel  builder  laces  the  spokes  through 
the  holes  in  the  hub  flange,  then  through  the  holes 
in  the  rim  and  shps  a  washer  and  nipple  on  the  end  of 
each.  When  the  wheel  is  loosely  assembled  it  has  to  be 
trued.  This  is  a  process  that  requires  skill  to  obtain 
the  same  degree  of  tension  on  each  spoke  and  is  effected 
by  screwing  the  nipples  down  the  spoke  with  a  special 
nipple  key  turned  by  hand  or  power  on  the  end  of  a 
flexible  shaft.  The  final  truing  process  is  done  entirely 
by  hand. 

Brakework  and  mudguards  are  usually  made  up  in 
a  separate  shop  or  on  a  separate  bench.  The  mud- 
guards are  rolled  by  specialists  from  flat  strips  of  thin 
steel  and  are  delivered  to  the  makers  bright,  ready  for 
attaching  the  stays  and  bridges.  The  latter  are  the 
strips  of  metal  laid  across  the  mudguard  and  riveted 
to  it,  or,  in  some  cases,  electrically  welded  or  brazed. 
The  eyes  are  formed  on  the  stays  or  they  may  be  separate 
parts  brazed  or  welded  to  the  stays. 

The  brakes  vary  a  good  deal  on  different  machines, 
but  on  high-class  bicycles  they  are  usually  operated 
by  Bowden  cables  and  wires  which  are  concealed  in 
the  handle-bar  and  are  operated  by  inverted  levers 
underneath  the  hand  grips.  The  Bowden  mechanism 
obviates  all  bell  cranks,  rods,  and  other  levers  because 
it  conveys  a  direct  pull  to  the  brake  while  passing 


FROM   STORES   TO   RAILWAY    DRAY  39 

around  angles  which  are  not  too  acute  to  prevent  free 
sUding  of  the  wire  inside  the  cable. 

Another  popular  type  of  brake  is  the  roller  lever 
brake.  This  is  usually  made  up  by  the  cycle  maker  to 
suit  his  own  models  and  consists  of  a  lever  placed  each 
side  of  the  handle-bar  which  rolls  or  turns  in  a  bearing. 
At  each  end  of  the  lever  there  is  a  crank  which  pushes 
down  a  rod  in  communication  with  the  front  or  rear 
brake  shoes.  The  handle-bar  brakework  is  usually 
assembled  on  the  bar  ready  to  sHp  into  the  machine 
in  the  finishing  shops. 

Handle-bars  are  largely  bent  by  specialists,  but  some 
firms  make  their  own.  The  process  is  usually  to  bend 
the  touring  patterns  cold  by  inserting  a  spring  mandrel 
in  the  straight  tube,  to  prevent  the  metal  kinking  or 
denting,  and  withdrawing  the  mandrel  by  unwinding 
it.  The  curly  types  of  handle-bar  affected  by  racing 
cyclists  often  have  to  be  filled  with  sand  or  rezin  prior 
to  heating  and  bending,  the  "  loading  "  material,  as 
it  is  called,  being  afterwards  melted  and  poured  out. 

The  stem  of  the  bar  may  be  inserted  in  a  "  T  "  lug 
threaded  on  the  bar,  or  it  may  be  made  entirely  from 
steel  tube.  In  the  latter  case  some  skill  is  required 
to  wrap  or  "  lap  "  the  top  of  the  spht  stem  around  the 
bar  to  make  a  neat  joint.  Seat  pillars  are  nearly  always 
made  by  the  "  lap  "  joint  method;  a  good  bicycle  may 
be  often  known  by  a  careful  examination  of  these  joints, 
because  a  maker  with  a  reputation  employs  men  who  can 
make  these  joints  practically  invisible,  whilst  the  shoddy 
ones  have  rough  edges  and  imperfectly  made  joints. 

As  the  pohshing,  plating,  and  enamelling  have  to 
take  place  before  the  machine  is  assembled,  we  will 
visit  those  shops  before  going  to  the  finishing  shop, 
the  term  applied  to  the  bay  or  floor,  where  the  bicycle 
receives  its  final  touches. 

4— {1466H) 


40  THE   CYCLE   INDUSTRY 

Polishing  is  a  process  that  consists  of  holding  the 
parts,  large  and  small,  on  wheels  of  various  diameters 
and  widths  that  have  on  their  edges  or  peripheries 
leather  coated  with  emery  dust  which  adheres  to  glue 
with  which  the  wheels  are  coated.  The  final  polishing 
(plate  pohshing)  is  done  with  wheels  made  of  discs 
of  cahco,  which  assume  a  certain  rigidity  suitable  to 
the  work  when  they  are  revolving  at  high  speed.  The 
disc  or  wheel  of  calico  discs  is  called  a  "  mop  "  and  the 
process  is  termed  "  mopping,"  to  distinguish  it  from 
the  coarser  polishing.  The  calico  is  impregnated  with 
grease  and  tripoli  or  rouge  powder  and  also  powdered 
lime  or  whiting. 

The  polishing  shops  resound  with  the  whir  of  the 
polishing  lathes  and  the  air  is  largely  impregnated  with 
dust  of  steel,  emery,  glue,  and  leather.  The  operators 
are  supposed  to  wear  respirators,  goggles,  etc.,  to  protect 
their  lungs  and  eyes,  but  more  often  discard  them  when 
the  foreman's  eye  is  removed — one  instance  of  where 
a  paternal  Government  legislates  for  the  workers' 
welfare  without  very  much  gratitude  on  the  part  of  the 
operators. 

Practically  all  parts  come  to  the  polishing  shop 
because,  without  a  highly  polished  surface  on  painted 
and  plated  work,  imperfections  would  be  very  much 
magnified  when  the  machine  was  turned  out. 

When  the.  parts  leave  the  polishers  they  are  not 
chemically  clean,  and  if  they  were  immersed  in  the 
plating  bath  or  enamelling  vats  before  being  cleansed 
to  remove  all  trace  of  grease,  the  plating  and  enamel 
would  peel  off.  They  are  therefore  thoroughly  scrubbed 
with  chemicals  to  remove  the  grease,  and  when  dry  are 
placed  in  plating  or  enamelling  vats. 

The  former  is,  of  course,  an  electrical  process,  and 
consists  broadly  of  depositing  metal   (nickel)   from  a 


FROM   STORES   TO   RAILWAY   DRAY  41 

slab  of  the  nickel  to  the  steel.  Various  methods  are 
used,  and  some  highly  ingenious  machines  have  been 
devised  for  rapid  plating  of  small  articles.  The  latter  are 
strung  on  wires  like  the  Chinese  carry  money,  and  hung 
from  metal  rods  which  are  charged  with  an  electrical 
current  of  low  voltage.  The  other  pole  of  the  electric 
current  is  connected  to  the  nickel  slab  (anode)  and  the 
nickel  passes  from  the  anode  to  the  steel  to  be  plated. 
When  the  parts  emerge  from  the  bath  they  are  dull 
plated  and  resemble  unpolished  aluminium  ;  therefore, 
before  being  sent  to  the  finishers  or  finished  stores  they 
have  to  be  polished  again  on  the  before  mentioned 
calico  mops  or  wheels. 

The  polished  work  to  be  enamelled  has  to  be  chemically 
treated  to  remove  all  grease,  and  in  some  instances  baths 
of  heated  patent  liquid  are  employed.  Some  makers 
are  content  to  clean  the  parts  with  a  grease  removing 
spirit,  like  turpentine.  When  clean,  the  frame,  fork, 
mudguards,  etc.,  are  either  dipped  in  liquid  black  enamel 
and  hung  up  to  drain  or- liquid  enamel  is  poured  over 
them.  When  the  superfluous  enamel  has  drained  back 
to  the  sump  of  the  pan  the  parts  are  lifted  on  hooks 
(the  enamelled  surface  must  not  be  touched  with  the 
hand)  and  himg  in  gas  heated  stoves,  where  they  are 
baked  at  a  high  temperature  for  a  few  hours.  The  very 
best  bicycles  receive  at  least  three  coats  of  thin  enamel 
and  are  stoved  between  each  apphcation.  The  resulting 
surface,  when  cold,  should  resist  blows  with  a  wood 
broom  handle  without  cracking. 

Enamelled  and  plated  parts  are  handled  by  the 
assemblers  in  the  finishing  shops  in  different  ways, 
according  to  the  organization  in  different  factories,  but 
a  common  method  is  to  have  an  iron  pillar  standing 
up  at  the  edge  of  the  bench,  the  steering  tube  of  the 
frame,  minus  the  fork,  is  dropped  over  the  pillar  and  the 


42  THE    CYCLE    INDUSTRY 

frame  is  free  to  swing.  The  finisher  scrapes  superfluous 
enamel  out  of  the  bottom  bracket  threads,  and  other 
parts  where  bearings,  etc.,  require  to  be  fitted,  runs 
a  dimimy,  or  easy  fitting  tap,  through  the  threads,  wipes 
a  little  oil  on  the  threads  and  screws  in  the  bearing  cups, 
fits  the  axle,  cotters  on  the  cranks  and  chain  wheel, 
inserts  the  seat  bolt,  ball  head  cups,  attaches  the  rear 
mudguard  and  brake  work,  and  sUps  the  rear  wheel 
into  the  forks.  All  this  sounds  very  easy,  but  in  the 
best  work  there  are  small  adjustments  to  be  made. 
Sometimes  the  plating  has  adhered  where  it  is  not 
wanted,  and  nuts  and  bolts  will  not  screw  together 
easily.  To  ease  the  threads  the  finishers  use  a  hand 
tapping  machine,  and  a  similar  hand  machine  for 
screwing  the  outsides  of  bolts,  etc. 

Finally,  the  chain  is  put  on  and  adjusted,  the  pedals 
screwed  into  the  cranks,  and  the  finisher  turns  his  atten- 
tion to  the  front  forks  and  wheels,  which  have  been 
gradually  growing  to  separate  front  units  complete 
with  their  mudguards.  The  -sear  portion,  frame,  rear 
wheel,  etc.,  is  lifted  off  the  bench  support  and  dropped 
over  the  front  fork  stem,  the  whole  machine  is  twisted 
upside  down  and  the  balls  of  the  steering  bearings  are 
poured  in  from  a  little  tool  that  scoops  up  and  counts 
the  required  number  of  balls.  Over  goes  the  machine 
again  and  into  the  top  bearing  are  poured  another  circle 
of  balls,  the  ball  head  clip  is  pushed  on  and  the  locking 
nut  screwed  on,  and  the  machine  is  ready  for  handle- 
bar, saddle  pillar,  etc.  The  accessories  are  always 
fitted  last,  and  then  the  machine  goes  to  the  viewer. 
This  man  is,  or  should  be,  a  practical  cycUst  as  well  as 
a  practical  mechanic.  He  seizes  the  machine  and  after 
weighing  it,  entering  its  number  in  a  book,  and  feeling 
the  steering,  he  proceeds  to  test  all  the  bearings  and  the 
chain  for  correct  adjustment,  bangs  the  machine  up 


44  THE    CYCLE    INDUSTRY 

and  down  and  about,  tries  the  brakes,  pinches  the  tyres, 
runs  an  eye  over  all,  and  final'y  passes  it  along  to  the 
women  and  girls  who  proceed  to  grease  it,  wrap  strips  of 
paper  or  butter  cloth  all  over  it  and  tie  it  up  with  string. 
If  it  is  going  overseas  and  the  journey  is  long,  the 
machine  may  have  to  be  dissembled  to  enable  it  to  be 
packed  with  others  in  metal  lined  cases.  For  passenger 
train  in  the  British  Isles  it  goes  forward  wrapped  in 
paper  or  cloth  and  for  goods  train  in  a  crate,  either 
singly  or  with  two  or  three  others. 

For  transit  by  goods  train  in  Great  Britain  each 
machine  occupies  a  narrow  wood  crate  ;  by  removing 
pedals  and  handle-bar  it  is  possible  to  squeeze  a  bicycle 
into  a  space  of  77  in.  x  23  in.  x  48  in.,  or  48J  cu.  ft. 
If  two  or  more  machines  are  to  travel  together  the 
separate  crates  are  sometimes  enclosed  in  another 
wood  crate  that  is  strong  enough  to  hold  the  lot  and  to 
allow  it  to  be  slung,  and  there  you  are. 


CHAPTER  VI 

PRODUCTION   METHODS 

There  are  several  ways  of  producing  bicycles  and  all 
makers  do  not  work  on  the  same  lines,  in  fact,  possibly 
there  is  no  trade  where  so  much  diversity  exists  in 
production  methods  as  in  the  manufacture  of  bicycles. 

Omitting  the  small  local  assembler  who  makes  up 
an  odd  machine  or  two  from  finished  parts  purchased 
from  the  big  factoring  houses,  we  have,  in  order  of  size 
and  importance,  the  small  maker,  who  builds  a  bicycle 
throughout  from  the  raw  material ;  the  medium-sized 
factory  owner,  who  makes  most  of  the  parts  himself 
but  purchases  a  number  of  finished  or  partly  finished 
components  from  outside  sources ;  and  the  very  large 
and  complete  factory  owners,  nearly  always  limited 
liability  companies,  who  go  in  for  mass  production  and 
do  all  the  various  preliminary  processes  on  their  own 
premises. 

Mass  production  in  the  cycle  trade  is  now  a  very 
highly  organized  branch  of  mechanical  engineering. 
To  make  a  success  of  cycle  building  from  raw  materials 
a  big  works  has  an  expert  drawing  office  staff,  not  only 
for  the  designing  of  bicycles  but  for  scheming  the  tools 
which  are  to  produce  the  parts  at  the  lowest  cost. 
Under  this  staff  work  a  specialized  branch  of  the  engineer- 
ing trade,  who  are  the  tool  makers ;  this  staff  produces 
the  jigs,  templates,  dies,  etc.,  used  in  the  departments 
which  are  the  production  shops  proper. 

Another  works  staff  looks  after  the  progress  of  the 
work  through  the  various  shops  and  keeps  account  of  the 
numbers  of  parts  produced  each  week,  so  that  an  equal 

45 


46  THE   CYCLE   INDUSTRY 

number  of  front  forks  and  handle-bars,  to  name  only 
two  parts,  are  available  when  they  are  wanted.  Without 
their  aid  chaos  would  reign,  and  there  might  be  1,000 
bicycles  ready  for  delivery  in  a  given  week  and  no 
handle-bars  forthcoming  at  the  last  moment.  Such 
has  been  known  to  occur  in  factories  where  the 
organization  is  weak. 

In  a  very  large  factory,  where  everything  is  made  on 
the  premises,  the  directors  arrange  for  a  production 
of,  say,  1,000  machines  a  week  for  six  months.  The 
requisitions  for  material  go  through  the  buying  depart- 
ment, the  designs  go  from  the  drawing  office  and  in  a 
reasonable  time,  if  the  organization  is  complete,  the 
parts  commence  to  collect  in  the  various  stores  through- 
out the  factory.  When  the  stock  is  sufficiently  forward 
to  ensure  a  regular  supply  to  the  various  shops;  the  stores 
begin  to  issue  the  orders  to  build  and  assemble,  paint 
and  finish,  and  so  the  process  goes  on. 

The  production  of  bicycles  in  very  large  quantities 
has  brought  about  a  difference  in  some  of  the  processes 
of  making  such  parts  as  frame  lugs,  handle-bar  lugs, 
fork  crowns,  crank  brackets,  fork  ends,  etc.  What  are 
known  as  pressings  are  largely  replacing  stampings 
and  castings.  The  latter  are  made  in  one  pair  of  dies 
from  red-hot  steel  by  stamping  the  plastic  metal  into 
the  die  or  moulding  red-hot  iron  in  a  mould  made  of 
compressed  sand  ;  the  pressings  are  formed  from  sheet 
steel  between  dies,  but  the  metal  is  treated  cold  and 
usually  has  to  pass  through  more  than  one  pair  of  dies 
before  it  assumes  the  desired  shape. 

The  multiplicity  of  dies  is  necessary  to  allow  the  cold 
sheet  metal  to  be  gradually  formed ;  if  it  were  attempted 
to  bend  it  suddenly  to  a  sharp  radius,  it  would  break 
or  spring  back,  so  the  sheet  is  coaxed,  so  to  speak,  to 
assume  the  form  desired. 


48  THE    CYCLE    INDUSTRY 

Dies  of  this  description  are  very  expensive,  but  when 
their  cost  is  spread  over  thousands  of  parts  and  the 
reduced  amount  of  machining  is  taken  into  account, 
then  they  become  remunerative.  While  the  design  of 
bicycles  was  changing  from  year  to  year,  the  cost  of 
such  tools  for  mass  production  was  almost  prohibitive, 
but  the  stagnation  in  pattern  has  permitted  their  use 
to-day  with  the  result  that  thousands  of  bicycles  are 
produced,  if  not  wholly,  partly  from  pressings. 

Labour  has  undergone  a  vast  change  in  the  cycle 
industry  during  thirty  years.  About  1890  female  labour 
in  the  cycle  trade  was  rather  rare.  A  few  Midland  firms, 
specializing  in  parts,  employed  women  and  girls  in  some 
departments,  but  on  the  whole  bicycle  processes  were 
chiefly  done  by  men  and  youths.  Nowadays  there 
are  few  large  factories  where  girls  and  women  are  not 
found  in  practically  every  department.  There  are 
female  polishers,  enamellers,  wheel  builders,  press 
minders,  platers,  in  fact  every  process,  with  the  exception 
of  the  skilled  mechanical  work,  can  be  and  is  done  by 
women,  and  well  done,  too. 

The  above  is  a  rough  outline  of  what  constitutes 
mass  production,  as  apart  from  the  small  makers'  efforts, 
which  are  on  different  lines. 

The  small  maker  depends  very  largely  on  components 
makers  for  his  output.  He  buys  a  frame  from  one 
place,  or  the  tubes  and  lugs  ready  to  build  the  frame, 
the  wheels  complete,  minus  tyres,  come  from  another 
specialist  ;  handlebars  and  seat  pillars  from  another, 
and  so  on.  The  work  in  the  factory  consists  largely 
of  polishing,  enamelling,  plating,  and  assembling,  or 
as  it  is  more  often  described  in  the  trade,  finishing. 
Such  a  factory  does  not  require  a  plant  of  machine 
tools,  a  designing  and  progress  staff,  or  much  of  the 
organizing   ability   referred   to   above.     The   drawback 


PRODUCTION   METHODS  49 

to  the  latter  method  is  that  the  bicycle  so  produced 
loses  much  of  its  individuality  because  what  the  parts 
manufacturer  sells  to  A  is  also  bought  by  B,  and, 
unless  extremely  large  orders  are  placed  with  the  parts 
makers,  they  cannot  depart  from  a  standardized  product. 
The  bicycles  produced  in  this  manner  are  seldom  classed 
in  the  same  category  as  the  better  known  articles  sent 
out  by  firms  with  a  high-class  reputation  and  certain 
distinctive  features,  although  good  bicycles  doubtless 
emanate  from  factories  where  little  of  the  actual 
manufacturing  is  done. 

The  manufacture  of  boys'  and  girls'  bicycles  has  been 
widely  developed  of  late.  At  one  time  the  firm  of 
Townend  Bros.,  Ltd.,  held  almost  a  monopoly  in  this 
particular  type  of  machine.  Now  several  firms  specialize 
in  the  production  of  high-grade  juvenile  bicycles,  among 
them  are  Humber,  Ltd.,  The  Mascot  Cycle  Co.,  etc.,  etc. 


CHAPTER  VII 

THE  PNEUMATIC  AND  OTHER  TYRES 

The  title  of  this  chapter  places  the  pneumatic  tyre 
first,  but  before  we  begin  to  read  how  the  pneumatic 
tyre  revolutionized  the  cycle  industry  and  made  it  what 
it  is  to-day,  this  book  would  be  incomplete  without  a 
few  remarks  on  the  trials,  tribulations  and  sufferings 
of  those  who  rode  bicycles  with  solid  and  cushion  rubber 
tyres  and  still  survive. 

As  we  have  seen  in  Chapter  I,  the  first  velocipedes 
had  wheels  shod  with  steel  tyres ;  fortunately  for  their 
riders,  the  saddle  was  on  a  long  spring,  otherwise  words 
fail  to  explain  what  they  would  have  suffered. 

The  next  innovation  in  the  way  of  a  non-slipping, 
elastic  tread  was  to  fasten  strips  of  leather  to  wood 
felloes.  Naturally,  leather  proved  comparatively  un- 
jdelding  and  india-rubber  was  tried.  At  first  it  was 
fastened  like  the  leather  in  strips,  then  came  the  day 
of  wire  spoked  wheels  and  solid  india-rubber  tyres 
fastened  in  V  or  U-shaped  steel  rims. 

The  common  practice  was  to  cement  an  endless  band 
of  circular  rubber  to  the  steel  rim  with  a  composition 
called  "  packwack,"  still  used  to  attach  perambulator 
tjnres  to  their  wheels.  Naturally,  the  tyres  refused  to 
remain  in  place  for  long,  particularly  when  wrenched 
against  early-day  tram  lines,  etc.  Arrangements  to 
overcome  this  trouble  of  the  tyres  coming  out  of  the  rim 
were  patented,  notably  Hookham's  patent  wired  tyre. 
A  crimped  or  corrugated  wire  was  inserted  in  the  centre 
of  the  rubber  tyre  and  held  it  in  the  groove  of  the  steel 
U-shaped  rim  by  contraction.     Tyres  in  sections  were 

50 


THE    PNEUMATIC   AND    OTHER   TYRES  51 

also  bolted  to  the  U  rims  by  T-shaped  bolts  moulded 
in  the  rubber,  with  the  tail  of  the  T  passed  through  the 
rim,  being  nutted  underneath  the  rim.  The  average 
size  of  solid  india-rubber  tyres  was  f  in.,  but  sizes  from 
I  in.,  for  racing  machines,  to  IJin.  for  roadsters  were 
used.     The  larger  sizes  were,  however,  too  heavy. 


Fig.   17 
A   ROADSTER   SAFETY   BICYCLE    OF   ORTHODOX 
PATTERN    MADE    BY   RUDGE-WHITWORTH,    LTD. 

The  first  attempt  to  provide  more  comfortable  tyres 
for  cyclists  was  by  the  introduction  of  the  cushion  tyre. 
This  was  a  hollow  rubber  tyre  varying  from  1 J  to  1|  ins. 
diameter,  the  hole  through  the  centre  varying  from  about 
I  in.  to  f  in.  If  the  hole  was  small  the  tyre  was  heavy 
and  the  machine  ran  "  dead  "  ;  if  large,  the  sides  pressed 
hard  against  the  edges  of  the  rim  and  cut  through. 
Some  cushion  tyres  were  more  like  a  glorified  thick 
garden  hose,  and  various  shaped  rims  were  introduced 
to  obviate  the  tendency  there  was  to  cut  through  at  the 
sides.    The  expense  of  india-rubber  resulted  in  great 


52  THE   CYCLE   INDUSTRY 

adulteration  of  cushion  tyres,  and  although  cycle  makers 
of  repute  paid  a  fair  price  to  obtain  a  good  article,  the 
makers  of  cheap  shoddy  bicycles  often  used  cushion 
tyres  that  had  very  little  india-rubber  in  their  composi- 
tion.    The  result  can  be  easily  imagined. 

A  tyre  on  the  lines  of  a  cushion  tyre,  because  the  air 
in  the  hollow  part  was  not  under  compression,  was 
Bartlett's  original  Clincher  tyre.  Bartlett  was  associated 
with  the  North  British  Rubber  Co.,  Ltd.,  Edinburgh, 
big  makers  of  rubber  goods.  They  supplied  the  trade 
with  quantities  of  solid  and  cushion  tyres  and  he  patented 
a  tyre  that  fitted  in  clinches  made  by  turning  over  the 
edges  of  a  steel  rim,  so  that  if  the  tyre  were  moulded 
in  a  certain  manner  its  edges  would  lock  into  the  clinches 
and  remain  firm.  The  tyre  was  really  just  like  a  modern 
cover  of  a  pneumatic  tyre,  but  strengthened  at  the 
sides  till  it  would  support  the  weight  of  the  rider  and 
machine.  The  original  Clincher  tyre  had  no  separate 
air  tube,  in  fact  no  air  tube  at  all ;  the  air  under  it  was 
at  atmospheric  pressure  only. 

Early  Pneumatic  Tyres.  The  introduction  of  the 
pneumatic  tyre  for  bicycles  came  about  in  a  strange 
manner  known  to  most  people,  but  repeated  here  for  the 
benefit  of  the  uninitiated. 

In  the  suburbs  of  Dublin  lived  a  veterinary  surgeon 
named  J.  B.  Dunlop ;  he  was  a  cyclist  and  he  had  a 
rather  delicate  son.  Naturally,  he  wanted  the  son  to 
derive  some  benefit  from  riding  a  bicycle  but  he  hesitated 
to  allow  him  to  ride  a  solid  tyred  bicycle  owing  to  the 
vibration.  The  roads  around  Dublin  are  not  of  the 
best,  Mr.  Dunlop  set  to  work,  and  like  a  lot  of  other 
inventors  not  connected  with  any  particular  manufac- 
turing process,  he  thought  out  the  very  master  idea  that 
everybody  had  been  looking  for,  that  of  insulating  the 
rider  at  the  point  of  contact  of  the  wheel  with  the  ground. 


THE  PNEUMATIC  AND  OTHER  TYRES        53 

It  will  suffice  to  say  that  he  made  an  experimental 
pneumatic  tyre,  in  which  the  air  was  compressed  in  an 
elastic  inner  tube  of  rubber  provided  with  a  crude  non- 
return valve  for  inflation  and  surrounded  with  a  non- 
stretchable  casing  of  canvas,  the  latter  being  covered 
with  an  india-rubber  tread  to  take  the  friction  of  the 
road.  The  rim  was  very  nearly  flat  in  section,  and  to 
build  the  tyre  the  air  tube  was  partially  inflated  and 
laid  on  the  rim ;  around  rim  and  tube  was  built  the 
canvas  casing  by  solutioning  canvas  strips  to  canvas 
already  solutioned  to  the  metal.  Over  it  all  more 
solut'.on  was  rubbed  in  by  hand  and  then  came  the 
fixing  of  the  cover,  which  was  also  solutioned  to  the 
canvas  casing  and  nearly  encircled  the  rim.  The  edges 
were  finally  solutioned  down  with  a  thin  piece  of  canvas, 
afterwards  painted  to  resist  the  attack  of  water. 

I  was  not  privileged  to  see  Mr.  Dunlop's  first  attempt, 
but  I  saw  one  of  the  first  of  these  very  crude  tyres  made 
by  the  Dunlop  Tyre  and  Booth's  Cycle  Agency,  DubUn, 
on  a  tricycle  ridden  to  Coventry  by  Mr.  R.  J.  Mecredy, 
the  editor  of  the  Irish  cycling  and  motoring  papers  and, 
of  course,  a  renowned  cyclist. 

The  tyres  were  quite  unknown,  and  when  the  tricycle 
was  left  outside  a  hotel  (not  in  the  centre  of  the  city) 
for  ten  minutes,  a  crowd  of  400  or  500  people  were 
found  "pushing  each  other  to  obtain  a  sight  of  it. 

Within  a  few  months  everybody  in  the  city  knew 
all  about  pneumatic  tyres.  The  Du  Cros  brothers,  an 
athletic  family  of  Dublin,  commenced  to  riace  on  bicycles 
fitted  with  them,  and  very  soon  handicappers  had  to 
give  racing  cyclists  on  solid  tyres  a  considerable  start 
if  riders  of  pneumatic  tyred  machines  were   entered. 

Within  a  year  of  the  commencement  of  the  serious 
manufacture  of  pneumatic  tyres  no  racing  man  of  any 
pretensions  troubled  to  compete  on  anything  else. 


54  THE    CYCLE   INDUSTRY 

The  firm  responsible  for  the  manufacture  of  the 
first  tyres — the  Dunlop  Pneumatic  Tyre  and  Booth's 
Cycle  Agency — was  a  small  concern  in  Dublin  dealing 
originally  in  bicycles.  They  were  joined  by  the  late 
Mr.  Harvey  Du  Cros,  father  of  the  racing  cyclists,  and 
his  astute  business  management  saw  that  the  concern 
would  have  to  move  to  the  heart  of  the  industry. 
Premises  were  taken  in  Coventry  ;  previously  bicycle 
manufacturers  were  compelled  to  send  the  wheels  to 
Dubhn. 

At  Coventry  commenced  an  industry  which  has  grown 
from  small  undertakings  until  now  the  Dunlop  Rubber 
Co.'s  factories,  etc.,  occupy  acres  of  ground  in  Birming- 
ham, Coventry  and  elsewhere,  and  an  enormous  new 
works  is  in  course  of  erection  near  Birmingham. 

As  at  Dublin,  owing  to  the  special  handling  that  the 
tyres  required,  the  cycle  makers  had  to  send  their 
wheels  to  the  tyre  factory  to  be  fitted,  and  the  Dunlop 
carts  were  soon  careering  about  Coventry  collecting 
the  tyreless  wheels  and  delivering  them,  fitted,  to  the 
various  factories. 

The  repair  of  the  original  Dunlop  tyre  was  a  process 
that  the  average  cyclist  undertook  with  fear  and  trepida- 
tion. A  puncture  necessitated  peeling  back  the 
solutioned  tread  of  the  cover,  slitting  the  canvas 
across,  withdrawing  the  air  tube  and  fixing  the  patch, 
replacing  the  air  tube,  stitching  up  the  slit  in  the  canvas 
with  needle  and  thread,  re-fixing  the  rubber  tread  and 
re-inflating.  Cyclists  were  not  all  neat  hands  at  this 
job  and  wheels  would  be  seen  revolving  with  huge 
blobs  on  the  tyres,  where  the  amateur  sewing  and  repairs 
were  too  weakly  done  to  prevent  the  air  tube  bulging 
out  the  canvas  and  rubber  cover.  Result,  inexperienced 
riders  allowed  the  boil  or  blob  to  hit  the  forks  time  after 
time  as  the  wheels  revolved,  until  the  friction  wore 


THE  PNEUMATIC  AND  OTHER  TYRES 


55 


away  the  retaining  cover  and  bang  went  the  air  tube. 
In  those  days  that  meant  the  assistance  of  the  railway 
to  reach  one's  destination  and  oft  times  a  long  walk. 
Experimenters  had,  however,  been  at  work  and  an 
inventor  named  Welch  brought  out  a  tyre  the  principle 
of  which  is  the  one  still  mostly  used  on  modern  bicycles. 
This  is  now  termed  the    "  wired  on  "    to  distinguish 


Fig.  18 
TRIUMPH  "    ROADSTER   BICYCLE   WITH   OIL   BATH 
GEAR   CASE 


it  from  the    "  beaded  edge  "    or  Clincher  tyre  which 
was   Bartlett's  patent. 

The  "  wired  on  "  cover  is  now  made  of  vulcanized 
rubber  and  fabric  moulded,  under  Doughty's  process, 
on  to  inextensible  wires  which  slip  over  the  rim  by  reason 
of  the  diameter  of  the  wires  being  so  arranged  in  respect 
to  the  rim  diameter  that  when  one  side  of  the  cover  is 
placed  in  the  well  of  the  rim  the  other  side  rises  above 
the  opposite  edge  and  will  pass  over.  Then  inflation 
of  the  air  tube  draws  the  two  wires,  one  up  and  the 

5— (1466H) 


56  THE   CYCLE   INDUSTRY 

Other  down  the  sides  of  the  rim,  and  they  repose  in 
ledges  formed  at  about  half  way  down  the  rim  sides. 
There  were  modifications  of  the  Welch  patents,  but  the 
one  used  is  one  of  the  original  ideas  and  upheld  by  the 
Dimlop  Co.  against  a  host  of  litigation  that  they  were 
compelled  to  institute  against  infringers  of  their  rights. 

The  names  of  tyre  companies  that  made  tyres  for 
bicycles  that  were  copies  of  the  Welch  patents  would 
fill  a  page  of  this  book  and  very,  very  few  got  through 
the  Dunlop  meshes.  Many  were  very  ingenious  in  the 
way  they  tried  to  overcome  the  master  patents  by  means 
of  hooks  and  pins  and  nuts,  but  gradually  they  were 
either  bought  up,  forced  to  reUnquish  business  by  legal 
pressure  brought  against  them  by  the  proprietors  of  the 
patents,  or  died  a  natural  death. 

The  original  patents  have  run  out  now  and  all 
and  sundry  are  free  to  make  tyres,  but  there  are 
comparatively  few  well-known  makers. 

In  addition  to  the  Dunlop,  there  are  in  the  first  rank 
the  Palmer  Tyre  Co.,  who  make  a  specially  woven 
fabric  outer  cover  knitted  on  a  special  machine  which 
is  a  marvellously  ingenious  piece  of  mechanism  in  itself 
and  well  worth  a  study  by  those  mechanically  inclined. 
Then  there  is  the  North  British  Rubber  Co.,  who  make 
the  Clincher  tyre,  Bartlett's  original  patent.  W.  and  A. 
Bates,  the  Avon  India-Rubber  Co.,  the  Midland 
Rubber  Co.,  etc.,  etc. 

All  the  firms  mentioned  have  large  works  and  a  very 
complete  sales  organization. 

I  must  not  close  this  chapter  without  a  reference 
to  wood  rims  and  single  tube  tyres.  The  introduction 
of  single  tube  tjnres  in  this  country  was  due  to  Mr. 
Boothroyd,  the  inventor  of  the  Facile  bicycle  referred  to 
in  Chapter  I. 

The  simplest  method  of  describing  it  is  to  say  that 


THE  PNEUMATIC  AND  OTHER  TYRES        57 

it  was  a  glorified  hose  pipe  but  thinner  in  the  walls. 
It  was  repaired  with  rubber  plugs  which  were  inserted 
from  the  outside,  and  although  a  very  lively  fast  tyre, 
it  went  out  of  vogue  because  of  the  difficulty  of  making 
satisfactory  repairs.  The  U.S.A.  makers  supplied 
nothing  but  this  type  of  pneumatic  tyre  for  several 
years. 

The  Constrictor  racing  tyre  is  so  constructed  in  the 
wall  that  the  cover  can  be  peeled  back  away  from 
the  fabric,  allowing  withdrawal  of  the  inner  tube  and 
repair  on  the  outside  of  the  tube.  Tyres  of  this  descrip- 
tion are  only  favoured  by  racing  cyclists  on  account  of 
the  expert  knowledge  required  to  make  a  proper  repair. 
It  is,  however,  of  interest  to  note  that  a  "  speedman  " 
finds  it  an  advantage  to  carry  a  spare  tyre  of  this 
description  in  preference  to  using  a  thicker  and  heavier 
type,  which  requires  longer  to  repair,  than  to  change  one 
of  the  lighter,  thinner  kind.  The  secret  of  the  extra 
speed  lies  in  the  fact  that  a  thin  walled  tyre  is  more 
resilient  than  a  thick  one,  and  when  suitably  inflated 
the  rapid  expansion  of  the  tread,  previously  compressed 
by  the  rider's  weight,  does  not  retard  the  propulsion 
of  the  machine  so  much  as  a  thicker  one.  A  technical 
explanation  of  the  why  and  wherefore  of  this  must  be 
sought  in  theoretical  treatises  on  pneumatic  tyres. 


CHAPTER  VIII 

CHANGE    SPEED    GEARS 

One  of  the  devices  on  a  bicycle  which  has  done  more 
to  popularize  cycle  touring  than  any  other,  with  the 
exception  of  the  pneumatic  tyre,  is  the  change  speed 
gear. 

It  was  shown  in  Chapter  I  that  the  diameter  of  the 
velocipede  or  high  bicycle  driving  wheel  defined  the 
method  of  calculating  gear  ratio,  i.e.  the  ratio  or  number 
of  turns  of  the  pedal  crank  shaft  and  the  rear  wheel 
of  a  safety  bicycle.  If  the  road  wheel  is  28  ins.  diameter, 
and  the  gearing  multiplies  the  revolutions  of  the  wheel 
by  two,  that  is  called  a  56-in.  gear  because  the  wheel 
circumference  travels  a  distance  equal  to  one  turn  of  a 
56-in.  diameter  wheel ;  if  the  ratio  was  one  to  three, 
the  gear  would  be  called  84  ins.,  and  so  on. 

A  change  speed  gear  is  a  device  that  allows  the  gear 
ratio  to  be  altered  to  suit  the  conditions  of  the  road 
or  the  riding  conditions  prevailing  at  the  time.  A 
low  gear  ratio,  one  to  two,  for  example,  means  that  the 
rider  is  enabled  to  chmb  hills  better  but  not  faster ; 
the  power  of  the  rider  does  not  vary  but  the  power 
strokes  in  pedalling  are  divided  into  a  greater  number 
of  efforts  in  a  given  time.  The  higher  gears  are  useful 
for  normal  conditions  or  for  riding  with  the  wind  blowing 
on  the  rider's  back  or  down  slopes  when  the  gradient 
is  not  steep  enough  to  let  the  machine  run  down  quickly 
by  its  own  weight.  Under  the  latter  conditions,  viz., 
with  the  higher  gears  in  use,  the  rider's  feet  revolve 
the  crank  axle  slower,  but  the  ratio  of  gearing  being 
about  one  to  two  and  a  half  turns  of  the  road  wheel 

58 


CHANGE    SPEED    GEARS 


59 


on  normal  or  middle,  and  three  to  three  and  a  half 
turns  of  the  road  wheel  on  top  gear,  the  machine  moves 
faster  with  approximately  the  same  exertion  ;  or  to 
explain  it  another  way,  the  rider  has  no  need  with  a 
high  gear  in  use  to  exhaust  himself  with  rapid  pedalling 
as  he  would  do  if  he  wished  to  ride  fast  with  a  normal 
single  gear. 

Some  racing  cycHsts  disdain  the  change  speed  gear 
and  prefer  a  single  gear  of  medium  ratio,  but  for  tourists, 
and  particularly 
for  women  and 
elderly  men,  the 
change  speed 
gear  is  a  boon. 

Ever  since  the 
days  of  the  first 
safety  bicycle 
the  advantages 
of  a  change  speed 
gear  have  been 
recognized,  but  it 
was  not  until 
about  1900  that 
a  practical  device 
was    marketed. 

Previous  designs  were  either  too  heavy  and  complicated 
or  their  poor  construction  caused  so  much  friction 
when  the  train  of  gear  wheels  was  in  use  that  cyclists 
preferred  a  single  gear. 

I  think  it  was  at  the  Stanley  Show  of  1900  that 
Linley  and  Biggs  exhibited  a  change  speed  gear  that 
was  made  by  running  a  specially  shaped  chain  over 
chain  wheels  that  were  wide  enough  to  allow  a  lateral 
movement  of  the  chain  to  shift  it  from  a  small  to  a 
big  sprocket  on  the  rear  hub.     This  provided  a  change 


Fig.   19 

THE   LINLEY  AND   BIGGS  TWOSPEED 

GEAR 


60  THE    CYCLE    INDUSTRY 

of  speed  but  it  entailed  a  jockey  pulley  to  take  up  the 
slack  of  the  chain  because  there  was  no  arrangement 
to  lengthen  the  distance  between  the  chain  wheel 
centres  when  the  chain  encircled  the  smaller  sprocket, 
i.e.  when  the  high  gear  was  in  use.  To  show  that 
Linley  and  Biggs  were  very  practical  cycle  engineers, 
very  much  in  advance  of  their  time,  a  device  resembling 
their  original  idea  has  been  patented  quite  recently, 
but  is  too  crude  to  have  much  chance  of  competing 
with  the  refined  hub  gears  of  to-day. 

Following  Linley  and  Biggs'  patent,  the  next  device 
to  claim  attention  was  a  two-speed  hub  made  by  a 
Manchester  firm  and  designed  by  a  Mr.  Ryley.  There 
had  been  the  G.  and  J.  two-speed  hub,  the  Planet  two- 
speed  hub,  the  Paradox  two-speed  crank  axle  gear, 
and  one  or  two  others. 

The  Hub  Two-Speed  Gear  Co.'s  two-speed  hub  may  be 
said  to  be  the  father  of  all  practical  hub  gears  and  was 
sold  in  considerable  numbers.  Detailed  explanations 
of  these  gears  would  not  be  understood  by  non-technical 
readers,  so  it  will  suffice  to  say  that  by  means  of  a  train 
of  pinions  and  a  sliding  member  operated  by  a  rod 
passing  through  the  centre  of  the  hub  axle,  the  changes 
of  gear  ratio  are  made.  The  rider  moves  the  rod  in  and 
out  by  pulling  on  it  through  the  medium  of  a  small  lever 
on  the  top  tube  of  the  bicycle,  and  a  wire  which  runs 
over  a  roller  from  the  lever  end  along  the  top  tube  to 
the  roller  and  down  the  side  of  the  back  stay.  The 
movement  can  also  be  effected  by  Bowden  flexible 
cable  from  the  handle-bar,  thus  making  it  unnecessary 
to  release  the  handle-bar  for  changing  gear. 

While  the  Hub  Co.'s  two-speed  was  being  sold  and 
gaining  considerable  popularity,  other  firms  commenced 
experiments  with  hub  gears.  Notable  among  these 
were  the  Eadie  Co.,  who  took  up  Pagan's  patent,  the 


CHANGE   SPEED    GEARS  61 

B.S.A.  Co.,  and  the  Raleigh  Cycle  Co.,  who  paid  attention 
to  a  three-speed  hub  made  under  the  joint  patents  of 
Sturmey  and  Archer.  Ryley,  of  Manchester,  moved  to 
Birmingham  and  began  the  manufacture  of  a  three-speed 
hub  at  the  New  Hudson  Co.'s  works  under  the  name  of 
the  Armstrong. 

The  three-speed  hub  was  now  an  established  favourite, 
and  so  rapidly  did  it  gain  favour  that  it  was  included 
in  the  specification  of  nearly  every  high  grade  bicycle 
on  the  market. 

Armstrong's  and  the  Raleigh  Co.  (Sturmey-Archer) 
laid  down  an  enormously  expensive  plant  of  machine 
tools  to  deal  with  the  gears  on  a  commercial  basis, 
and  were  able  to  so  reducp  the  cost  of  manufacture  that 
they  had  the  trade  to  themselves.  The  only  other 
change  speed  gear  that  has  been  retained  by  a  cycle 
manufacturer  is  the  original  bottom  bracket  two-speed 
gear  made  by  John  Marston,  Ltd.  (Sunbeam).  This 
is  an  epicyclic  or  sun  and  planet  gear  on  the  crank 
axle  and  is  operated  by  locking  or  unlocking  a  central 
pinion  surrounding  the  shaft.  It  is  fitted  as  a  standard 
article  by  the  makers  of  the  Sunbeam  bicycle  and  has 
the  great  advantage  that  it  is  enclosed  in  a  metal  oil 
bath  case  and  when  the  gear  is  in  use  the  pinions  revolve 
at  slower  speed  than  a  hub  gear,  and  are  being  constantly 
lubricated  with  fresh  oil  picked  up  by  the  chain  wheel. 

The  production  of  the  three- speed  hub  gear  is  now 
confined  almost  entirely  to  Sturmey-Archer  Gears,  Ltd., 
Nottingham,  and  the  B.S.A.  Co.,  Birmingham,  the 
Armstrong  gear  having  been  merged  with  the 
Sturmey-Archer  gear  just  before  the  war. 

One  might  almost  say  that  the  production  of  hub 
gears  is  a  special  trade,  because  the  accuracy  required 
for  the  making  of  the  parts  is  certainly  more  refined 
than  is  the  case  in  any  cycle  factory  where  ordinary 


62  THE    CYCLE   INDUSTRY 

cycle  parts  are  machined.  Only  by  working  to  the 
finest  limits  employed  in  any  branch  of  mechanical 
engineering  is  it  possible  to  produce  an  intricate  piece 
of  mechanism  contained  in  the  space  of  a  large  sized 
bicycle  hub.  The  plant,  installed  originally  by  the 
Raleigh  Cycle  Co.,  cost  thousands  of  pounds,  and  cyclists 
certainly  owe  this  firm  a  debt  of  gratitude  for  making 
it  possible  to  buy  such  a  beautifully  made  gear  at  a 
moderate   price. 

Motor-cycle  Gears.  The  history  of  the  change  speed 
gear  applied  to  a  motor  cycle  is  akin  to  that  of  the 
bicycle.  The  early  forms  were  very  crude  affairs  in 
comparison  with  the  modern  countershaft  gears  as 
they  are  termed  to  differentiate  them  from  their  pro- 
totypes, which  were  fitted  in  the  rear  hub  shell.  The 
motor  cyclist  very  early  called  for  a  change  speed  gear, 
because  his  engine  refused  to  give  off  power  unless  it 
revolved  at  a  high  speed,  and  slow  travelling  on  hills 
reduced  that  speed. 

The  first  motor  cycles  were  tricycles,  and  they  had 
gears  of  the  sliding  or  compound  type,  then  came  the 
Roc  gear  patented  by  the  inventor  of  the  Wall  Auto 
Wheel.  The  latter  was  an  epicyclic  gear  in  the  hub, 
the  change  of  speed  was  effected  by  locking  first  one 
and  then  the  other  of  two  brake  drums  by  means  of 
band  brakes. 

The  first  commercially  successful  gear,  in  so  much 
that  it  was  marketed  in  quantities,  was  the  Armstrong, 
fitted  to  the  New  Hudson  and  afterwards  other  motor 
cycles. 

Stm"mey-Archer  Gears  of  Nottingham  followed  with 
a  similar  hub  gear.  Hub  gears  lost  favour  with  motor 
cyclists  on  account  of  the  weight  of  the  gear  being  in 
the  wrong  place,  and  because  so  many  hub  gears  intended 
for  solo  riding  were  used  with  side-cars  and  passengers. 


CHANGE    SPEED    GEARS  63 

and  proved  unequal  to  the  task  of  the  double  work. 
The  modern  motor  cycle  gear  is  now  almost  wholly 
of  the  countershaft  type,  and  contained  in  a  separate 
box  or  case  like  the  change  speed  of  most  motor-cars. 
The  Sturmey-Archer  Co.  and  the  B.S.A.  Co.  have 
specialized  in  these  gears,  but  many  other  firms  make 
their  own.  )«;  < 

Still  another  popular  type  of  gear  used  by  two  firms 
in  particular,  Rudge-Whit  worth,  Ltd.  and  Zenith 
Motors,  Ltd.,  is  the  expanding  pulley  type.  In  both 
instances  a  belt  is  used  but  in  the  Rudge-Whitworth 
case  both  front  and  rear  pulleys  expand  and  contract, 
and  in  the  2^nith  patent  only  the  engine  pulley  expands 
and  the  slack  of  the  belt  is  taken  up  by  sliding  the  rear 
wheel  from  and  to  the  engine  as  the  call  for  a  low  or 
high-gear  ratio  is  desired. 

For  a  technical  treatise  on  motor  cycle  gears,  I  would 
refer  readers  to  handbooks  published  by  the  proprietors 
of  The  Modern  Cycle,  Iliffe  &  Sons,  Ltd.,  20  Tudor 
Street,   London,   E.C.4. 


CHAPTER   IX 

SPRING  FRAMES 

Like  every  other  road  vehicle,  there  have  been  attempts 
made  from  time  to  time  to  spring  the  road  wheels  of 
bicycles.  Before  the  advent  of  pneumatic  tyres  these 
attempts  were  more  frequent,  but  patents  in  connection 
with  the  springing  of  »bicycles  have  been  exploited  as 
recently  as  1902-3. 

Omitting  the  early  bow  spring  used  to  support  the 
saddle  of  boneshakers,  the  first  patents  in  connection 
with  spring  frames  followed  the  lines  of  some  of  the 
spring  frames  now  employed  for  motor  bicycles.  The 
rear  fork  was  hinged  to  the  frame  near  the  crank  bracket 
and  the  spring  was  placed  at  the  top  of  the  fork  between 
the  seat  tube  and  the  apex  of  the  triangular  fork.  One 
of  the  first  of  these  was,  I  believe,  the  Star,  in  which 
a  rather  large  volute  spring  was  used.  The  Whippet 
spring  frame  was  an  ingenious  arrangement  of  toggle 
joints  and  springs  by  means  of  which  the  rider  was 
partly  insulated  from  vibration,  but  the  road  wheels 
were  unsprung.  This  frame  was  introduced  just  prior 
to  the  pneumatic  tyre  and  had  a  short  life  in  consequence  ; 
had  the  pneumatic  tyre  arrived  several  years  later  the 
Whippet  frame  probably  would  have  met  with  the  success 
its  ingenuity  deserved. 

Sharp's  air  spring  frame  was  a  device  which  was 
exploited  about  1904-6,  and  in  this  system  metal  springs 
were  replaced  by  cushioning  devices  in  which  the 
movement  of  the  road  wheels  was  controlled  by  air 
alternately  compressed  and  released  by  an  action  that 
is  analagous  to  the  movement  of  a  pump.  The  invention 
was  clever  but  it  never  caught  the  public  favour,  partly 

64 


SPRING   FRAMES  65 

due  to  increased  weight  and  the  average  cychst's 
objection  to  compHcation. 

Spring  forks  were  far  more  common  than  spring 
frames,  and  it  is  rather  surprising  that  they  are  almost 
obsolete  on  a  modem  bicycle.  Among  the  pioneer 
front  spring  fork  inventions  may  be  mentioned  the 
Dunlop.  In  this  design  the  wheel  was  carried  in  jointed 
links  which  were  connected  to  the  fork  blades  by 
interposed  spiral  springs. 

A  Nottingham  firm,  at  a  later  date,  made  the  fork 
blades  or  sides  like  a  small  carriage  spring  of  two  to 
three  leaves  of  fiat  spring  steel,  the  flat  part  of  the  leaf 
facing  the  direction  of  travel.  This  form  of  spring 
made  the  machine  very  comfortable  to  ride  but  was 
said  to  detract  from  the  rigidity  of  the  drive  when  the 
bicycle  was  pedalled  up  steep  hills  ;  the  blades  or  leaves 
were  also  liable  to  fracture. 

Following  the  withdrawal  of  this  last  type  of  spring 
fork  the  question  of  springing  of  bicycles  has  lain 
dormant,  and  shows  no  signs  of  revival. 

The  principal  objections  to  springs  from  a  mechanical 
view  point  are  that  they  add  weight  and  complication 
to  the  machine  ;  they  interfere  with  the  action  of  brakes 
and  render  them  far  more  difficult  to  fit  ;  the  joints  wear 
and  adjustment  devices  have  to  be  designed  which  are 
costly  to  produce,  and  however  well  made  the  joints 
may  be,  they  are  almost  sure  to  rattle. 

To  sum  up,  the  objections  appear  to  outweigh  the 
advantages  of  this  method  of  insulating  the  rider  from 
road  shock  when  the  pneumatic  tyre  absorbs  so  much 
of  the  vibration  at  the  point  of  contact  of  the  wheel  with 
the  road  surface. 

In  addition,  the  rider,  if  he  be  skilful,  can  act  as  a 
natm-al  spring  by  partly  hfting  his  weight  off  the  saddle 
and  supporting  himself  to  some  extent  on  the  pedals. 


66  THE    CYCLE   INDUSTRY 

Particularly  does  this  apply  when  free  wheeling,  because 
if  the  cranks  be  allowed  to  assume  a  horizontal  position, 
one  at  3  o'clock  and  the  other  at  9  o'clock,  the  rider  can 
stand  on  the  pedals  and  allow  his  knees  to  form  the  joint 
of  a  spring,  the  muscles  of  the  calves  and  thighs  being 
the  springs.  A  skilled  rider  invariably  adopts  this 
position  when  free  wheeling  on  rough  roads  and  also 
instinctively  falls  into  it  when  pedalling  forward,  with 
either  a  fixed  or  free  wheel ;  with  the  former  he  slackens 
speed  and  bears  his  weight  on  the  rising  pedals,  so  raising 
his  weight  out  of  the  saddle ;  with  the  latter  he  allows 
the  machine  to  over  run  the  cranks,  by  free  wheeling 
momentarily,  and  at  the  same  time  raising  his  weight 
on  the  stationary  pedals. 

Motor-cycle  Springing.  The  motor-cycle  springing 
mechanism  is  a  far  bigger  and  more  complicated  pro- 
position than  that  of  a  bicycle.  Practically  every  motor 
bicycle  has  a  spring  front  fork,  although  at  one  time 
only  rigid  forks  were  obtainable.  Increase  of  speed 
and  deterioration  of  road  surfaces  made  spring  forks 
a  necessity,  and  no  motor-cyclist  would  buy  a  machine 
now  without  one. 

Lately  there  has  been  a  tendency  to  spring  both 
wheels  of  a  motor  bicycle,  the  generally  accepted  design 
being  some  form  of  leaf  spring,  which  permits  the  rise 
and  fall  of  the  wheel  against  the  action  of  the  spring 
without  throwing  the  wheel  spindle  out  of  its  correct 
position  in  relation  to  the  transmission. 

The  drawbacks  to  any  form  of  springing  are  the 
rapid  wear  of  the  hinges  or  joints  by  which  the  wheel 
is  connected  to  the  springs  and  the  springs  to  the  rigid 
portion  of  the  frame,  and  the  bouncing  effect  that  is 
set  up  by  the  uncontrolled  movement  of  the  springs. 

Springs  are  also  fitted  to  some  designs  of  side-car 
wheels  as  well  as  to  the  body  of  the  side-car. 


CHAPTER  X 

THE   TRADE   AND   RACING 

There  is,  perhaps,  no  industry  in  the  country  that  is 
connected  with  a  sport  or  pastime  that  is  or  was  in- 
fluenced so  much  by  successes  made  on  its  products 
as  the  cycle  trade. 

The  manufacturers  recognized  in  the  earhest  days 
the  value  of  the  pubhcity  gained  by  an  important  win 
on  a  bicycle  of  their  make  and  bearing  their  name  and 
trade  mark.  The  value  of  racing  successes  is  not  now 
quite  so  high  as  in  the  past,  but  it  still  plays  an  important 
part  in  keeping  the  names  of  various  makes  of  bicycles 
before  the  public  eye. 

The  earUest  races  that  were  supported  by  riders  of 
the  professional  or  semi-professional  class  were  un- 
important road  events  that  were  contested  by  men 
engaged  in  the  cycle  industry  in  some  capacity  or  other, 
and  retained  chiefly  for  their  prowess  in  pushing  some 
particular  make  of  machine  to  victory.  Sometimes  they 
were  the  actual  producers  of  the  machine,  but  it  was 
comparatively  rare  to  find  a  really  good  racing  man  who 
combined  mechanical  talent  with  a  capacity  for  speed 
and  endurance. 

Racing  on  high  bicycles  began  to  attract  the  attention 
of  the  public  when  proper  cycling  tracks  commenced 
to  appear  in  various  parts  of  the  kingdom.  Previous 
to  the  construction  of  cinder  tracks  some  racing  had 
taken  place  on  grass  running  tracks,  three  and  four 
laps  making  a  mile.  One  of  the  best  known  of  the 
early  cinder  tracks  was  at  Stamford  Bridge,  Fulham, 
London  ;  others  sprang  up  at  Aston  Lower  Grounds, 
Birmingham  ;     Crystal    Palace,    Sydenham,    London  ; 

67 


€8  THE   CYCLE   INDUSTRY 

Mol5Tieux  Grounds,  Wolverhampton  ;  Belgrave,  Leices- 
ter ;  and  many  other  places.  The  National  CycUsts 
Union  was  formed  and  took  charge  of  amateur  racing 
and  some  remarkable  contests  and  record  results  were 
witnessed  by  large  crowds  of  enthusiastic  spectators. 

It  is  safe  to  say  that  the  early  N.C.U.  events  were 
contested  by  amateurs,  but  one  is  treading  on  rather 
dehcate  ground  when  attempting  to  give  a  faithful 
description  of  later  events  or  to  define  the  status  of  an 
amateur.  Much  the  same  difficulty  occurs  in  anj'' 
sport,  so  the  less  said  about  it  the  better,  except  that 
the  men  engaged  in  racing  did  not  worry  half  as  much 
about  the  definition  of  an  amateur  as  they  did  about 
the  straight  riding  of  those  with  whom  they  competed. 

The  real  professional  rider,  of  whom  there  was, 
perhaps,  no  better  example  than  the  late  Dick  Howell, 
toured  the  country  during  the  summer  months  in  parties 
who  were  under  the  control  of  a  manager.  The  latter 
engaged  the  track,  advertised  the  racing,  and  took  a 
percentage  of  the  gate  money ;  it  was,  of  course,  a 
regular  money-making  public  show  and  did  not  pretend 
to  be  anything  different.  In  the  winter  the  same 
managers  organized  indoor  races  on  boarded  tracks 
at  such  places  as  the  defunct  Aquarium,  London  ; 
Bingley  Hall,  Birmingham  ;   and  other  towTis. 

Indoor  races  were  held  between  these  professional 
teams  of  cyclists  and  relays  of  horsemen,  and  I  believe 
the  late  Colonel  Cody  (Buffalo  Bill)  once  took  part  in 
one  of  these  contests. 

We  received  visits  from  American  teams  of  profes- 
sional riders  who  toured  the  tracks  of  England  and  rode 
against  the  pick  of  British  "  pros."  Some  of  the  events 
were  worth  going  to  see,  others,  I  am  sorry  to  say, 
were  not. 

With  the  advent  of  the  pneumatic  tyre  the  popularity 


THE   TRADE   AND   RACING  69 

of  racing  increased  to  a  remarkable  degree.  This  may- 
have  been  partly  due  to  the  fact  that  the  introduction 
of  the  pneumatic  tyre  S5mchronized  with  the  increasing 
popularity  of  the  safety  bicycle,  or  it  may  have  been 
caused  by  the  extreme  competition  that  was  in  existence 
at  the  time  between  rival  tyre  companies.  Previous 
to  the  pneumatic  tyre  the  bicycle  maker  bought  solid 
and  cushion  tyres  from  firms  who  left  the  advertising 
of  their  wares  to  occasional  announcements  in  trade 
journals  and  depended  for  trade  on  the  reputation  they 
had  gained  among  their  customers  the  cycle  manu- 
facturers. Not  so  the  pneumatic  tyre  manufacturer, 
who  commenced  in  an  astute  manner  to  advertise  every 
win  made  on  machines  fitted  with  his  tyres.  Thus, 
the  competition  that  previously  only  existed  among 
cycle  makers  was  increased  by  about  100  per  cent.  Men 
were  racing  to  advertise  tyres  just  as  much  as  machines. 

The  tyre  trade  element  in  racing  penetrated  to  the 
important  club  road  races,  and  when  pace  making  was 
permissible  teams  of  pace  makers  were  sent  out  to 
assist  the  best  men  to  win.  The  competition  became 
so  fierce,  and  the  speed  on  the  road  so  high,  that  the 
governing  bodies  were  compelled  to  step  in  and  prohibit 
paced  road  races. 

All  such  events  are  now  unpaced,  which  means  that 
each  rider  ha^  to  make  his  own  pace,  i.e.  he  must  not 
shelter  behind  another  and  so  gain  an  advantage  by 
having  the  air  resistance  cleaved  to  enable  him  to  ride 
in  a  partial  vacuum. 

Track  racing  and  road  racing  are  very  different, 
and  it  is  not  by  any  means  certain  that  a  successful 
rider  on  the  track  will  be  a  consistent  winner  on  the  road. 
Track  racing  requires  a  lot  of  judgment  as  well  as  speed 
and  dash.  On  the  road  there  is  no  finessing  for  position 
in  sprints  for  the  tape,  when  speedy  men  are  often  left 


70  THE   CYCLE   INDUSTRY 

behind  or  shut  in  by  astuter  competitors  who  may  be  no 
faster  in  the  final  rush  but  who  secured  the  better 
position  by  good  jockeying. 

Road  racing  requires  strength,  speed,  stamina,  and 
a  knack  in  cUmbing  hills.  Provided  the  rider  is  speedy 
enough  there  is  nothing  to  prevent  him  winning  im- 
portant events ;  he  has  not  to  contend  with  the  betting 
side  of  the  question,  which  is  sometimes  rather  startling 
to  a  novice.  There  are  such  occurrences  as  being 
purposely  upset ;  luckily,  they  are  not  common,  and  are 
only  instanced  to  show  that  while  the  average  healthy 
youth  may  indulge  in  a  little  road  racing  every  week 
without  considering  such  eventualities,  he  who  aspires 
to  track  honours  must  be  prepared  for  the  worst  whilst 
hoping  for  the  best. 

Present  day  racing  comprises  track  meetings,  practi- 
cally all  over  the  country,  every  Saturday.  Many  of 
these  are  unimportant.  The  aspirants  to  fame  should 
keep  a  look  out  for  the  N.C.U.  Championships  which 
are  now  allotted  to  various  centres.  The  clubs  in 
London,  Manchester,  Birmingham,  etc.,  hold  various 
track  meetings  for  races  varying  from  one  mile  to 
fifty  miles,  the  longer  distances  being  sometimes 
paced  by  tandems.  Scotland  and  Ireland  also  have 
championship  meetings. 

Road  racing  consists  of  important  events  such  as  the 
Bath  Road  C.C,  North  Road  C.C,  Anfield  C.C,  and 
Midland  C.  and  A.C.  fifty  and  hundred  mile  races  ; 
the  North  Road  C.C.  24  hours  race ;  and  other  classic 
events.  The  speeds  in  such  fifty  and  hundred  mile 
races  as  the  above  reach  over  twenty  miles  an  hour 
average,  and  in  the  last  North  Road  24  hours  race 
the  winner  rode  378|  miles  on  the  fairly  level  roads 
of  the  Eastern  counties  in  the  neighbourhood  of  Wisbech 
and  King's  Lynn. 


CHAPTER   XI 

THE   CYCLE    BOOM 

The  great  boom  year  in  the  history  of  cychng  and 
cycle  manufacture  has  had  a  tremendous  influence  on 
the  trade,  and  history  has  undoubtedly  repeated  itself 
in  connection  with  the  sale  and  manufacture  of  motor 
cars  and  motor  cycles. 

The  boom  year  in  cycling  occurred  in  1895-96,  when 
the  popularity  of  the  pastime  for  fashionable  women 
became  an  accomplished  fact,  and  there  was  a  sudden 
rush  for  bicycles  by  a  class  of  people  who  had  never 
previously  given  the  sport  a  single  thought. 

Manufacturers  became  so  full  of  orders  that  could  not 
be  executed  that  the  astute  financial  company  promoter 
was  attracted  to  Coventry,  Birmingham,  and  other 
towns,  and  the  cycle-maker,  who  had  up  to  that  time 
practically  depended  on  financial  assistance  from  local 
banks  and  business  friends  and  acquaintances,  found 
that  the  most  tempting  offers  were  made  if  they  would 
only  allow  the  company  promoter  to  step  in  and  handle 
their  business  by  offering  it  for  public  subscription. 

Some  of  the  larger  and  better  known  factories  were 
purchased  by  the  financiers  and  refloated  for  enormous 
sums,  far  above  their  previous  values.  Large  amounts 
went  down  in  the  prospectuses  for  goodwill,  patents 
and  other  items,  which  were  not  very  tangible  as  assets 
when  the  inevitable  slump  came. 

Money  poured  into  the  coffers  of  men  who  had  done 
nothing  to  build  these  businesses  ;  they  had  only  been 
astute  enough  to  see  that  the  market  was  ripe  for 
flotation,  and  as  the  public  cried  for  cycle  shares  they 

71 

6— (1466h) 


72  THE    CYCLE   INDUSTRY 

got  them.  The  result  of  all  the  flotations  and  the  buying 
and  selling  of  the  various  concerns  was  that  a  hmited 
few  made  money  and  a  large  number  of  people,  many 
of  them  workers  in  the  various  businesses,  lost  their 
savings  of  many  years. 

The  unprecedented  demand  for  bicycles  was  after- 
wards proved  to  be  a  little  fictitious,  because  every 
dealer  ordered  three  times  as  many  bicycles  as  he 
expected  to  sell  with  the  hope  of  obtaining  about  one 
third  of  them.  When  the  off-season  for  sales  arrived 
those  fictitious  orders  were  mostly  cancelled,  and  as 
manufacturers  could  not  force  delivery  on  dealers  who, 
if  they  had  been  compelled  to  take  the  machines  they 
had  ordered  long  after  they  were  due,  would  have  been 
unable  to  pay  for  them,  the  cancellations  had  to  be 
largely  accepted. 

The  result  of  the  flotation  of  many  of  the  cycle  firms 
meant  over  capitalization.  The  prospectuses  had  set 
forth  that  as  such  and  such  a  profit  had  been  earned 
on  the  manufacture  of  a  certain  number  of  bicycles, 
the  unprecedented  amount  of  orders  on  the  books  at 
high  prices  signified  a  corresponding  increase  in  the 
profits,  which  would  be  more  than  sufficient  to  pay  the 
dividend  on  a  largely  increased  capital. 

Alas,  the  orders  were  cancelled,  society  got  tired  of 
the  new  craze  and  relinquished  the  use  of  a  bicycle,  and 
the  great  slump  of  1896-97  rushed  on  the  trade  with 
greater  swiftness  than  the  boom  of  the  previous  twelve 
months.  Over  capitahzation  meant  that  many  of  the 
older  publicly  floated  concerns  and  several  entirely 
new  firms  either  reduced  their  capital  by  cancelling 
half  the  value  of  their  shares  or  retired  voluntarily 
or  compulsorily  from  the  arena. 

Two  or  three  very  lean  years  intervened  between  the 
slmnp  and  the  advent  of  the  motor  cycle  and  motor-car. 


THE   CYCLE    BOOM 


73 


The  motor-car  was  exploited  before  the  motor  cycle 
in  this  country,  and  it  was  not  until  about  1899-1900 
that  cycle  makers  in  the  Midlands  began  to  take  an 
interest  in  the  self-propelled  machine.  The  earhest 
machines  were  petrol  engined  tricycles,  and  from  that 
early  commencement  the  lure  of  the  motor  cycle  has 
gradually  but  surely  drawn  every  important  cycle 
maker  to  its  charms  until  to-day  no  important  firm  is 


Fig.  20 

THE   SPARKBROOK   ROADSTER 

A  soundly-constructed  machine  made  by  an  old-established 
concern 


without  a  motor  cycle  department,  and  in  many  cases 
the  motor  cycle  branch  has  become  more  important 
and  larger  than  the  making  of  purely  pedal  cycles. 

The  present  conditions  of  the  trade  are  possibly 
rosier  than  they  have  been  for  some  time  past.  There 
is  an  urgent  demand  for  good  bicycles  and  the  only 
drawbacks  to  a  large  output  are  the  difficulties  in 
securing  regular  supplies  of  the  right  materials,  and  the 
unsettled  state  of  labour  generally. 

It  is  estimated  that  there  are  about  20,000  employees, 


74  THE   CYCLE    INDUSTRY 

men,  women,  youths  and  girls,  engaged  in  the 
manufacture  of  bicycles  and  their  component  parts, 
exclusive  of  those  who  make  the  accessories  such  as 
lamps,  saddles,  pumps,  oil  tins,  and  similar  articles 
which  do  not  come  under  the  classification  of  a 
complete  bicycle. 

The  American  Bicycle  and  its  Influence  on  British 
Trade.  There  have  been  American  invasions  of  this 
country  by  makers  of  agricultural  machinery,  boots, 
domestic  machinery,  typewriters,  motor  cars,  and,  of 
course,   bicycles. 

Of  those  articles  enumerated  all  have  come  to  stay 
except  bicycles.  Various  opinions  have  been  expressed 
as  to  the  reason  why  American  bicycles  did  not  attract 
popular  favour  in  this  country.  They  were  largely 
advertised,  important  firms  rented  expensive  shops 
for  retail  purposes,  and  at  one  time  it  looked  as  though 
the  American  bicycle  would  catch  on.  The  attempted 
invasion  failed;  a  small  army  reached  our  shores  but 
it  got  swallowed  up  and  the  officers  retired  with 
discomfiture. 

The  reason  may  be  explained  as  follows.  American 
makers  produce  one  pattern  of  any  article  in  large 
quantities  and  expect  all  purchasers  at  home  and  abroad 
to  buy  what  they  make.  The  American  bicycles  that 
reached  this  country  were  no  exception  to  the  general 
rule.  They  were  made  for  American  boulevards  and 
asphalte  roads  of  cities  and  were  totally  unsuited  for 
touring  and  general  riding  conditions  in  this  country. 
The  mudguards  and  rims  were  of  wood,  the  tyres  were 
single  tubes  that  could  only  be  repaired  with  rubber 
plugs  (a  method  not  understood  in  England),  the  brakes 
were  inadequate  for  our  hilly  roads,  and  the  only 
redeeming  feature  of  these  machines  was  lightness. 
They  arrived  at  a  time  when  home  manufacturers  were 


THE    CYCLE    BOOM  75 

at  their  wits  end  to  supply  the  demand  or  practically 
none  would  have  been  sold,  and  those  that  were  disposed 
of  mostly  caused  trouble  and  loss  of  custom  to  the 
retailers. 

To-day,  American  manufacturers  have  changed  their 
tactics,  and  although  no  very  serious  effort  has  been 
made  to  further  the  export  of  bicycles  from  the  United 
States  to  Europe,  the  trade  "  over  there  "  have  not 
lost  sight  of  the  possibility  of  capturing  some  of  the 
European  markets,  if  not  our  own  British  one.  En- 
quiries have  been  instituted  by  the  American  Chamber 
of  Commerce  as  to  the  pattern  of  machine  most  likely 
to  be  demanded,  the  names  of  large  buyers,  their 
methods  of  payment,  etc.,  etc.  It  would  be,  therefore, 
unwise  to  say  there  is  no  possibility  of  a  recurrence  of 
American  bicycle  exports  to  England ;  the  machines 
will,  however,  require  to  be  vastly  different  from  those 
that  were  first  sent  over. 

At  the  time  of  writing  there  is  an  import  duty  on 
foreign  bicycles  of  33^  per  cent,  ad  valorem,  which 
constitutes  a  bar  to  American  exports  and  it  is  question- 
able if,  when  this  tariff  is  removed,  American  bicycles 
could  be  sold  in  this  country  at  a  profit.  By  the  time 
our  Government  has  decided  to  remove  the  tariff, 
English  cycle  makers  may  be  able  to  reduce  prices  which, 
of  course,  like  the  cost  of  other  manufactured  articles, 
have  gone  up  considerably. 

In  1914  excellent  English  bicycles  could  be  bought 
for  about  £8  8s.,  and  if  such-  prices  ever  return  when 
tariffs  are  removed,  then  I  do  not  imagine  there  will  be 
very  much  chance  for  American  machines  in  this  country. 


CHAPTER  XII 

ROADS   IN    GREAT   BRITAIN 

As  an  inhabitant  of  the  county  of  Warwickshire,  I  have 
always  had  an  idea  that  the  comparatively  level  roads 
of  the  districts  surrounding  Coventry  and  Birmingham 
had  something  to  do  with  the  early  popularity  of  the 
bicycle. 

It  is  inconceivable  that  had  the  heavy,  hard  running 
machines  of  the  early  days  of  the  industry  been  exploited 
in  Devon,  for  example,  they  would  have  attracted  the 
attention  of  the  mechanical  minds  that  evolved  the 
perfect  bicycle  we  ride  to-day. 

The  modem  bicycle,  had  it  been  possible  to  put  it 
on  the  road  in  its  present  form  at  one  jump,  would  have 
been  popular  anywhere  and  at  any  time,  but  with  the 
bone-shaker  it  was  different. 

Many  years  ago  the  surfaces  of  the  Midland  roads 
around  Coventry  and  south  of  Birmingham  were  much 
better  than  they  are  now ;  the  hills,  except  in  the  Edge 
Hill  district,  are  not  abnormally  steep,  and  close  to 
Coventry  is  the  famous  London  road  with  a  level 
stretch  for  six  miles  or  more.  It  was  on  such  highways 
that  the  high  ordinaries  were  perfected  and  the  safety 
bicycle  tested  and  exploited.  They  were  both  tested 
and  tried  out  in  other  places,  but  Coventry  was  the  home 
of  the  bicycle,  and  without  fairly  level  and  good  roads 
I  am  sure  the  early  attempts  would  not  have  developed 
the  enthusiasm  of  their  makers  to  the  same  extent. 

The  use  of  the  bicycle  expanded  from  Coventry  and 
the  Midlands  like  a  ripple  on  a  pond  spreads  from  the 
spot  where  a  stone  is  thrown  into  the  water.     The 

76 


ROADS  IN  GREAT  BRITAIN  77 

Warwickshire  roads  had  therefore  a  good  deal  to  do 
with  the  popularity  of  the  pastime  in  early  days. 

The  classic  roads  of  England  and  Wales  are  the  Great 
North  Road,  the  Bath  Road,  the  Holyhead  Road,  and 
the  Brighton  Road.  Mr.  C.  G.  Harper  has  given  us 
interesting  descriptions  of  these  great  highways  in  his 
books,  named  after  the  roads  themselves,  also  narrative 
and  data  referring  to  each.  I  only  propose  to  refer 
to  them  from  the  cycling  view  point,  and  would  advise 
those  who  wish  to  acquaint  themselves  with  their 
history  in  detail  to  read  the  Harper  series. 

Two  other  interesting  roads  of  value  to  cyclists  are 
Watling  Street  and  the  Fosse. 

On  the  Great  North  Road  are  started  the  famous 
12  hr.  and  24  hr.  road  races  of  the  North  Road  C.C, 
but  as  the  club  only  utiUze  the  classic  highway  as  far 
north  as  Norman  Cross,  near  Peterborough,  the  route 
for  their  race  extends  mostly  eastward  into  the  adjacent 
fen  country.  The  London-Edinburgh  record  breakers 
ride  on  this  road  from  the  G.P.O.,  London,  to  a  point 
near  York,  where  the  highway  ceases  to  be  known  as 
the  "  Great  North  Road  "  but  it  is,  of  course,  the  route 
by  which  the  old  coaches  travelled  between  Edinburgh 
and  the   metropolis. 

The  Bath  Road  C.C.  claim  the  western  highway  as 
their  special  hunting  ground,  and  there  is  a  recognized 
Bath  and  Back  Record,  the  time  of  which  is  occasionally 
reduced  by  some  expert  rider  who  tackles  the  journey 
under  favourable  conditions.  There  is  no  recognized 
road  record  for  the  Holyhead  Road,  but  as  it  is  the  main 
artery  from  London  and  the  Midlands  into  North  Wales 
it  becomes  almost  a  necessity  for  cyclists  to  make  its 
acquaintance  when  travelling  to  the  watering  places 
of  the  North  and  West.  Leaving  London  it  occupies 
the  site  of  Watling  Street  (is  Watling  Street  in  fact) 


78  THE   CYCLE   INDUSTRY 

until  at  Weedon  it  branches  to  the  left  and  passing 
through  Coventry,  Birmingham,  and  Shrewsbury,  enters 
Wales  near  Chirk.  It  then  traverses  some  of  the  most 
famous  beauty  spots  of  North  Wales,  crosses  the  Menai 
Straits  on  Telford's  suspension  bridge,  near  Bangor, 
and  terminates  with  a  twenty-two  mile  nearly  level 
stretch  across  the  island  of  Anglesey. 

As  regards  the  Brighton  Road  there  are  many  ways 
to  Brighton,  the  classical  record  route  being  by  Purley, 
Horley,  Crawley,  and  Handcross.  The  Brighton  Road 
was  associated  with  the  earliest  bicycle  performances, 
when  plucky  pioneers  trundled  bone-shakers  there 
in  the  day.  Relay  rides  were  also  a  feature  of  the  days 
when  cyclists  showed  they  could  beat  the  time  of  the 
Brighton  four-horse  coach.  Innumerable  cycling  records 
have  been  made  on  the  Brighton  Road,  but  the  extension 
of  London  southwards  and  Brighton  northwards  entails 
so  much  traffic  riding  that  very  few  attempt  the 
performance  now. 

Watling  Street  is  probably  the  most  ancient  road 
in  the  Kingdom.  It  is  supposed  to  have  existed  prior 
to  the  first  Roman  invasion,  but  it  was  the  Roman 
conquest  that  caused  it  to  be  improved  and  extended. 
Originally,  it  stretched  from  near  Dover  to  Wroxeter 
and  probably  north  to  Chester  or  Carlisle.  Cyclists 
riding  from  Dover  to  London  follow  the  line  of  the  old 
highway  by  what  is  known  to-day  as  the  Dover  Road  ; 
the  Street  went  right  through  the  heart  of  London, 
issuing  at  Edgware.  Near  St.  Albans,  the  Holyhead 
or  Birmingham  road  makes  one  division  from  the  old 
Roman  track,  but  returns  to  it  and  makes  use  of  Watling 
Street  all  the  way  to  Weedon.  Here  it  turns  to  the  right, 
away  from  the  modem  road,  and,  with  two  breaks 
(where  the  Street  crosses  fields),  continues  in  an 
uninterrupted  line  through  Atherstone  to  a  point  near 


ROADS  IN  GREAT  BRITAIN  79 

Lichfield.  It  is  picked  up  again  near  Brownhills  and 
continues  from  there  to  Wroxeter,  between  Wellington 
(Salop)   and  Shrewsbury. 

It  is  largely  used  by  London  and  Birmingham  cychsts 
as  a  through  route  to  the  gate  of  North  Wales  (Shrews- 
bury), partly  because  it  avoids  practically  all  large 
towns  and  on  account  of  its  occupying  high  ground 
from  which  extensive  views  are  obtained. 

The  Fosse,  the  second  ancient  road  in  importance, 
once  known  as  a  Royal  Road  or  King's  Highway, 
stretched  from  the  Lincolnshire  coast  to  a  point  in 
Devon  near  the  mouth  of  the  river  Axe.  Cychsts  use 
the  modern  Fosse  from  Lincoln  to  Newark-on -Trent, 
Bingham,  Syston,  Leicester,  and  Narborough,  almost 
to  the  Warwickshire  boundary.  They  will  find  it  ride- 
able,  although  mostly  a  gated  road  through  Warwick- 
shire, and  it  emerges  as  a  highway  again  near  Halford 
Bridge.  From  Halford  it  is  the  main  road  to  Moreton- 
in-the-Marsh  and  Cirencester.  Below  Cirencester  it 
can  also  be  followed  to  Bath  and  beyond,  but  is  not  a 
rideable  road  beyond  South  Petherton,  in  Somerset. 
Both  Watling  Street  and  the  Fosse  are  best  known 
for  their  directness  in  making  from  one  point  to  another, 
but  they  are  not  straight,  as  is  popularly  supposed, 
except  in  the  sense  that  they  were  laid  out  in  straight 
stretches  of  about  nine  miles  or  so  in  length  between 
pre-determined  spots. 

The  popularity  of  cychng  in  this  country  is  due  largely 
to  the  excellent  network  of  roads  we  possess.  The 
surfaces,  it  is  true,  are  fast  deteriorating  owing  to 
abnormally  heavy  traffic  which  they  were  not  constructed 
to  bear ;  nevertheless,  Great  Britain  has  probably  better 
roads,  from  a  cyclist's  view  point,  than  any  other 
country  in  the  world.  When  I  say  better  I  do  not  allude 
to  surface  alone,  but  to  their  suitability  for  the  tourist 


80  THE   CYCLE   INDUSTRY 

and  the  follower  of  the  pastime  generally.  Our  British 
roads  and  lanes  are  not  made  in  straight  lines  like  many 
Continental  roads  and  by-roads ;  consequently  they  are 
more  interesting  to  traverse  and  seldom  monotonous. 
In  fact  they  are  the  reverse,  because  every  turning 
brings  some  interesting  view  before  the  rider's  eyes. 
There  is  nothing  so  monotonous  when  cychng  as  to 
follow  a  perfectly  straight  road.  Even  long  distance 
airmen  will  tell  you  that  flying  in  a  straight  hne  for 
hour  after  hour  becomes  terribly  irksome,  and  they 
often  yearn  for  the  motor  or  cycle  and  the  turnings 
and  twistings  of  the  road. 

The  increasing  amount  of  motor  traffic  and  the 
possible  conversion  of  some  main  through  routes  for 
the  use  of  motor-cars  alone  has  caused  the  Transport 
Mnistry  to  con^-ider  the  question  of  making  special 
cycHsts'  paths.  Whether  these  ultimately  will  be 
constructed  is  conjecture  at  the  time  of  writing,  however, 
such  paths  for  the  sole  use  of  cycUsts  are  quite  common 
in  some  parts  of  the  Continent,  notably  in  Belgium, 
Holland,  and  France. 

In  the  rural  districts  the  paths  are  used  by  cyclists 
and  pedestrians  together,  and  it  is  only  near  populous 
parts  that  the  special  cycHsts,  paths,  are  reserved  for 
their  exclusive  use. 


CHAPTER  XIII 

THE   WEIGHT  QUESTION 

There  is  no  subject  in  connection  with  cycle  making 
that  has  been  more  discussed  among  riders  and  makers 
than  the  all  important  weight  question.  It  is  obvious, 
without  much  explanation,  that  where  human  power 
alone  is  employed  for  propulsion  the  weight  of  a  bicycle 
is  vital.  It  must  not,  however,  be  imagined  that  the 
lightest  bicycle  is  the  easiest  to  propel  in  all  cases 
without  other  consideration.  A  bicycle  frame  may  be 
so  light  that  kistead  of  resisting  the  torsional  and  other 
strains  imposed  on  it  by  the  rider  it  will  "  whip  " 
and  so  cause  power  to  be  lost  between  the  bottom 
bracket  and  the  rear  hub  by  setting  up  friction  in  the 
transmission. 

Hubs  and  bearings  that  are  too  small  cause  undue 
friction  by  binding  and  so  fail  to  roll  easily.  There 
is  also  the  danger  of  making  parts  so  light  that  they 
are  prone  to  breakage. 

There  has  been  a  great  tendency  during  the  past  few 
years  to  make  bicycles  unnecessarily  heavy.  This 
is  accounted  for  in  various  ways,  the  explanation  being 
somewhat  difficult  to  arrive  at. 

The  chief  reason  is  that  makers  with  a  reputation  at 
stake  like  to  be  on  the  safe  side,  and  they  argue  that 
it  is  unwise  to  send  out  hght  machines  for  indiscriminate 
use.  All  riders  do  not  treat  a  bicycle  in  the  same 
manner,  and  where  A  would  use  a  feather-weight  for 
years  without  meeting  with  breakage  or  other  serious 
trouble,  B  would  smash  or  otherwise  damage  an  ultra 
hght  machine  in  the  first  few  hundred  miles. 

81 


82  THE   CYCLE   INDUSTRY 

There  is  an  art  in  riding  a  light  bicycle,  it  has  to  be 
ridden  gently  over  bad  sections  of  road.  The  rider 
must  not  sit  like  a  dead  weight  in  the  saddle  and  free 
wheel  down  hill  at  full  speed  and  rely  on  the  brakes 
to  stop   him  suddenly. 

Light,  thin  tyres  are,  of  course,  much  more  easily 
damaged  by  sharp  stones,  although  they  do  not,  as 
is  supposed,  puncture  more  readily;  that  is  a  question 
of  luck. 

A  hght  weight  touring  machine  for  an  average  weight 
rider  should  be  procurable  at  30  to  32  lbs.  with  three- 
speed  hub  gear,  brakes,  mudguards,  semi-racing  saddle, 
and  rat-trap  pedals,  but  minus  bell,  bag,  and  lamps. 
Unfortunately,  the  great  majority  weigh  between  38  and 
40  lbs.,  and  some  are  much  more. 

If  a  tourist  wants  greater  comfort  and  reliability 
than  can  be  obtained  with  such  a  specification  as  above 
he  must  be  prepared  to  push  along  about  45  to  50  lbs. 
Many  full  tourist  machines  with  heavy  spring  saddle,  gear 
case,  If  in.  tyres,  wide  rubber  pedals,  and  three-speed 
hub,  weigh  quite  as  much  as  50  lbs.  and  sometimes  more. 

Comfort  must  be  sacrificed  to  some  extent  to  secure 
lightness,  and  it  is  for  the  individual  to  decide  what  he 
thinks  will  best  suit  his  or  her  requirements. 

Generally  speaking,  the  clubman  will  have  a  fairly 
light  machine ;  he  is  usually  a  practised  rider  and  knows 
how  to  humour  his  mount.  Club  life  tends  to  increase 
the  demand  for  hghter  machines,  because  the  newly- 
fledged  member  with  a  heavy  bicycle  soon  finds  that 
he  is  outpaced,  particularly  up  hill,  by  men  of  less 
strength  but  equipped  with  a  machine  perhaps  15  to 
20  lbs.  lighter  than  his  own. 

Omitting  track  racing  machines,  there  can  be  said 
to  be  four  classes  of  bicycles  used  on  the  road. 

1.  TJie  road  racer.     An  absolutely  stripped  machine. 


THE   WEIGHT    QUESTION  83 

without  brakes,  free  wheel,  or  mud  guards.  Fitted  with 
very  hght  tubular  tyres  on  wood  rims  and  the  hghtest 
possible  saddle.     Weight  varies  from  20  to  25  lbs. 

2.  Ths  light  roadster.  This  type  has  If  in.  tjn-es,  steel 
or  wood  rims,  one  brake,  free  wheel,  celluloid  or  very 
light  steel  mudguards.  A  single  gear  is  used  and 
rat-trap  pedals.     Weight  25  to  30  lbs. 

3.  The  light  touring  roadster.  The  specification  of  a 
typical  model  will  be  If  to  1 1  in.  tyres,  steel  rims,  heavier 
mudguards  than  No.  2,  a  three  speed  hub  gear,  a  shghtly 
heavier  saddle,  two  brakes.     Weight  30  to  35  lbs. 

4.  The  touring  roadster.  This  type  is  sometimes 
facetiously  termed  a  Dreadnought.  Its  equipment  will 
be  :  28  in.  wheels.  If  in.  tyres,  two  brakes,  metal  or  leather 
gear  case,  three-speed  hub  gear,  three-coil  heavy  saddle, 
wide  rubber  pedals,  splashguard,  and  luggage  carrier. 
Weight  up  to  50  lbs. 

None  of  the  above  includes  accessories  such  as  bell, 
lamps,  toolbag,  touring  valise,  or  other  impedimenta 
which  may  be  necessary  when  touring,  and  which  may 
add  from  5  lbs.  to  7  lbs.  to  the  weight. 

Some  riders  will  start  out  for  a  week's  tour  and  ride 
one  of  the  lightest  of  bicycles,  say,  the  No.  2,  and  by 
sending  on  luggage  by  post  or  rail  manage  quite  well 
and  be  happy  and  comfortable.  Another  would  not 
think  of  going  out  for  a  week-end  ride  without  carrying 
his  own  luggage  on  a  No.  4,  with  lamps,  bell,  toolbag, 
etc. 

The  speed  of  the  rider  of  No.  2  would  possibly  average 
12  miles  an  hour,  whilst  he  on  No.  4  would  be  quite 
satisfied  with  8  miles  per  hour,  or  even  less. 


CHAPTER  XIV 

THE    BICYCLE   ON   THE   CONTINENT 

A  BOOK  on  the  cycle  industry  would  hardly  be  complete 
without  a  chapter  on  the  Continental  type  of  machine 
and  some  reference  to  British  cycles  used  on  the 
Continent. 

The  French  are,  perhaps,  the  next  largest  users  of 
the  bicycle  to  the  British.  The  pastime  has  made 
great  strides  there  in  the  last  ten  or  twelve  years. 
Races  are  extremely  popular  with  Parisian  crowds  and 
they  throng  weekly  to  both  winter  and  summer  tracks, 
the  former  being  covered  in  to  protect  them  and  the 
spectators  from  the  elements. 

The  average  French  cyclist  is  rather  different  from 
a  British  rider ;  he  is  seldom  a  tourist  and  appears  to 
follow  the  pastime  more  for  the  sport  of  racing  than 
riding  from  town  to  town  on  touring  bent.  The  French 
bicycle  is  therefore,  as  may  be  expected,  largely  of  the 
road  racing  type.  It  is  more  often  minus  brakes, 
mudguards  and  similar  fittings,  has  light  wood  rims, 
small  light  tyres,  and  no  free  wheel.  Some  of  the  road 
machines  used  in  the  neighbourhood  of  Paris  and  other 
large  cities  are  marvels  of  lightness.  Their  riders  adopt 
a  racing  attitude,  and  so  noticeable  is  the  difference 
between  French  and  British  riders  that  the  latter's 
nationality  would  be  known  at  a  glance  by  their  more 
upright  position  in  the  saddle. 

The  free  wheel  and  the  three-speed  hub  had  been  in 
use  for  years  in  this  country  before  French  makers 
took  any  notice  of  either.  The  French  mechanic  is 
most   ingenious   and   had   designed   and   made   many 

84 


THE  BICYCLE  ON  THE  CONTINENT         85 

different  types  of  change  speed  gears  for  bicycles,  but 
none  caught  on,  and  now  if  a  change  speed  gear  is 
specified  by  a  French  rider  it  is  usually  a  British  Sturmey- 
Archer  that  is  suppUed,  if  and  when  obtainable.  On 
the  other  hand,  many  British  racing  cyclists  favour  a 
certain  type  of  French  racing  bicycle  which,  in  small 
nmnbers,  is  being  imported  into  this  country.  British 
touring  bicycles  are  very  much  admired  by  certain 
classes  of  French  riders  and  they  often  pay  very  high 
prices  for  a  British  made  machine,  but  generally  speak- 
ing the  trade  is  small  on  account  of  an  almost  prohibitive 
import  tariff  on  bicycles  of  about  Is.  per  pound  weight. 

At  one  time  the  leading  British  cycle  makers  all  had 
big  sales  depots  in  Paris,  but  the  Government,  goaded 
by  the  French  makers,  gradually  squeezed  them  out 
one  by  one  by  raising  the  tariff  higher  and  higher  as  the 
French  cycle  makers'  production  facilities  increased. 

History  is  repeating  itself  in  regard  to  motor  cycles, 
and  several  British  firms  opened  agencies  in  Paris 
before  the  war.  It  is  expected  that  their  fate,  in  due 
course,  will  be  that  of  the  pedal  cycle  makers. 

With  regard  to  other  Continental  countries  the  British 
bicycle  is  favoured  everywhere  by  those  who  know  what 
a  bicycle  should  be.  Since  the  war  it  is,  however, 
very  difiicult  to  speak  confidently  of  the  future.  Russia, 
Spain,  Sweden,  Norway,  Denmark,  etc.,  were  all  large 
buyers  of  British  bicycles  up  to  August,  1914,  and 
doubtless  will  be  purchasers  again  when  conditions  are 
more  settled  and  our  home  and  colonial  trade  is  supplied. 

In  pre-war  days  Germany  conducted  a  big  business 
in  bicycles  in  all  the  Continental  countries,  and  will 
no  doubt  make  every  effort  to  restore  those  connections 
to  their  former  proportions.  At  the  time  of  writing, 
Germany  is  very  short  of  rubber  for  tyres,  but  that  will 
not  prevent  the  exportation  of  bicycles  without  tyres, 


86  THE    CYCLE   INDUSTRY 

provided  the  German  makers  can  obtain  sufficient 
supplies  of  other  material  such  as  steel  tubing,  saddle 
leather,  etc.  The  rate  of  exchange  is  against  Germany 
at  present  and  likely  to  be  for  some  years,  so  that  it  is 
almost  useless  to  make  any  comparisons  that  are  likely 
to  be  of  value. 

Touring  on  the  Continent.  It  is  the  ambition  of  almost 
all  cyclists  to  make  one  cychng  journey  to  the  Continent. 
The  change  of  scene,  customs,  dress,  and  language  alone 
repay  the  rider  for  any  inconvenience  that  may  be 
experienced,  without  counting  the  old  world  towns  and 
cities  that  may  be  visited  in  France,  Belgium,  and 
Holland,  to  name  the  three  countries  most  easy  of  access 
from  our  shores.  The  CycHsts'  Touring  Club,  Euston 
Road,  London,  N.W.,  work  in  conjunction  with  similar 
associations  in  the  countries  named  and  advise  members 
as  to  routes,  hotels,  customs  duties,  and  other  particulars 
necessary  to  know  before  undertaking  a  Continental 
tour. 


CHAPTER   XV 

MILITARY   AND    OTHER   SERVICE    BICYCLES 

The  advantages  of  a  bicycle  for  military  purposes  have 
been  advocated  ever  since  the  introduction  of  the 
safety,  and  a  branch  of  the  old  volunteer  service,  followed 
later  by  the  Territorial  Army,  has  always  had  a  cycling 
section  or  sections  attached  to  it.  The  War  Office  had 
not  been  too  enthusiastic  on  the  subject  until  the  Great 
War  of  1914-19,  when  the  CycHsts'  Section  became  a 
recognized  and  valuable  unit  of  Kitchener's  Army,  and 
the  War  Office  placed  very  big  orders  for  bicycles  with 
many  of  the  largest  firms  in  the  industry. 

In  the  old  days  the  cyclist  sections  were  attached 
to  volunteer  regiments  all  over  the  country,  but  the 
Government  gave  very  little,  if  any,  assistance  in  the 
purchase  of  the  bicycle  and  made  no  attempt  to 
standardize  the  machines — a  very  essential  thing  where 
any  article  is  used  for  military  purposes. 

The  cyclist  sections  paraded  at  the  usual  annual 
camp  meetings  and  engaged  in  manoeuvres,  some  of 
a  highly  instructive  description  to  the  men  engaged 
and  authorities  alike  ;  all  honour  and  praise  to  those 
who  worked  hard,  against  strong  opposition  at  times, 
to  prove  the  handiness  and  extreme  mobility  of  a  soldier 
when  mounted  on  a  bicycle. 

Various  forms  of  military  machine  saw  the  light  some 
years  ago.  One  was  a  four-wheeler,  or  quadricycle, 
propelled  by  two  or  more  men  and  carrying  a  machine 
gun  ;  another  hauled  a  small  gun  or  machine  gun  behind, 
and  was  propelled  by  riders  seated  tandem  or  in  fours. 
This  was  mostly  during  the  days  of  solid  or  cushion 

87 

7— (1466H) 


88  THE   CYCLE   INDUSTRY 

tyres ;  with  the  advent  of  the  pneumatic  tyre  mihtary 
cycUng  was  mostly  confined  to  the  use  of  bicycles  of  the 
solo  pattern. 

Carbines  or  rifles  were  carried  on  the  machines  in 
much  the  same  manner  as  they  are  to  be  seen  in  the 
Army  Cyclists  Corps  to-day. 

In  war  the  advantages  of  a  cyclist  corps  are  that  a 
small  body  of  men  can  push  forward  to  reconnoitre  and 
act  as  a  scouting  party;  where  roads  exist,  they  can, 
with  the  aid  of  a  bicycle,  cover  about  three  times  the 
distance  of  foot  soldiers  and  yet  be  fresh  and  ready  to 
engage  in  a  skirmish.  The  bicycle  enables  men  to  push 
forward  and  make  camping  arrangements  in  advance 
of  the  main  body,  and  to  carry  out  multifarious  duties 
that  in  other  cases  would  entail  the  use  of  horses  which 
might,  by  reason  of  the  noise  they  create,  cause  their 
presence  to  be  known  to  an  enemy. 

Modem  cyclists  who  carry  out  miUtary  duties  recognize 
that  the  bicycle  is  only  suitable  for  certain  purposes, 
and  that  in  some  instances  it  would  be  only  an  impedi- 
ment. Having  recognized  the  faihngs  and  advantages 
of  a  bicycle  in  war,  it  will  probably  be  more  largely 
used  than  ever  in  the  future  by  mihtary  authorities 
of  this  and  other  countries. 

As  mentioned  earlier  in  this  chapter,  the  War  Ofl&ce 
placed  huge  orders  for  bicycles  with  the  cycle  manu- 
facturers of  the  Midlands  soon  after  the  war  commenced 
in  1914,  and  bought  up  all  the  available  suitable  stocks 
they  could  obtain.  Thousands  of  these  machines  went 
to  Flanders  and  France  and  other  overseas  countries. 
Thousands  came  back  to  this  country  and  were  sold 
by  auction  along  with  those  from  home  camps  which 
were  no  longer  required.  These  sales  undoubtedly 
affected  the  retail  trade  in  bicycles  throughout  the 
country. 


MILITARY   AND    OTHER   SERVICE    BICYCLES  89 

The  Continental  army  authorities,  particularly  in 
France,  have  long  recognized  the  extreme  practicability 
of  cycles  in  war,  and  the  French  army  have  largely 
adopted  a  bicycle  with  a  folding  frame  made  by  one  of 
its  largest  and  best  known  manufacturers.  This 
machine,  when  folded,  can  be  slung  across  a  soldier's 
back  when  the  ground  is  too  broken  to  allow  a  bicycle 
to  be  ridden.  Thus,  the  French  soldier-cychst  is  supplied 
with  a  rapid  means  of  transit,  and  whole  companies 
are  equipped  with  these  folding  machines  and  move 
very  rapidly  from  place  to  place. 

If  the  Postal  Service  of  the  country  does  not,  at  the 
moment,  rank  equally  in  importance  with  the  Military 
Service,  it  is  nevertheless  most  essentially  a  branch 
of  the  Government  of  the  country,  and  it  makes  very 
large  use  of  the  bicycle  and  the  tricycle  in  the  collection 
and  dehvery  of  letters,  parcels,  and  telegrams. 

Rural  postmen,  post  worn  en,  and  telegraph  girls  and 
boys  would  be  lost  without  bicycles  to  carry  them 
swiftly  from  village  to  village,  and  if  they  were  to  wake 
up  some  morning  to  find  themselves  deprived  of  their 
use  they  would,  perhaps,  appreciate  them  more  than 
they  do  now. 

The  G.P.O.  employs  a  special  staff  to  control  its 
bicycle  contracts,  to  supervise  and  inspect  their  manu- 
facture and  repair,  and  generally  look  after  its  interests 
at  the  factories  it  favours  with  its  contracts.  The 
cycles  used  by  the  G.P.O.  are  bicycles  for  telegraph 
messengers,  and  postmen,  and  in  some  towns  carrier 
tricycles,  with  baskets  in  front,  for  collection  of  letters 
from  suburban  pillar  boxes  and  branch  offices.  These 
machines  are  painted  or  enamelled  the  famihar  G.P.O. 
red,  and  when  in  dock  for  any  serious  repair  they  are 
sent  to  a  central  depot  for  attention.  Minor  repairs 
are  dealt  with  by  local  cycle  mechanics  acting  under 


90  THE    CYCLE    INDUSTRY 

instructions  from  the  postmaster  of  the  town  or 
district. 

Most  of  the  machines  have  to  be  capable  of  resisting 
somewhat  rough  treatment,  and  it  is  surprising  how  well 
they  survive   it. 

The  Postmaster-General,  hke  many  other  Government 
officials,  does  not  enter  too  deeply  into  details  in  con- 
nection with  his  department,  or  he  would  know  that  a 
proper  dry  housing  for  bicycles  is  essential  if  they  are  to 
be  kept  in  good  condition,  and  an  occasional  cleaning 
and  oiling,  other  than  the  desultory  attention  they 
receive  at  the  hands  of  the  staff  who  ride  them,  is  as 
essential  to  their  well-being  as  to  any  other  piece  of 
machinery.  In  the  meantime,  any  odd  corner  out  of 
the  way  is  good  enough  for  the  G.P.O.  bicycle. 


CHAPTER   XVI 

IN   THE    FACTORY 

There  are  practically  two  different  types  of  factory 
in  the  cycle  trade,  one  where  the  machine  is  made 
throughout  from  rough  stampings,  castings,  unpolished 
tubes,  etc.,  the  other  where  the  machine  is  assembled 
from  parts  produced  in  component  factories.  The 
difference  between  the  two  is  that  the  first  possesses  a 
much  larger  plant  than  the-  second,  because  all  the 
machining  operations  have  to  be  done  in  the  former 
case,  whereas  in  the  latter  the  plant  consists  mostly 
of  enamelling,  polishing,  and  plating  conveniences  and 
sundry  bench  tools  and  jigs. 

Broadly  speaking,  the  first  class  of  manufactory  has 
a  much  larger  staff  and  is  confined  to  the  production 
of  high-class  machines,  which  are  designed  and  made 
throughout  on  the  premises.  Such  machines  are 
distinctive  in  appearance  and  their  makers  do  not  sell 
the  parts  they  produce  to  assemblers,  so  that  their 
special  features  cannot  be  copied.  Naturally,  a  machine 
of  this  class  is  more  expensive  and,  generally  speaking, 
will  command  a  higher  price  on  the  second-hand  market. 
The  reason  for  increased  cost  is  not  far  to  seek.  The 
operatives  who  produce  the  machines  are  better  paid, 
there  is  a  staff  to  pay,  managers,  clerks,  foremen, 
draughtsmen,  storekeepers,  etc.  Broadly  speaking,  the 
larger  the  works  the  cheaper  it  should  be  able  to  produce, 
because  1,000  machines  per  week  can  be  made  with  the 
same  staff,  or  approximately  the  same  staff,  as  is  required 
for  500  machines  per  week. 

91 


92  THE   CYCLE   INDUSTRY 

Arguing  on  these  lines,  the  bicycle  produced  in  a 
factory  where  all  the  parts  are  made  from  rough  material 
should  be  obtainable  by  the  pubhc  at  a  less  figure  than 
one  put  together  by  an  assembler.  However,  this  is 
not  always  the  case,  because  the  assembler  often  works 
himself,  is  perhaps  assisted  by  relatives,  and  their  time 
is  not  calculated  at  the  same  rate  of  remimeration  as 
prevails  in  a  modern  factory.  Again,  the  assembler's 
output  is  very  small ;  he  can,  and  does  sell  all  he  can  put 
together  practically  without  advertising  costs,  depending 
on  personal  recommendation. 

Several  large  factories  are  now  devoted  almost  ex- 
clusively to  the  production  of  bicycles  for  the  trade, 
i.e.  their  owners  cut  off  all  advertising  and  pubUcity 
charges,  reduce  the  expenses  of  their  staff  and  other 
items  to  a  low  ebb,  and  undertake  contracts  to  supply 
the  large  stores,  co-operative  societies,  and  others  with 
bicycles  that  are  sold  under  the  trader's  own  name 
although  he  or  they  may  have  no  factory.  On  the  whole 
such  machines  are  of  a  rather  inferior  grade,  they  are 
made  to  sell  at  a  price  and  cannot  be  produced  with 
the  same  care  or  with  the  conscientious  spirit  of  a 
manufacturer  who  has  a  reputation  to  uphold. 

The  fact  that  the  purchaser  who  makes  the  contract 
for  a  quantity  of  bicycles  is  in  a  position  to  go  elsewhere 
for  a  cheaper  hne  at  any  time  detracts  from  the  esprit  de 
corps  that  should  exist  among  the  staff  of  a  large  factory, 
and  as  they  know  that  at  any  period  the  contract  may 
be  taken  to  another  firm,  they  naturally  lose  interest 
in  their  work.  Altogether,  the  maker  who  supplies 
the  trade  is  in  an  unenviable  position — he  is  not  building 
up  a  business  for  himself,  but  adding,  if  his  machines 
are  good,  to  the  lustre  of  others  who  only  consider  him 
so  long  as  they  are  able  to  grind  down  his  price  to  their 
required  level  of  cheapness. 


IN   THE   FACTORY 


93 


There  is  a  great  temptation  in  factories  where  machines 
of  this  description  are  made  to  cut  the  wages  of  the 
workers  to  secure  contracts,  and  altogether  it  is  rather 
a  sordid  sort  of  business  without  much  to  hve  for  except, 
perhaps,  cutting  out  a  competitor  by  fair  means  or 
otherwise. 

On  the  other  side  of  the  picture  there  is  much  that 
appeals  to  one  in  a  factory  of  the  best  class,  where  the 


.^-  ->r?Ei^&*v 


Fig.  21 
The  '  Triumph  "  resiUent 
front  fork,  in  which  the 
fork  blades  are  arranged 
to  provide  a  certain  degree 
of  elasticity' 


Fig.  22 

In  this  type  of  "Triumph  " 
bottom  bracket  the  cen- 
tres of  the  two  shafts, 
pedal  axle  and  rear  hub, 
are  increased  or  decreased 
to  adjust  the  tension  of 
the  driving  chain 


directors  or  owners  have  a  pride  in  putting  their  trade 
mark  on  every  machine  that  leaves  the  works.  The 
staff  and  workers  have,  I  feel  sure,  from  personal  experi- 
ence an  increased  interest  in  their  daily  task,  quick 
to  resent  any  slur  cast  on  the  productions  with  which 
they  are  so  closely  allied.  In  most  of  the  best  factories 
I  have  had  practical  experience  that  this  state  of  affairs 
exists,  despite  what  may  be  written  and  said  about  the 
extremist  views,  commonly  called  Bolshevism. 

In  a  large  factory  the  organization  of  a  cycle  producing 
staff  is  as  complicated  and  efficient  as  in  any  other  branch 


94  THE   CYCLE   INDUSTRY 

of  modern  mechanical  engineering.  The  innumerable 
parts  of  a  bicycle  render  the  organizing  of  production 
in  large  quantities  a  question  of  brains  and  system. 
Time  was  when  engineers  in  some  other  branches  rather 
looked  down  on  cycle  factories  as  the  home  of  the 
inefficient,  but  the  trade  journals  of  the  mechanical 
world  have  recognized,  more  particularly  during  recent 
times,  that  a  high-class  cycle  factory  possesses  some  of 
the  best  brains  in  light  mechanical  engineering,  and 
some  of  the  best  plants  of  tools  and  machinery  it  is 
possible  to  obtain. 

The  parts  of  a  bicycle  are  produced  with  such  accuracy 
to-day  that  every  detail  is  absolutely  interchangeable 
with  another  if  the  machine  emanate  from  a  firm  bearing 
one  of  the  well-known  names  in  the  trade. 

High- class  firms  have  a  drawing  office  where  all  the 
details  are  worked  out  on  paper  to  fractions  of  an  inch, 
and  here  are  designed  all  the  tools  for  the  rapid  produc- 
tion of  the  parts  with  a  mathematical  accuracy  that 
ensures  easy  fitting  in  the  shops.  Nothing  escapes 
the  vigilant  eyes  of  the  head  of  this  department  who, 
in  conjunction  with  the  tool  room  manager,  is  responsible 
for  every  part  of  a  fresh  design  going  together  with 
smoothness  and  precision. 

Then,  when  production  is  proceeding,  each  part  is 
inspected  by  viewers.  This  department  is  a  most 
important  one,  and  in  a  high-class  factory  is  always 
so  regarded.  The  viewer  may  in  some  cases  be  quite  a 
subordinate,  but  he  or  she  is  provided  with  most  accurate 
gauges  which  are  tried  on  every  part  ;  with  hghtning 
like  quickness  the  gauge  detects  inaccurate  workmanship, 
an  error  or  wear  of  tools,  and  back  go  the  faulty  parts 
to  the  producer  to  be  rectified  or  they  may,  on  detection, 
have  to  be  scrapped  altogether. 

It  is  only  by  such  means  that  a  perfect  bic3Tle  can  be 


IN   THE    FACTORY  95 

produced,  so  far  as  interchangeability  is  concerned  in 
one  factory.  There  are,  however,  standards  of  produc- 
tion that  enable  all  the  manufacturers  in  the  trade  to 
work  to  fine  limits  on  certain  parts  that  have  been 
accepted  by  the  Engineering  Standards  Committee  as 
standards. 

Thus,  tyre  rims  have  been  standardized  so  that  any 
make  of  tyre  cover  will  fit  a  standard  rim.  Certain 
threads  on  screws,  nuts,  spokes,  pedal  pins,  etc.,  are 
standardized,  yet  much  remains  to  be  done  in  this 
direction. 

Manufacturers  are  accused  of  apathy  in  the  direction 
of  standardization  of  parts  because  there  is  no  great 
desire  among  them  for  A's  parts  to  fit  B's  machine. 
Various  reasons  are  assigned  for  this  reluctance,  among 
them  that  makers  could  not  charge  what  they  liked 
for  certain  screws,  nuts,  etc.,  if  one  could  buy  A's  and 
B's  nuts  in  open  competition  to  fit  either  make  of  machine 
indiscriminately. 

Personally,  I  do  not  attach  much  importance  to  this 
view  because  the  supply  of  repair  parts  and  replacements 
is  not  a  lucrative  part  of  a  big  cycle  factory's  equipment 
and  may  be  most  unremunerative. 

I  consider  the  greater  problem  is  that  A  may  have 
a  very  fine  tool  plant  and  he  is  not  disposed  to  scrap 
it  or  give  it  away  to  enable  him  to  adopt  B's  standard 
and  vice  versa.  Also,  it  is  imwise  in  the  case  of  a  really 
high  grade  bicycle  to  allow  any  tinkerer  in  a  country 
town  to  fit  standard  screws,  nuts,  cups,  cones,  and  other 
parts  to  a  carefully  made  machine,  for  the  cups,  cones, 
etc.,  may  be  standard  but  yet  inferior  to  those  that 
were  originally  fitted. 


CHAPTER  XVII 

ACCESSORIES 

Under  the  above  heading  are  all  the  parts  used  on  a 
bicycle  that  are  not  catalogued  with  the  machine  under 
its  specification  and  price.  Also,  one  might  say,  saddles, 
pedals,  and  tool-bags  are  accessories  ;  these  are  always 
included  in  the  price  of  a  bicycle,  yet  bells  and  lamps 
are  seldom,  if  ever,  thrown  in.  Doubtless  there  are 
good  and  sufficient  reasons  for  this  method  of  trading, 
although  one  or  two  manufacturers  did  make  an  attempt 
some  years  ago  to  initiate  the  method  of  selUng  a  bicycle 
complete  and  ready  for  the  road.  The  chief  reason  for 
selling  sundries  apart  are  that  individual  taste  differs  : 
some  will  equip  the  cheapest  form  of  bicycle  with 
expensive  lamps,  bell,  luggage-carrier,  etc.  ;  whereas 
others  will  have  the  very  best  bicycle  obtainable  and 
do  not  mind  cutting  down  cost  in  the  equipment. 

The  manufacture  of  accessories  is  a  separate  branch 
of  the  industry,  and  has,  like  the  actual  cycle  produc- 
tion, grown  from  small  businesses  to  the  very  large 
factories  that  are  now  solely  devoted  to  such  articles 
as  saddles,  bells,  tool-bags,  lamps  for  oil  and  acetylene 
gas,  tyre  pumps,  and  a  host  of  other  articles  that  may 
be  seen  displayed  in  the  windows  of  cycle  and  accessory 
depots  and  shops 

The  two  most  important  accessories — Clamps  and 
saddles — were  quite  early  a  separate  branch  of  the 
trade.  To  Mr.  John  Harrington  is  probably  due  the 
earliest  introduction  of  a  spring  bicycle  saddle  :  it  was 
known  as  Harrington's  Cradle  Spring  Saddle  and,  as 
will  be   seen  by  the   accompanying  illustration,   was 

96 


ACCESSORIES 


97 


composed  of  a  steel  wire  frame,  with  the  now  familiar 
leather-blocked  top  extending  from  peak  to  cantle. 
The  Harrington  saddles  were  manufactured  for  many 
years  by  Messrs.  William  Middlemore  at  Coventry  and 
Birmingham,  Middlemore  saddles  being  still  manu- 
factured in  the  heart  of  the  cycle  industry  at  Coventry  ; 
but  the  "  cradle  "  design  is  no  longer  employed.     Most 


Fig.  23 

THE   HARRINGTON   CRADLE    SPRING   SADDLE,  FITTED 

TO   THE   BACKBONE    OF   A   HIGH   BICYCLE 


cycle  saddles  are,  however,  stretched  on  a  wire  frame, 
either  coil  springs  of  the  horizontal  or  vertically-wound 
type  being  used  to  support  the  leather. 

Lamps  used  on  high  bicycles  were  constructed  to 
bum  oil :  they  could  not  be  carried  on  any  fixed  portion 
of  the  machine  whence  they  could  throw  a  light  on  the 
road,  so  one  of  the  pioneer  lamp  makers — Salisbury  or 
Lucas — introduced  a  hub  lamp  which  swung  suspended 


98  THE    CYCLE   INDUSTRY 

from  the  centre  or  hub  of  the  large  front  wheel  between 
the  spokes.  As  may  be  imagined,  the  bearing  at  the 
top  of  the  lamp,  which  opened  to  embrace  the  hub 
spindle,  very  often  fitted  a  little  tight,  or  the  method 
of  adjusting  it  went  wrong  ;  then  the  lamp  stuck  and 
rotated  with  the  spindle. 

With  the  introduction  of  the  safety  bicycle,  head 
lamps  became  the  order  of  the  day.  At  first,  these 
were  attached  to  their  bracket  without  a  spring  con- 
nect ".on,  or  spring  back  as  it  is  termed.  Subsequently, 
various  spring  devices  were  brought  out  to  insulate  the 
lamp  from  vibration  ;  but  the  present  arrangement 
survived  them  all,  and  is  sufficiently  well  known  to 
need  no  description. 

Somewhere  about  1888  to  1890,  so  far  as  I  remember, 
I  bought  my  first  acetylene  gas  lamp.  It  came  from 
United  States  of  America,  and  was  called  "  The  20th 
Century."  I  have  secured  an  illustration  of  this  lamp, 
which  had  no  spring  back,  although  it  was  adjustable 
for  focusing  the  light  on  the  road.  It  was  rather  a 
heavy  specimen,  but  gave  a  splendid  illumination  and 
caused  some  envy  among  my  club  mates  for  several 
weeks.  The  principle  of  gas  generation,  by  water 
dropping  on  the  carbide  from  the  top  compartment 
behind  the  lens  and  burner  carrier  ;  the  carriage  of  the 
carbide  in  a  vessel  below  the  water  reservoir  ;  and  the 
adjustment  of  the  feed  of  water  by  a  screw-down  needle 
has  not  changed  from  that  day  to  the  present  time. 
The  only  addition  has  been  the  spring  back  for  cycle 
lamps  and  a  separate  generator  for  motor  cycle  lamps. 

In  the  separate  generator  type,  the  gas  is  conveyed 
by  rubber  tubing  to  the  burner  of  a  separate  lamp  from 
a  separate  vessel  holding  water  and  carbide.  Greater 
carbide  and  water-carrying  capacity,  heavier  lamps, 
and  consequent  increased  weight  caused  the  lamp  and 


ACCESSORIES 


99 


generator  portions  to  be  divided,  because  it  was  found 
that  heavy  lamps  of  the  self-contained  pattern  broke 
the  lamp  brackets. 

In  addition  to  oil  and  gas  lamps,  candle-burning 
lamps  have  been  tried,  but  were  not  popular  on  account 
of  the  poor  illuminating  power  of  a  candle  and  the 
propensity  they  had  to  throw  melted  wax  on  to  the 
lamp  glass,  thus  obscuring  the  light. 


Fig.  24 

AN   AMERICAN   GAS   LAMP 

The  first  of  its  kind  to  be  used  on  cycles  in  England 


Electric  lamps  for  cycles  and  motor  cycles  are  of 
three  descriptions  :  (1)  Those  where  the  current  is 
taken  direct  from  a  dry  battery  or  accumulator  ;  (2) 
where  the  current  is  derived  from  a  generator  which 
illuminates  the  lamp  direct  without  the  intervention 
of  an  accumulator  ;  (3)  the  motor  cycle  type  with 
generator  or  dynamo  (a  separate  unit  or  combined 
with  the  magneto,  and  termed  a  magdynamo),  which 
charges  an  accumulator  and  whence  the  current,  so 


100  THE   CYCLE   INDUSTRY 

held  in  reserve,  goes  to  the  lamp  or  lamps.  (This  last 
is  a  miniature  generating  set  as  used  on  motor-cars.) 

Electric  Hghting  for  cycles  usually  entails  greater 
weight  than  oil  or  gas  Hghting,  and  is  a  less  powerful 
illuminant  ;  but  it  is  cleaner  and  handier.  Acetylene 
gas  is,  at  present,  the  most  powerful  illuminant  for  its 
weight. 

No.  1 .  The  battery  type  has  a  dry  ceU  or  wet  battery 
carried  in  a  case  on  the  frame,  from  which  the  wires 
go  to  the  lamps. 

No.  2.  The  direct-type  generator  comprises  a  tiny 
dynamo  driven  by  friction  from  the  rim  or  tyre  of  one 
of  the  wheels  (usually  the  front  wheel),  the  wire  passing 
direct  to  the  lamp  or  bulb  holder.  The  tiniest  bulbs 
are  used,  seldom  exceeding  4  volts  and  more  often  less. 

No.  3.  This  consists  of  a  fairly  heavy  dynamo  or 
generator ;  an  accumulator  battery  weighing  up  to 
15-20  lbs.  ;  and  the  connections,  switch,  etc.,  which 
may  total  30-35  lbs.  They  are  becoming  increasingly 
popular  on  motor  cycles,  and  provide  an  illuminating 
power  that  exceeds  the  average  size  of  gas  lamp  used 
on  a  motor  cycle.  Their  advantages  are  cleanhness, 
and  the  fact  that  if  the  battery  is  attended  to  and  the 
machine  is  in  fairly  constant  use,  the  generator  main- 
tains a  supply  of  current  in  the  battery  which  is  always 
available,  without  the  mess  connected  with  the  cleaning 
and  recharging  of  acetylene  generators. 

Such  items  as  tool-bags,  luggage  panniers,  and  cases, 
and  similar  accessories,  made  of  leather,  fibre,  etc.,  are 
generally  made  by  the  saddle  firms. 

Speciahsts  in  celluloid  and  leather  look  after  the 
manufacture  of  tyre  inflators,  handles,  gear  cases  of 
leather,  and  celluloid  and  similar  goods. 

There  are  specicdists  in  many  other  small  accessories, 
too  numerous  to  mention  ;  in  fact,  the  accessory  trade 


ACCESSORIES  101 

is  even  more  subdivided  than  the  making  of  the  actual 
machines.  If  the  various  processes  were  dealt  with  in 
detail,  it  would  require  very  much  more  space  than 
there  is  at  my  disposal  to  touch  on  only  the  fringe  of 
each  one. 


CHAPTER   XVIII 

PIONEER   RIDES 

Nothing  has,  perhaps,  done  more  to  advertise  the 
bicycle  and  the  assistance  it  provides  than  the  long 
distance  pioneer  rides  of  years  ago,  when  intrepid 
cyclists  set  out  to  cross  the  Continent  of  Europe  or  to 
make  a  tour  of  the  world,  using  a  bicycle  wherever 
possible. 

Among  such  notable  performances  are  the  late 
R.  L.  Jefferson's  ride  from  London  to  Constantinople ; 
Charles  Terront's  journey  from  Petrograd  (then  St. 
Petersburg)  to  Paris ;  a  journalist's  tour  with  two  other 
cyclists  round  the  world,  etc.,  etc. 

The  writer  was  personally  acquainted  with  the  late 
R.  L.  Jefferson,  and  accompanied  him  on  a  30  mile 
ride  on  the  Saturday  before  he  left  England  for  Con- 
stantinople. Jefferson  rode  a  Rover  bicycle  and  did 
not  encumber  himself  with  a  vast  amount  of  luggage, 
relying  on  being  able  to  obtain  what  he  wanted  as  he 
went  along.  An  account  of  the  performance  that  was 
published  at  the  time  showed  that  in  many  parts  of 
Eastern  Europe  there  were  no  roads,  such  as  we  know 
them,  only  cart  or  mule  tracks  deep  in  mud  or  loose  with 
dust.  Jefferson  had  many  adventures  on  the  way, 
but  eventually  reached  his  goal  and  repeated  the 
performance  at  a  subsequent  date,  using  a  small  single 
cylinder  Rover  motor-car. 

Terront's  ride  from  Petrograd  to  Paris  was  done  in 
1893,  and  accomplished  in  a  few  hours  more  than  four- 
teen days.  He  travelled  through  Russia,  Poland, 
Germany,  Belgium,  and  France,  and  was  accompanied 

102 


PIONEER   RIDES 


103 


during  part  of  the  time  by  pacemakers  on  bicycles. 
Moreover,  his  manager  and  friends  went  from  one 
stopping  place  to  another  by  train,  in  advance  of  the 
cyclist,  to  make  arrangements  for  his  reception.  Prac- 
tically everywhere  along  the  route  this  French  rider 
was  met  by  groups  of  cyclists  who  escorted  him  from 
point  to  point  and  showed  him  the  best  route  to  take 


Fig.  25 
A   MODERN   ladies'    DROPPED   FRAME   SAFETY   BICYCLE, 
BUILT   BY   RUDGE-WHITWORTH,  LTD. 


to  avoid  steep  hills  and  thick  traffic.  In  Russia  he 
had  rather  a  sorry  time  on  some  of  the  vilest  roads, 
or  apologies  for  them,  that  are  the  only  means  of  transit 
from  town  to  town  when  once  the  rider  is  away  from 
the  precincts  of   Petrograd. 

This  cross  Continental  journey  was  more  in  the  nature 
of  a  record  performance  than  Jefferson's  ride  to  Con- 
stantinople, because  Terront,  on  his  Rudge,  was  out  to 
do  the  distance  against  time.     He  set  himself  the  task 

8— (1466H) 


104  THE   CYCLE   INDUSTRY 

of  accomplishing  the  total  mileage  (2,000  miles)  in 
fourteen  days,  and  would  have  done  so  but  for  the  bad 
roads  in  Russia. 

In  comparing  these  rides  with  any  other  performance 
of  a  similar  nature  undertaken  with  the  aid  of  later 
inventions,  such  as  motor  cycles,  motor-cars,  and 
aeroplanes,  it  must  be  remembered  that  the  cyclists 
were  often  alone,  that  they  had  in  some  cases  literally 
to  carry  their  machines  over  precipitous  hills,  stony 
paths,  and  other  almost  impassable  places.  It  not 
only  speaks  well  for  their  grit  and  determination  that 
they  completed  their  tasks,  but  speaks  volumes  for  the 
bicycles  they  bestrode  that  they  ever  finished  the  journey 
as  complete  units.  In  fact,  the  bicycles  of  the  Fraser 
party,  and  I  think  Jefferson's  Rover,  shed  many  parts 
en  route  which  had  to  be  replaced  when  spares  were 
obtainable,  or  were  otherwise  patched  up  to  enable  the 
journey  to  be  completed. 


CHAPTER  XIX 

THE    MOTOR    CYCLE 

A  BOOK  dealing  with  the  cycle  industry  must  necessarily 
include  some  reference  to  the  petrol  propelled  type  of 
cycle  which  is  now  so  common  a  feature  of  our  roads. 
The  two  industries  are  also  so  closely  allied  that  one 
hardly  knows  where  one  begins  and  the  other  leaves  off. 
Practically  from  the  earliest  time,  when  inventors 
turned  their  attention  to  mechanical  propulsion  on  the 
road,  it  was  the  bicycle  rather  than  the  carriage  on  four 


i  iv^.     26 

THE    SPARKBROOK  TWO-STROKE   MOTOR   CYCLE, 

FITTED   WITH   A  VILLIERS  ENGINE 

The  magneto  is  in  the  flywheel 

wheels  that  they  sought  to  provide  with  an  engine. 
Thus  it  was  that  the  earhest  experiment  with  petrol 
propelled  vehicles  was  an  internal  combustion  engine 
fitted  to  a  bicycle  by  Messrs.  Daimler  and  Otto,  in 
Germany,  in  1886.  Little  was  heard  of  this  early  trial 
because  the  Otto-Daimler  engine  was  afterwards  utiHzed 
and  exploited  for  use  on  motor  cars.  In  1895  a  weird 
motor  bicycle  appeared  in  Paris,  made  by  two  engineers 
named  Wolfmuller  and  Geisenhof.    This  was  the  first 

105 


106 


THE    CYCLE   INDUSTRY 


machine  offered  for  public  use,  and  it  was  brought  to 
Humber's,  Coventry,  in  1896.  It  was  too  crude  to 
gain  the  attention  of  the  Coventry  makers  and  httle 
more  was  heard  of  motor  cycles  until  1897,  when  a 
Paris  firm  dealing  in  gramophones  introduced  the 
Werner  front  driven  bicycle  which,  owing  to  ingenuity 
and  fair  rehabihty  for  those  days,  rapidly  made  a  market. 
The  Werner  was  exploited  in  this  country  by  a  Coventry 
firm  called  the  Motor  Manufacturing  Co.,  who  occupied 
part  of  the  building  now  used  by  the  Daimler  Co. 


Fig.  27 

DETAILS   OF   THE   FLYWHEEL   MAGNETO   WHICH    IS   A 
FEATURE   OF   THE  VILLIERS   TWO-STROKE   ENGINE 


The  Werner  inspired  Coventry  cycle  mechanics  to 
try  their  hands  at  a  motor  bicycle,  but  several  early 
models  knowTi  to  the  writer  never  saw  more  than  the 
four  walls  of  the  shop  in  which  they  were  built,  because 
their  tests  never  got  to  the  road  stage. 

Two  Coventry  engineers,  named  Perks  and  Birch, 
were  among  the  first  to  produce  a  practical  British 
motor  cycle.  They  were  employed  by  Singer  &  Co., 
and  their  engine  was  carried  inside  the  wheel  of  the 
machine,  first  in  the  rear  wheel  and  afterwards,  for 
tricycles,  in  the  front  wheel.     It  was  probably  the  fii^st 


THE   MOTOR   CYCLE  107 

motor  bicycle  provided  with  magneto  ignition,  but  it 
was  of  what  is  termed  the  low  tension  t5rpe.  The 
modern  magneto  machine  produces  a  spark  in  a  different 
manner  and  it  is  of  a  different  nature  electrically.  As 
this  book  is  not  a  technical  treatise  on  motor  cycle 
construction,  the  reader  who  wishes  to  know  the  details 
of  various  forms  of  magneto  ignition  should  obtain 
Mr.  A.  P.  Young's  book.  The  Elements  of  Electro- 
Technics  (Sir  Isaac  Pitman  &  Sons,  Ltd.).  The  Singer 
bicycle  was  beautifully  made  and  most  ingeniously  con- 
structed, but  owing  to  the  lack  of  elasticity  in  the  trans- 
mission (it  was  geared  direct  to  the  wheel  by  toothed 
gearing)  the  vibration  of  the  engine  was  very  apparent 
to  the  rider. 

Between  the  advent  of  the  Singer  and  the  introduction 
of  the  Werner  a  good  deal  had  been  heard  over  here 
of  another  Parisian  production,  the  De  Dion  Bouton 
tricycle.  These  machines  had  been  privately  imported 
by  a  few  enthusiasts  in  1898-99,  but  at  the  Stanley 
Show  in  November,  of  1899,  the  Ariel  Cycle  Co.,  of 
Birmingham,  exhibited  a  motor  tricycle  and  a  quadri- 
cycle  (a  tandem  passenger  machine  with  four  equal 
sized  wheels).  Their  machine  was  made  under  licence 
from  the  owners  of  the  De  Dion  Bouton  patents,  as 
were  the  Eadie  and  Enfield  tricycles  and  quadricycles 
which  had  French  made  engines  and  accessories.  At 
the  same  exhibition  a  small  belt-driven  motor  bicycle, 
called  the  Minerva,  and  hailing  from  Antwerp,  made 
its  appearance  in  this  country. 

The  British  motor  cycle  industry  can  be  said  to  have 
started  with  the  Stanley  Show  of  1899,  because  very 
httle  was  known  about  motor  cycles  in  this  country 
until  that  time.  In  the  following  two  years  or  so  there 
was  hardly  a  cycle  maker  who  did  not  list  a  motor 
bicycle  with  a  Minerva  engine.     Belgian  and  French 


108  THE    CYCLE   INDUSTRY 

makers,  however,  were  not  to  have  everything  their 
own  way,  for  in  1903,  a  London  maker,  named  J.  A. 
Prestwich,  put  on  the  British  market  a  hght  engine  of 
28  lbs.  which  very  soon  leapt  to  the  front,  and  was  the 
precursor  of  the  popular  J. A.  P.  engines  of  to-day. 
Heavier  types  of  engine  were  fitted  to  Excelsiors,  and 
gradually  the  trade  increased.  Between  1905  and  1907 
the  demand  for  motor  cycles  showed  signs  of  a  slump; 


Fig.  28 

THE   SINGLE   CYLINDER  OMEGA   LIGHTWEIGHT 

SIDE-CAR  MODEL 

cycle  makers,  one  after  the  other,  gave  up  making  motor 
bicycles,  but  the  Bat,  Triumph,  Quadrant,  Rex,  J.A.P., 
and  many  others,  stuck  to  their  guns  and  despite  the 
vagaries  of  battery  ignition,  unsuitable  tyres,  and  other 
troubles,  they  were  eventually  rewarded  for  their  faith 
in  the  machine.  The  arrival  of  the  high  tension  magneto 
solved  the  trouble  of  accumulator  batteries,  and  firms 
who  were  fortunate  or  sufficiently  long  sighted  to  obtain 
delivery  of  these  machines  from  Germany,  hardly  ever 
looked  back.  Engines  increased  in  size  and  power, 
two  and  four-cyclinder  engines  were  introduced,  the 
latter  from  Belguim,  and  very  soon  practically  every 


THE   MOTOR   CYCLE  109 

youthful  and  ambitious  pedal  cyclist  was  yearning  for 
a  motor. 

London  clubs  instituted  trials  and  hiU  climbing 
competitions  on  a  big  scale,  and  the  advertisement 
obtained  from  these  largely  aided  the  sale  of  motor 
cycles.  For  a  very  long  time  the  daily  press  was 
extremely  cynical  respecting  motor  cycles  and,  in  some 
cases,  they  had  cause  to  be.     However,  Rome  was  not 


Fig.  29 

THE  6-H.P.    TWIN   CYLINDER    ROYAL    ENFIELD    SIDE-CAR 

MODEL 

The  engine  has  V  type  cyhnders 

built  in  a  day,  and  if  some  of  the  incompetent  critics 
on  the  daily  papers  had  tempered  the  wind  to  the  shorn 
lamb  a  little,  the  industry  would  not  have  been  so  long 
climbing  the  rungs  of  the  ladder  of  success. 

Up  to  about  1909-10  nearly  every  motor  cycle  was 
fitted  with  a  four-stroke  engine,  as  they  are  called  to 
differentiate  them  from  the  two-stroke  type.  Briefly, 
the  four-stroke  engine  has  a  power  impulse,  or  explosion, 
every  other  revolution  or  every  fourth  stroke  of  the 
piston  (down  and  up  being  counted  as  two  strokes), 
whereas  the  two-stroke  has  an  impulse  every  revolution 
or  every  two  strokes  of  the  piston. 


110  THE   CYCLE   INDUSTRY 

In  1909-10,  Alfred  A.  Scott,  a  Bradford  engineer, 
brought  out  a  two-cylinder,  two-stroke  bicycle,  and  it 
immediately  gained  prominence.  The  design  of  engine 
and  bic3'cle  was  clever,  and  as  the  modern  patterns 
have  won  the  Tourist  Trophy  race  in  the  Isle  of  Man  on 
more  than  one  occasion,  it  will  be  recognized  that  Mr. 
Scott  is  more  than  usually  learned  in  motor  cycle 
construction. 

Two-stroke  engines  had  existed  before,  notably  on 
the  Lepape  or  Bechrone  motor  cycle,  and  were  largely 
used  in  the  United  States  and  Canada  for  boat  propulsion 
in  smooth  inland  waters,  but  the  Scott  was  different 
from  these.  As  it  possessed  two  cylinders  and  the 
impulse  strokes  in  each  occurred  alternately  at  each 
revolution,  the  power  strokes  took  place  twice  during 
one  revolution  of  the  crank  shaft,  the  turning  effort 
being,  therefore,  equal  to  that  of  a  four-cylinder, 
four-stroke  engine. 

At  this  period  in  the  history  of  the  motor  cycle 
practically  every  cycle  maker  had  one  or  more  motor 
bicycle  models  to  offer,  and  many  who  had  discontinued 
their  manufacture  re-started.  In  addition,  many  purely 
motor  cycle  concerns  were  launched  to  make  nothing 
but  petrol  engine  propelled  machines.  The  success  of 
the  Scott  caused  a  number  of  makers  to  turn  their 
attention  to  the  two-stroke  engine,  which  was  found 
to  be  particularly  suitable  for  smaU  light  machines, 
and  the  little  two-strokes  were  produced  in  large  quan- 
tities at  lower  prices  than  had  obtained  previously. 
The  motor  cycle  now  began  to  settle  down  to  three 
classes  of  machine.  1.  A  small  two-stroke  lightweight 
for  solo  riding,  with  an  engine  of  2  H.P.,  to  sell  at  about 
^30  to  ;^40.  2.  A  medium  weight  four-stroke,  single 
or  twin  cyHnder  machine  for  serious  touring,  with  an 
engine  up  to  3  J  H.P.,  selUng  at  £50  to  £60.     3.  A  heavier 


THE    MOTOR   CYCLE 


111 


single  or  twin  cylinder  model  from  5  to  8  H.P.,  for  side- 
car touring,  and  costing  from  £75  to  £100  complete. 
(These  prices  have  since  been  approximately  doubled.) 

Up  to  now  the  motor  bicycle  only  has  been  dealt  with^ 
but  quite  early  in  the  history  of  the  industry  the  question 
of  carrying  a  passenger  in  a  fore-carriage  or  side-car 
was  seriously  attracting  the  attention  of  makers  and 
riders  alike.     The  trailer  and  the  quadricycle  were  the 


Fig.  30 

THE   4-H.P.   TWIX-CYLIXDER    HUMBER 

The  engine  is  of  the  horizontally  opposed  cylinder  type 


first  forms  of  passenger  attachment.  They  were  both 
superseded,  first  by  the  fore-carriage  attachment  and 
later  by  the  side-car.  Various  claims  have  been  made 
as  to  the  origin  of  the  side-car,  but  I  beheve  the  first 
practical  design  was  protected  by  a  smaU  London  firm 
of  cycle  makers  and  sold  to  the  Cycle  Components, 
Ltd.,  Birmingham.  The  idea  was  ridiculed  as  un- 
mechanical,  but  it  remains  to-day  the  most  economical 
form  of  passenger  motoring  and  without  it  not  more  than 
one-quarter  to  one-third  of  the  motor  bicycles  manu- 
factured would  be  sold.     The  manufacture  of  side-cars 


112  THE   CYCLE   INDUSTRY 

in  quantities  was  first  undertaken  by  Mills  &  Fulford, 
Coventry,  followed  by  W.  Montgomery,  of  Bury  St. 
Edmunds.  These  two  firms  were  for  several  years  the 
largest  makers  of  this  attachment,  which  was  usually 
bought  separately,  and  was  seldom  fitted  to  the  motor 
bicycle  until  the  latter  was  dehvered  to  the  customer. 
The  chief  advantage  claimed  for  it,  at  first,  was  that  it 
could  be  attached  to  and  removed  from  the  bicycle, 
so  converting  the  latter  from  a  solo  machine  to  a  pas- 
senger vehicle  and  vice  versa  at  will.  Its  chief  advantages 
were,  however,  that  it  allowed  rider  and  passenger  to 
converse  more  easily  than  the  fore-car  attachment,  and 
above  all  there  were  two  wheel  tracks  instead  of  three, 
as  with  a  fore-car.  Unmechanical  it  may  be,  but  it 
fills  the  bill  and  is  preferred  to-day  by  many  experienced 
motorists  to  any  small  car  that  is  obtainable  at  prices 
within  about  50  per  cent,  over  its  cost.  In  other  words, 
owing  to  its  speed,  simplicity,  economy,  and  reUabihty, 
a  side-car  combination  at  £200  is  often  a  better  purchase 
than  a  little  motor  car  at  ;£300. 

The  drawback  is  that,  however  well  protected  the 
passenger  may  be,  the  cycHst  has  to  face  bad  weather 
and  get  wet  as  in  the  case  of  solo  riding.  The  early 
forms  of  side-car  had  wicker  and  cane  chairs,  very  open 
and  draughty,  the  passenger  sat  bolt  upright,  and  there 
was  little  comfort  in  the  best  of  them.  To-day  a  side-car 
body  is  made  of  metal  or  wood,  has  a  side  door,  springs 
in  the  upholstery,  windscreen,  hood,  etc.,  just  like  a 
miniature  car,  and  the  wheel  is  sometimes  sprung  on 
car  lines.  The  passenger  is  therefore  quite  as  comfort- 
able as  if  in  a  motor  car  and  quite  as  well  protected 
from  the  wind  and  rain. 

Many  firms  specialize  in  the  manufacture  of  side-cars, 
which  are  seldom  made  by  cycle  or  motor  cycle  com- 
panies, and  although  the  frames  and  wheels  are  a  branch 


THE   MOTOR   CYCLE  113 

of  the  cycle  industry,  it  is  a  trade  quite  separate  from 
cycle  making. 

For  many  years  the  motor  cycle  laboured  under  a 
disadvantage,  in  so  much  that  it  possessed  no  change 
speed  gear  or  clutch.  To  start  the  engine  the  whole 
machine  had  to  be  pushed  along  at  a  smart  trot  until 
the  engine  began  to  work,  when  the  rider  had  to  make  a 
*'  running  mount  "    and  put  one  foot  on  the  left  pedal 


Fig.  31 
THE   MILLFORD   SIDE-CAR 

of  the  crank  axle  and  swing  the  other  leg  over  the  back 
wheel.  This  required  some  agility  to  perform  with 
success. 

Gradually,  the  trade  brought  out  change  speed  gears 
and  clutches.  The  latter  enabled  the  engine  to  be 
started  with  the  bicycle  at  rest,  the  change  speed  gear 
enabled  steep  hills  to  be  cHmbed  without  hard  pedaUing 
or  dismounting  and  running  alongside.  The  change 
speed  gears  are  dealt  with  separately  in  Chapter  VIII. 


114  THE    CYCLE   INDUSTRY 

The  latest  models  of  motor  cycle  have  all  the  attributes 
of  a  well-designed  motor  car  chassis,  and  some  are 
best  described  as  a  car  chassis  on  two  wheels.  The 
outstanding  difference  between  a  motor  car  and  a 
motor  cycle  is  that  the  latter  is  practically  always 
fitted  with  an  air  cooled  engine,  i.e.  an  engine  which 
radiates  the  heat  generated  by  the  explosions  of  gas  in 
the  cylinder  directly  from  the  cyHnder  to  the  atmosphere, 
instead  of  through  the  medium  of  water.  Between  the 
cyUnders  of  most  car  engines  and  the  atmosphere  there 
is  a  jacket  of  water  conducting  the  heat  to  a  radiator, 
through  which  the  water  passes  from  top  to  bottom 
by  natural  circulation.  There  are  instances  of  water- 
cooled  bicycle  engines  and  air-cooled  car  engines,  but 
the  cycle  engine  is  normally  air-cooled. 

The  motor  bicycle  represents  the  latest  and  most 
improved  form  of  cycle  extant,  and  the  evolution  of  the 
cycle  industry  from  its  first  introduction  to  this  country, 
in  1868,  to  the  present  day  has  meant  employment  for 
thousands  of  workers  and  fortunes  for  many  employers. 

Whether  the  cyclist  elects  to  provide  the  motive  force 
by  his  own  efforts  or  prefers  to  call  in  the  aid  of  the 
internal  combustion  engine  is  a  question  of  personal 
choice.  The  pedal  bicycle,  as  it  is  termed,  provides 
exercise  with  recreation,  and  the  motor  is  therefore 
scorned  by  some  athletic  enthusiasts.  The  dependability 
and  speed  of  the  motor  cjxle  are,  however,  now  an 
established  fact,  and  the  advantages  of  the  mechanical 
propulsion  cannot  be  overlooked  where  time  is  a  factor. 
On  the  other  hand,  the  pedal  bicycle  is  a  restful  and 
noiseless  form  of  locomotion  for  those  who  do  not  cara 
for  the  hurry  and  bustle  of  a  motor  cycle  ride,  and 
cycling,  when  undertaken  in  accordance  with  ones 
powers,  is  probably  the  most  health  giving  form  of 
recreation  for  the  mind  and  body. 


CHAPTER  XX 

THE  FUTURE  OF  THE  INDUSTRY 

To  write  of  the  future  one  becomes  a  kind  of  prophet, 
and  the  forecasting  of  events  is  a  dangerous  thing  to 
undertake.  However,  this  being  the  final  chapter  of 
my  book  on  the  cycle  industry,  I  will  risk  it  on  the 
assumption  that  if  I  prophesy  what  does  not  materialize, 
I  shall  not  be  alone  in  having  stated  what  did  not 
subsequently  prove  true. 

The  cycle  industry  of  the  future  is  assured,  because 
no  matter  what  happens  there  always  must  be  a  big 
demand  for  the  cheapest  form  of  locomotion  known. 
Aye,  even  cheaper  than  walking.  Is  not  leather  more 
costly  than  rubber  and  does  not  a  bicycle  tyre  cover 
outlast  several  boot  soles,  besides  being  a  quicker  means 
of  getting  about,  either  for  work  or  pleasure  ? 

We  can  therefore  safely  assume  that  bicycles  will 
always  be  with  us,  because  if  a  very  cheap  form  of  power 
were  ultimately  devised  for  propslhng  a  bicycle  on 
present  motor  cycle  lines,  no  machine  so  fitted  could 
be  produced  and  sold  at  the  cost  of  a  bicycle  that  is 
propelled  b\'  human  power. 

The  industry,  however,  may  not  remain  on  its  present 
lines.  Like  the  gun  trade  and  some  other  industries 
it  ma}?-  ultimately  become  so  sub-divided  that  no  manu- 
facturer will  be  able  to  afford  to  make  a  complete 
bicycle  on  his  own  premises.  Taking  the  gun  trade  as 
an  example,  Birmingham  is  or  was,  before  the  war,  the 
centre  of  the  gun  making  industry.  Gun  makers  date 
back  centuries,  whereas  cycle  makers  have  hardly 
attained  their  fiftieth  year.  Now  the  gun  trade  is  so 
sub-divided  that,  apart  from  a  few  notable  examples, 
a  gun  assembler  can  buy  every  part  of  a  gun  from 
specialists,  and  the  price  of  the  finished  article  depends 

115 


116  THE   CYCLE   INDUSTRY 

on  the  amount  and  quality  of  workmanship  that  is 
put  into  it. 

The  bicycle  trade,  with  some  exceptions,  was  leaning 
in  the  same  direction  in  1914,  and  at  the  time  of  going 
to  press  has  hardly  recovered  from  the  after  effects 
of  the  war.  It  must,  however,  tend  to  develop  more 
and  more  into  a  specialized  form  of  trade  where  manu- 
facturers will  concentrate  on  one  part,  and  so  reduce 
prices  and  competition  to  such  a  level  that  no  maker 
who  attempts  to  make  all  the  machine  under  one  roof 
can  hope  to  withstand. 

At  the  time  these  pages  went  to  press  there  existed 
a  protective  tariff  on  bicycles  imported  from  abroad 
of  33 J  per  cent.,  which  held  back  imports  from  Germany, 
U.S.A.,  and  Japan. 

Japan  has  long  threatened  to  export  bicycles  to  this 
country,  Germany  could  do  so  with  advantage  to  herself 
owing  to  the  rate  of  exchange,  and  U.S.A.  could  possibly 
do  a  certain  amount  of  trade  here.  All  are  at  present 
prevented  by  a  wise  tariff  from  competing  with  British 
makers  while  the  latter  labour  under  present  difficulties. 

No  one  can  tell  exactly  what  will  occur,  but  I  think 
the  British  cycle  maker  eventually  will  be  able  to  survive 
all  forms  of  competition  from  abroad,  but  that  will 
hardly  suffice  to  keep  him  going  on  full  time  if  he  be 
barred  out  of  other  countries  and  only  has  home  demands 
to  fUl. 

The  cycle  trade  has  a  well  organized  Union  to  conduct 
its  annual  exhibition,  frame  regulations  for  the  conduct 
of  its  membership  in  trading  with  the  agents,  to  watch 
its  interests  in  Parliament  and  generally  safeguard  the 
industry,  the  members  of  which  are  practically  all  in 
the  Union. 

The  full  title  of  this  organization  is  The  Cycle  and 
Motor  Cycle  Manufacturers'  and  Traders'  Union,  and 


THE  FUTURE  OF  THE  INDUSTRY         117 

its  headquarters  are  The  Towers,  Coventry ;  the 
manager  being  Major  WatHng  and  the  secretary  Mr. 
Timerick. 

In  conclusion,  those  who  irnagine  the  cycle  industry 
has  anything  left  of  its  old  time  sporting  glamour,  when 
to  be  connected  with  it  was  regarded  by  some  as  a 
pleasant  means  of  existence  hovering  between  work 
and  play,  with  a  big  proportion  of  the  latter,  should  at 
once  disabuse  their  minds  of  any  such  ideas.  The 
cycle  industry  is  now  one  of  Britain's  staple  trades,  and 
has  settled  down  on  industrial  lines  of  great  magnitude. 
Enormous  sums  of  money  are  locked  up  in  plant  and 
machinery  at  its  various  factories  and  works  which 
produce  the  subsidiary  articles  that  go  to  make  up  that 
portion  of  the  trade  known  as  accessories.  It  is  quite 
impossible  to  give  an  accurate  figure  as  to  the  amount 
of  this  capital  or  the  number  of  employees,  partly 
because  a  good  portion  of  the  capital  is  in  private 
concerns  and  also  on  account  of  the  cycle  and  motor 
industries  being  interconnected  to  so  great  an  extent 
that  it  is  difficult  to  say  where  one  begins  and  the 
other  ends. 


INDEX 


Abingdon  tricycle  axle,  the,  22 
Accessories,  96-101 
Accumulators  for  electric  lighting, 

99-100 
Accuracy  in  production  methods, 

94 
Advantages  of  change  speed  gears, 

58-59 
Albone,  Dan,  cross  frame,  safety, 

15 
American  bicycle,  the,  74-75 
,     influence       on       the 

industry,  74-75 
Ariel     bicycle     of     Haynes      & 

Jeffries,  5 
Armstrong  hub  gears,  the,  61 
Array  authorities  and  the  bicycle, 

continental,  89 

,  cyclist  sections  of  the,  88-89 

Cyclists'  Corps,  the,  88 

Assemblers,  local,  45 

Axle,  the  Abingdon  tricycle,  22 

Backbones  of  early  bicycles,  4 

Balance  gear,  the,  20,  22 

Ball  bearings,  introduction  of,  8 

,  the  patentee  of,  8 

Bantam  safety,  the,  1 1 
Bath  Road  C.C,  the,  70 
Bayliss,  Thomas,  2 
Beaded  edge  covers,  52 
Bearings,  introduction  of  ball,  8 

,  plain  and  roller,  8 

Beeston  Humber,  tandem  tricycle, 

the,  22-23 
Bidlakc,  F.  T.,  as  a  tricyclist,  22 
Birmingham  and  the  early  supply 

of  materials,  27-28,  30 
Boom  period,  the,  71-75 
Boothroyd's  patents,   11,  56 
Bowden  brake,  the,  38 
Brakework,  assembling  of,  38-39 

,  roller  lever  type  of,  39 

Brazing  of  frames  and  forks,  36 

,  liquid,  36 

B.S.A.  company,  early  history  of 

the,  29-30 

,  change  speed  gear,  the,  61 

,  safety  bicycle,  the  first,  29 


Capitalization,  over,  72 
Castings,  where  produced,  31 

,  iron,  31 

,  malleable,  31 

Chain  gearing,  9 
Challenge  tricycle,  the,  18 
Change    speed    gears    for    motor 

cycles,  62-63 

, 58-63 

gear,   the   advantages 

of,  58-59 
,  explanation      of 

working  of,  58 

the  Eadie  Co.'s, 


60 


61 


Biggs,  59 


speed,  60 
60 
Archer,  61 


the  B.S.A.,  61 
the  Armstrong, 

the    Linley     & 

the  G.  &  J.,  60 
the     Hub    two- 

Fagan's  patent, 

the         Sturmey 


-,  the  Sunbeam,  61 
Clincher  tyre,  the,  52,  56 
Clubs,  famous,  70 
Company  promoting,  71 
Components,  makers,   48-49 
Constrictor  racing  tyre,  the,  57 
Constantinople,  R.  L.  Jefferson's 

ride  to,  102 
Continental  Army  authorities  and 

the  bicycle,  89 
Continent,    the    bicycle    on    the, 

84-86 

,  touring  on  the,  86 

Coventry  Lever  Tricycle,  the,  17 

Machinists  Co.,  1 

makers,  early  struggles  for 

materials,  27-28 

,  the  home  of  the   industry, 

27 
Covers,  wired  on,  55 

,  beaded  edge,  52 

Cripper  tricycle,  the,  21 


119 


9— (1466H) 


120 


INDEX 


Cross  frame  safety  bicycle,  Dan 

Albone's,  15 
Cushion  tyres,  51 
Cycle  boom,  the,  71-75 

and  gun  industries  com- 
pared, 115 

and  Motor  Cycle  Manufac- 
turers' Union,  116 

Cycles  in  the  G.P.O.,  use  of,  89-90 

in  the  Great  War,  use  of,  88 

Cyclists'  Corps,  the  Army,  88 

paths,  80 

Touring  Club,  the,  86 

Daywork  and  piecework  pay- 
ments, 34,  35 

De  Dion  Bouton  motor  tricycle, 
the,  107 

Doughty's  patent  tyre  process,  55 

Drawing  office,  the,  45,  47 

Dry  batteries  for  electric  lighting, 
99-100 

Dynamos  for  electric  lighting, 
99-100 

Du  Cros,  Harvey,  54 

Dunlop  tyre,  the,  52 

,  J.  B.,  52 

tyre,  history  of  the,  52-56 

Duties,  import,  on  bicycles,  75,  85 

Eadie  Co.'s  hub  gear,  60 

motor  tricycle,    107 

Electric  lighting,  99-100 

by  dry  battery,  99-100 

,  by   accumulator,    99- 

100 

,  by  dynamo,  99-100 

Enamelling  shop,  the,  41 
Enfield  Co.'s  motor  tricycle,   107 

bicycle,   109 

Engineering   Standards  Commit- 
tee, the,  95 
Engines,  motor  cycle,  the  Scott 
two-stroke,  1 10 

, ,  the  J.A.P.,  108 

, ,  the   four-stroke, 

109 
Excelsior  motor  bicycle,  the,  108 

Facile,  the,  10 

,  the  geared,  10 

,  description  of  the,  10 

Factory,  different  types  of,  45,  91 

,  in  the,  91-95 

Pagan's  hub  gear,  60 


Female  labour,  48 

Figures  of  production,  46 

Filing-up  frames  and  forks,  36-37 

Finisher,  the,  42 

Finishing  shops,  the,  41-43 

Forks,  spring,  65 

Fosse  road,  the,  79 

Frame  building,  33,  35-36 

filing,  36-37 

pickling,  36 

Frames  of  early  bicycles,  1,  4 

,  spring,  64-66 

Future  of  the  industry,  75,  115- 
117 

trade  conditions,  75 

French  cyclists,  84-85 

Gas  lamps,  98-99 
Gearing  up  by  chain  or  cogs,  9 
Geared  ordinary,  the,  9 
Gears,  change  speed,  58-66 
, ,  for  motor  cycles, 

62-63 
G.  &  J.  hub  gear,  60 
Germany    and    the    cycle    trade, 

85-86 
G.P.O.,  cycles  in  the,  89-90 

Handlebar,  making  and  bending, 

39 
Harrington,  John,  3 
Haynes  &  JelTries,  3 
Hazlewood,  3 
Hillman,  William,  2,  28 
History  and  origin  of  the  bicycle, 

1-16 
Hub  lamps,  97-98 

two-speed  gear,  the,  60 

Humber,  Thomas,   14,  28 

,  the  straight  tube  diamond 

frame,  15 

tricyde,  the,  21 

tandem  bicycle,  24 

tricycle,  the,  22-23 

motor  cycle,  the,  111 

Import  duties  on  bicycles,  75,  85 
Industries,   cycle  and  gun  com- 
pared, 115 
Industry,  future  of  the,  75 

J. A.  P.  motorcycleengine.the,  108 
Jefferson's    (R.  L.)  ride  to    Con- 
stantinople, 102 
Juvenile  cycles,  49 


INDEX 


121 


Kangaroo  bicycle,  description  of 
the,  10 

Labour,  female,  48 
Lamps,  97-99 

,  gas  98 

,  hub,  97-98 

,  oil,  97-98 

Lawson's  safety  bicycle,  13 
Lever   driven,   safety,   an   early, 

13 
Linley    &    Biggs,    change    speed 

gear,  59 
Liquid  brazing,  36 
Local  assemblers,  45 

Machining  processes,  37 
Machining  shops,  the,  37 
Makers,  large  and  small,  45 
Manufacturing    processes,     from 

stores  to  railway  dray,  32-44 
Mass  production,  45 
Materials  used  in  cycle  industry, 

27-31 
,  main  sources  of  production 

of,  27-31 
Military  bicycles,  87-89 
Millford      side-car,      the,       112, 

113 
Montgomery  side-car,  the,  112 
Morris,  G.  L.,  referee,  16 
Motor  cycle,  the,  105-114 
,  the  Perks  and  Birch, 

106-107 

,  the  Triumph,  108 

,  the  Minerva,  107 

,  the  J.A.P.,  108 

the  Wolfmuller,   105- 

the  Humber,  1 1 1 

,  the  Werner,  106-107 

,  the  Singer,  106-107 

,  the  Excelsior,  108 

change   speed   gears, 

62-63 

industry,  early  strug- 
gles of  the,  105-108,  113 

,  prices,  1 10-1 1 1 

■ — ,  the  Scott  two-stroke, 

110 

—  cycles,  introduction  to  this 
country,  73 

—  Manufacturing  Co.,  the,  106 

—  tricycles,  73 

—  tricycle,  the  Ariel,  107 


106 


Motor    tricycle,     the     De    Dion 

Bouton,  107 
Mudgards,  assembling  of,  38 

National  Cyclists'  Union,  68,  70 
Nickel-plating  process,  the,  40-41 
North  Road  C.C,  the,  70 
Nottingham      and      the      cycle 
industry,  30 

Oil  lamps,  97-98 

Olympia    tandem    tricycle,    the, 

22-23 
Ordinary  or  high  bicycle,  the,  7 
Origin  of  the  bicycle,  and  early 

history,  1-16 
Otto  Bicycle,  the,   18 

Packing  bicycles  for  transit    by 

rail,  44 
for  shipment  abroad, 

44 
Palmer  tyre,  the,  56 
Patents,  tyre,  56 
Paths,  cyclists',  80 
Payments     for     piecework     and 

daywork,  34-35 
Penn's  of  Greenwich,  2 
Perks  &  Birch  motor  cycle,  the, 

106-107 
Petrograd    to    Paris   ride,    Chas. 

Terront's,  102-103 
Pickling  of  frames,  etc.,  36 
Piecework    and    daywork    pay- 
ments, 34-35 
Pioneer  rides,  102-104 
Plain  bearings,  8 
Plating  and  polishing  shops,  the, 

39-41 
Pneumatic  and  other  tyres,  50-57 
Premier,  the  Catford,  16 
Pressings,  46 
Processes   of   manufacture,  from 

stores  to  railway  dray,  32-44 
Production  figures,  91 
Production    of    materials,    main 

sources  of,  27-31 
,  methods,  32-44,  45-49 

QuADRiCYCLE,  a  military,  87 

Races,  important  road,  70 
Racing,  the  trade  and,  67-70 
tracks,  London  and  provin- 
cial, 67-68 


122 


INDEX 


Racing  tyres,  the  Constrictor,  57 

men,  famous,  68 

,  track  and  road,  69 

Railway    dray,    from    stores    to 

manufacturing  processes,  32-44 
Raleigh,  the  diamond  frame,  15 
Records    and    record    breaking, 

67-70 
Redditch  and  the  cycle  industry, 

27 
Referee,  G.  L.  Morris,  16 
Ride,  Chas.  Terront's  (Petrograd 

to  Paris),  102-103 

to    Constantinople,    R.    L. 

Jefferson's,  102 

Rides,  pioneer,  102-104 

Rim  standards,  95 

Road  and  track  racing,  67 

races,  important,  70 

,  the  Great  North,  77 

,  the  Bath,  77 

,  the  Holyhead,  77-78 

,  the  Brighton,  78 

,  the  Fosse,  79 

racer,   specification   of  the, 

82-83 

Roads  and  their  influence  on  the 
industry,  76 

of  the  Midlands,  76 

,  classic     of     England     and 

Wales,  77 
Roadster,     specification     of    the 

light,  83 

, of  the  light  touring,  83 

, of  the  touring,  83 

Roller  bearings,  8 
Rotciry,  Rudge  tricycle,  the,  19,  20 
Rover  bicycle,  J.  K.  Starley's,  14 
Rudge,  D.,  20 

Rotary  tricycle,  the,  19,  20 

Saddles     and     saddle     making, 
96-97 

,  where  produced,  27,  30 

Safety  bicycles,  early,  7 

bicycle,  H.  J.  LaWson's,  13 

Salvo  tricycle,  the,  18 

Sand  blasting,  37 

Scott  two-stroke  engine,  the,  110 

Screwing  spokes,  38 

Service  bicycles,  87-90 

Sharp's  spring  frame,  64 

Sheffield  and  the  cycle  industry, 

27,30 
Shergold's  safety  bicycle,  7 


Side-car,  the  Millford,  112, 
113 

,  the  Montgomery,  1 12 

Side-cars  for  motor  cycles,  111-113 
Singer,  George,  2,  28 

motor  cycle,  the,  106-107 

Singer's    Xtraordinary    challenge 

bicycle,  14 
Single  tube  tyres,  56 
Slump  period,  the,  72 
Society  and  the  boom  period,  72 
Solid  tyres,  50 
Springs,    where    produced,     27, 

30 
Spring  fork,  the  Dunlop,  65 

forks,  65 

frame,  the  Whippet,  64 

,  the  Sharp,  64 

frames,  64-66 

Staffs,  works  and  office,  45 
Stampings,  46 

,  where  produced,  31 

Standardization  of  parts,  95 
Starley,  James,  2,  14,  28 
Starley's,  James,  original  tricycle, 
17 

,  J.  K.,  Rover  bicycle,  14 

Stores,  the  rough,  32-34 
,  the  finished,  34-35 

to  railway  dray,  manufac- 
turing processes,  32-44 

Sturmey  Archer  hub  gears,  the, 

61,  62 
Sunbeam  change  speed  gear,  the, 

61 

Tandem  bicycle,  the  Chater  Lea, 
24 

,  the  Humber,  24 

,  the  Raleigh,  24 

,  the  Rudge,  24 

,  the  Singer,  24 

,  the  Whitworth,  24 

bicycles,  24-26 

tricycle,  the,  22 

,  the  Beeston  Humber, 

22—23 

,  the  Olympia,  22-23 

Terront's  (Chas.)  Petrograd  to 
Paris  ride,  102-103 

Thomas,  J.,  2 

Threading  spokes,  38 

Timerick,  Mr.,  Secretary,  Cycle 
and  Motor  Cycle  Manufac- 
turers' Union,  117 


INDEX 


123 


Tool  bags,  100 

Touring  Club,  the  Cyclists'  86 

on  the  Continent,  86 

Tracks,    London    and    provincial 

racing,  67-68 
Track  and  road  racing,  69 
Trade  conditions,  the  future,  73 

,  racing  and  the,  67-70 

Tricycle  axle,  the  Abingdon,  22 

,  the,  balance  gear,  20,  22 

,  era,  the,  17-23 

,  James  Starley's  original,  17 

• ,  the  Challenge,  18 

,  the  Coventry  Lever,  17 

,  the  Humber,  21 

,  the  Cripper,  21 

,  the  Rudge  Rotary,  19,  20 

tandem,  the,  22 

sociable,  the,  22 

Triumph  motor  cycle,  the,  108 
Truing  wheels,  38 

Tubing     steel,    where    produced, 

27-28,  30 
Tyre,  Bartlett's  patent,  52 

,  the  Clincher,  52 

,  the  Constrictor  racing,  57 

,  history  of  the  Dimlop,  52-56 

,  the  Dunlop,  52 

,  the  Palmer,  56 

,  patents,  56 

,  the  single  tube,  56 

,  the  Welch,  55 

Tyres,  leather,  50 

,  solid  rubber,  50 

,  cushion,  51 


Tyres,  wherefproduced,  30-3 1 

,  pneumatic  and  other,  50-57 

,  steel,  2,  50 

Velocipede,  the,  1,  3 
Viewing  of  cycle  parts,  42-44 

Wages  in  cycle  factories,  34-35 
Walsall  and   the   cycle   industry, 

27 
Warman,    3 
War  Office,  the,  and  the  bicycle, 

87-88 
Watling,  Mr.,  Manager,  Cycle  and 

Motor     Cycle     Manufacturers' 

Union,  117 

Street,  78-79 

Weights  of  cycles,  81-83 
Werner  motor  cycle,  the,  106 
Wheel  building,  37-38 

truing,  38 

rim  standards,  95 

Wheels,  early  construction  of,  4 

,  lever  construction  of,  5 

,  laced  and  tangent  spoked,  6 

,  disparity  of  diameters,  6 

Whippet  spring  frame,  the,  64 
Wircd-on  covers  for  tyres,  55 
Wolfmuller     motor     cycle,     the, 

105-106 
Wolverhampton    and    the    cycle 
industry,  30 

Xtraordinary  Challenge, 
Singer's,  14 


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4 


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REFERENCE 


BUSINESS  MAN'S  ENCYCLOPAEDIA  AND  DICTIONARY  OF  COMMERCE.  Edited 
by  J.  A.  Slater,  B.A.,  LL.B.  (Lond.).  Assisted  by  about  50  specialists  as  con- 
tributors. A  reliable  and  comprehensive  work  of  reference  on  all  commercial 
subjects,  specially  written  for  the  busy  merchant,  the  commercial  student,  and  the 
modem  man  of  afiairs.  With  numerous  maps,  illustrations,  facsimile  business 
forms  and  legal  documents,  diagrams,  etc.  In  4  vols.,  large  crown  4to  (each 
about  450  pp.),  cloth  gilt.    {In  the  press.) 

BUSINESS  MAN'S  GUIDE.    Edited  by  J.  A.  Slater,  B.A.,  LL.B.   Seventh  Edition, 

Revised.     In  crown  8vo,  cloth,  520  pp Net       6/6 

COMMERCIAL  ARBITRATIONS.    By  E.  J.  Parry,  B.Sc,  F.I.C,  F.C.S.     In  crown 

8vc,  cloth  gilt,  105  pp Net        3/6 

MOTOR  ROAD  TRANSPORT  FOR  COMMERCIAL  PURPOSES.    By  J.  Phillimore. 

In  demy  8vo,  cloth,  2 1 6  pp Net     12/6 

THE  MONEY  AND  THE   STOCK  AND   SHARE  MARKETS.     By  Emil  DavIes. 

In  crown  8vo,  cloth,  124  pp.  ........     Net       8/- 

THE  INVESTOR'S  MANUAL.     By  W.  W.  Wall,   F.S.S.,  F.J.I.     In  crown  8vo 

cloth,  122  pp Net       3/6 

THE  HISTORY,  LAW,  AND  PRACTICE  OF  THE  STOCK  EXCHANGE.  By  A.  P. 
Poley,  B.A.,  Barrister-at-Law,  and  F.  H.  Carruthers  Gould,  of  the  Stock 
Exchange.     Third  Edition,  Revised.      In  demy  8vo,  cloth  gilt,  348  pp.  .     Net       7/6 

DICTIONARY  OF  THE  WORLD'S  COMMERCIAL  PRODUCTS.     By  J.  A.  Slater. 

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9 


COMMON  COMMODITIES  OF  COMMERCE 
AND  INDUSTRIES 

In  each  of  the  handbooks  in  this  series  a  particular  product  or  industry  is  treated  by  an 
expert  writer  and  practical  man  of  business.  Beginning  with  the  life  history  of  the  plant, 
or  other  natural  product,  he  follows  its  development  until  it  becomes  a  commercial  commodity, 
and  so  on  through  the  various  phases  of  its  sale  in  the  market  and  its  purchase  by  the 

consumer. 
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TEA 

COFFEE 

SUGAR 

OILS 

WHEAT  AND  ITS  PRODUCTS 

RUBBER        

IRON  AND  STEEL 

COPPER 

COAL 

TIMBER 

LEATHER 

COTTON 

SILK 

WOOL 

LINEN 

TOBACCO 

CLAYS  AND  CLAY  PRODUCTS 

PAPER 

SOAP 

GLASS  AND  GLASS  UAEINQ 

GUMS  AND  RESINS 

THE  MOTOR  INDUSTRY 

THE  BOOT  AND  SHOE  INDUSTRY 

CLOTHING  INDUSTRY 

ICE  AND  COLD  STORAGE 

ELECTRIC  LAMP  INDUSTRY 


TELEGRAPHY.  TELEPHONY   AND 

WIREiLESS 
GAS  AND  GAS  MAKING 
FURNITURE 

COAL  TAR  AND  SOME  OF  ITS  PRODUCTS 
PETROLEUM 

SALT  AND  THE  SALT  INDUSTRY 
KNITTED  FABRICS 
ZINC 
CORDAGE  AND  CORDAGE  HEMP  AND 

FIBRES 
CARPETS 
ASBESTOS 
PHOTOGRAPHY 
ACIDS  AND  ALKALIS 
SILVER 
GOLD 

PAINTS  AND  VARNISHES 
ELECTRICITY 

ALUMINIUM     

BUTTIR  AND  CHEESE 

BRITISH  CORN  TRADE 

ENGRAVING 

LEAD 

STONES  AND  QUARRIES 

EXPLOSIVES 

PERFUMERY 


LAW 


THE  ELEMENTS  OF  COMMERCIAL  LAW.    By  A.  H.  Douglas,  LL.B.  (Lond.). 

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n  I.         ,  ,  1  n 

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